US1057941A - Multiple-control mechanism for steam-locomotives. - Google Patents

Description

1). P. CRAWFORD. MULTIPLE CONTROL MECHANISM FOR STEAM LOCOMOTIVES.

APPLICATION FILEDJULY 6, 1910.

' Patented Apr. 1, 1913.

3 SHEETS-SHEET 1.

D. P. CRAWFORD. MULTIPLE CONTROL MECHANISM FOR STEAM LOCOMOTIVES.

APPLICATION FILED JULY 6,1910.

- Patented Apr. 1, 1913.

milk

D. F. CRAWFORD.

MULTIPLE CONTROL MECHANISM FOR STEAM LOCOMOTIVES APPLICATION FILED JULY 6,1910, 1,957,941 Patented Apr. '1, 1913.

3 SHEBT SSHEET 3.

INVENTOR WITNESSES DAVID ERANCIS CBANFOR D, OF ZIT'I'SBURGH, PENNSYLV:

MULTIPLE-CONTROL MEGHANISBZ FOR, STEAIVI-LQCQIXGTIVEE.

Specification of Letters Patent.

1 ,GE'L-Sdi.

Application filed July 6, 1910. Serial No. 570,676.

To all 10. mm 7'1. 722 fly concern Be it known that 1, DAVID F. CRAWFORD, a citizen of the United States, residing at Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Multiple-Control Mechanisms for Steam Locomotives, of which the following is a specification.

The invention relates to mechanism for controlling the operation of a plurality of steam engines, particularly locomotives, from a single point, so that the number of operators may he reduced and the operation of the engines synchronized. The invention has its primary application to use with two or more locomotives operated in tandem, and, as so applied, the system contemplates the control of both throttle levers from a single controlling element or handle on one of the locomotives, and similarly the control of both reversing lovers from another element or handle preferably adjacent the first, so that the operator by shifting thesc two elements or handles can control the operation of both throttle levers and valves, and

both reversing levers and the valves con-,

trolled thereby. One embodiment of the invention is illustrated in the accompanying drawing wherein,

Figure 1 is a diagrammatic view of the apparatus and wiring connections therefor, F ig. 2 is an enlarged diagrammatic view of one portion of the apparatus, Fig. 3 is a diagrammatic view of a modified form oi apparatus in which the electrical control is dispeusml with. Fig. 4 is a section on the line IV-I\" of Fig and Fig. 5 is a diagrammatic view illustrating' still another form of apparatus.

Briefly stated the apparatus comprises in the first enibodii'nent. ofthe invention illustrated, an air operated power mechanism on each locomotive 'conneii-tcd to the throttle lever; a switch lever and electrical controlling means operated therefrom whereby the operation or both power mechanisms is controlled 'from one of the lOLfOU'lOl'lYLS, an air operated power mechanism on each locomotive connected to the reversing lever, and another switch and electrical controllingmeans Opti'tlltll therefrom whereby the operation of both such last power mechanisms is also controlled from the one locomotivc, thc two switches being placed couveniently close together so that the engineer by i'nerely tln'owing these two switches can secure the syucl'iroi'ious operation of both throttle levers and both reversing levers. The switches are preferably arranged to move over a series of contacts, and for each step of the movement of a switch the power mechanisms move the throttle or reverse levers a corresponding step. The controlling connections for the throttle levers and reverse levers are so arranged that the switch controlling the throttle levers must be thrown to position to cut oli' the supply of steam before the reverse levers can be operated from their switch. Each air operated power mechanism is also preferably controlled by a throttling cylinder and'piston which serve to n'iaint-ain the air operated mechanism fixedly in any position to which it maybe moved.

Referring first to the general arrangement of parts indicated dia rannnatically in Fig. 1, the principal parts shown may he enumerated as tlollo\v;-. :-A is the reversing lever on the forward locomotive; B is the throttle lever on the tomvard li'a'omotivm-A the reversing lever on the rear locomotive; ll the throttle ltl'fil" on the rear locomotiv and l) are the air cylinders constituting the power means from which the lovers A and 13 are operated respectively; C and l) are the air cyiimlers from which the lovers A and B respectivcl 1 upon the rear locomotive are operated; it and F are throttling: cylinders whose. pistons are carried by the some piston rods as those carrying the pistons of the air cylinders (I and l), which throttling mechanism serves to maintain the levers A and B fixedly in any position to which they may he moved, in a manner to be hereinafter more particularly described: 1i and F are throttling cylinders upon the rear locomotive corresponding to the throttling cylinders E and F upon the trout locomotive and corresponding thereto in function: c: and H are switch levers upon the Front locomotive arranged to control respecthielv the operation of the air cylinders and l) and the reversing and throttling levers controlled thereby;- (ir' and H are similar levers for controlling corrcspoin h ing parts on the rear locomotive; l and K are solenoids electrically controlled from the switch G for governing th admission 4' air to the opposite ends of the cylinder C; L and M are similar solenoids controlled from the switch G for governing the exhaustof air from the opposiie ends of {hi cylinders G; N and ere ""iie'sioicls also controlled from the swiici (j )1 gm ning the How of liquiel from one s piston. in iiie ihronliog coniroliecl from the SWlilCll lever i-l anal corresponding is the parts just above described {or operating in (iii conjunction with the lever G; l K if, M, N, O and P are means coi'itrollcil from the switch lever G upon :he rear loco motive and corresponding to she parts heretofore enumerated controlleai "from the lever Gr upon the iii-om: locomotive; l, K, L M N3, U and L? are controlling means governed. by the sWii-c lever H upon the rear loccmothve lo the parts as shove enumerated f0?" the {will locomotive as controlled by the lever H;Q, {-1, Q, Q are oatleries for supplying; current for operating; the electrical meclienisi'o; R, H, E and ll are switches controlled; by the movement of the feversing levers A, ii. and iihrotcling le /o ls l E; S is a plug connection whereb the leads from the. iocmnotivc may dctechably connecieil lo those of the from. locomotive; S- l are similar plug con- 11m 5 motions upon the from; and real." lccon'iotivc respectively whereby the leads from these locomotives may be'coimecliecl to the leads of other locomotives in case the position of the locomotives is reversed or in case more than two locomotives are osecl in iemlcm; T and '1" represent knife switches upon the from and rear locomotives respectively, which switches varied. in posii'ion depending upon which locomotive is in front position and which is in F681 position" in iihe Wiring diagrams the heavy lines indicate positive outgoing circuits, the light lines indicate one of the return circuits, and the medium Weight lines indicate she otheii'etm'n circcit,

A comparison of the of mechanism as shown in Fig. 1 will indicate that the airrangemcnt of mechanism upon the from locomotive is precisely ihe'seme that upon the rear locomotive, the intention being that the position of the locomotives may be reversecl if desired and that the mechzmis-an'i and circuits for controlling the reversing leversds precisely the some that for controlling the throttling levers. A study of one of these eels of i'iioohn'n'siii will th ieiiotce serve lo maize elem. e COHSU'HOl'iOI? illlL operation of all of the 7 Mill such c st uciion of one of lhe .cof imchx." will nmv be discussed. i.. Fig. 2 which shows in col ill msi'iij: form, partly iii section the ;cment of the mechanism for controlling the novel-sing lever upon the swim locomotiw.

ieswei .ln crler to evoicl confusion, the EWi'ich T, shown in Fig. 1 iso'mitted from Fig. 2, as well oer leading to the other sets of mechanisms, the

function oi? the switch and the arrangement of the GGXHEEGiJiOIlS (not; shown) being subsequently reviewed in connect-ion. With Fig. 1, The principal peels as shown in Fig. 2 coal not hitherto cnuniere'led in connection Willi Figs. 1, may he enumerated as follows; 1 is a sliziingswilch member in Elie form of yiston connected to thelieziiile G- and op erating over l-i'ie contacts 2; 8 is the piston of e (lash pot construction fitting its cylin dei' so to permit 2 low of air from one side of the iisiion to the other when it is move-Li in. either (Election; 4- is a contact member cczmecied to the switch G and mounted. in insulated block 5 which also cerrc'ies the contact nicmbci's'fi Kid 7 8 is the sliding switch for controlling the ihrottli ig lever which switch in. the form of a pie ion WOl'llililg over izhe contacts 9 and. connected. to the handle H; 10 mil 11 arepziii-s of contact plates which are con'necterlwhen' is moved to its extreme left 12 anal 13 are air admission valves cnrrioi by the solenoid rods enol held in their lower posiili by 13; and 16 ere the exhaust valves =r from the solenoid L and lvill and. v ly hell in closed position by means of the springs sl'ioWn; 16' and 17 are. the air inlet and exhaust pipes respectively; 18 and 19 are the valves for controlling the low of liquiil, preferably oil, from one side of the lln'ottling pisloii to he other, such valves lacing; opcrai l the piston lmncl posi ed. from the solenoids l and 3; A. is the irevcrsing lever carrying at its lower with by means of 2%. pin and slot connection shown, lhe contact switch R, which is slhlefbly mounted on the standards (38; is e wola'ct brush, eiljiistebly mounted on tho fidilll'mill'y has. as, an which slirlably engg'ngce the contact poini-s oi? the h 3" 5355, {5G :mcl are solenoids prov iiic ciciiol rods 28; 29 30 and 31, which IOilS are provided with m insuhiiing covering except at the Contact points n'mrlqwl 3:2, 38, 34-, 36 and 3's"; is a' contact plate carried by the rod 31 and adapted to contact with the plate 39 when the rod -31 moves upward; and the chick circles arranged along the line of movement oi the conluci 3Q 3 31 35A 36 and 37 and consliiutiiigg ihe iei'1i. -.mils of thcii'iifes in mix; with which the 1: All] the i'm i i l sci'ipl-mzi of the op m1 of lzhe Wiring connections means of the will requircthat the lever G be moved to the left so that the contact member 1 bears upon the next contact 2, which movement will'sccure an opening of the-valve 1 to admit air to the right hand side of the piston 40, the corres 'ionding and simultaneous opening of the valves 15 and 19 topermit an exhaust of air from the left hand side ot the piston and a movement .of oil in the throttling cylinder E from the left hand end of the cylinder to the right hand end thereof, the automatic closing of the valve 13 when the piston 40 and reversing lever A have been moved a fraction of their total movement to theleft, and the closing of the alve 19 to positively stop the movement of the piston rod 22 and holding the lever'A-tixedly in the position to which it has been moved. Before the lever G is moved however, in order to secure the above operations, it is necessary to move the handle H, whiclrcontrols the throttle lever to its extreme left hand position in order that the piston 8 contact with the pairs of points 10 and 11 and connect such points, as thecircuit which is controlled by the operation of the lever G would otherwise be broken at this point. In other words this arrangement requires that the throttle valve be moved to closed position in every case before the operation of the reversing lever, which requirement renders the operation of the reversing lever easyand safe. If now the upper end of the handle G is moved to the left, the member 1 will not at first move because ofthe air resistance to the front of the plunger 3, and because of the resistance at this point the lower end of the lever G will first move over against the plate 11, so that the left hand end of the rod 4 comes in contact with the end of the member 7. A further movement of the upper end of the lever G will then cause the member 1 to contact with the member 2, thus completing the circuit at this point. Commencing with the battery Q the circuit thus completed will be as follows; wire 42, contact '35, wire 43, contact 33, wire 44, wire 45, winding of solenoid K, wire 46, contact 10, piston 8, contact 10, wire 47, contact members 7 and 4, wire 48, piston 1, contact 2, and wire 49,.

thus completing the circuit. At the same time the solenoid 0 is energized from the following circuit-, wire 42, contact 32, wire 50, contact 36, wire 51, wire 52, wire 53, winding of solenoid 0, wire 54, and wire 46. The solenoid L is also energized by means of its connections and 56 to the wires and 16 respectively.

tion of the soienoids K, O and L permits the admission of air to the right hand side of the piston40, the exhaust of air trom the let't hand. side of such cylinder, and the passage of oil from one siderof the piston 3:: to the other side thereof. It Wlll also be lines of intermediate heaviness is not The opera-' seen that the circuits justdescribed include the outgoingcircuits represented by the heavy black lines and the return circuit indicated by the very light lines, but that the other return circuitindicated by the completed for the reason that the contact memhers l and 6 are not in engagement so that the winding of the solenoids I,- M and N which are on such other uncompleted circuit are not energized. As the lever .A continues to move to the left, a cont-act member of the said switch R, to the right of the contact brush 23, engages the said brush. This movement completes the following circuit, wire 52, wire 57, switch T (notshown on Fig. 2 but indicated diagrammatically on Fig. 1), wire 58, wire 66, switch R, contactmember or brush 23, wire 67, winding of solenoid 27, wire 59, and wire 46, thus encontact 35 is broken and the contact 36 is' shifted, the contact 37 taking its place. One circuit leading to the solenoid K is thus broken, out another circuit including the contact 32, wire50, contact 37, wire 51, and wire 45 continues. winding of the solenoids O and L also coritinue. These latter circuits are broken however when the contact member o f the switch R moves so that a blank space engages the brush 23, thus interrupting the circuit through the wire 67. The bar of the solenoid 27 is-thus permitted to drop breaking the circuit between the wires 50 and 51 so that the valves 15 and 19 controlled by the solenoids L and O are permitted to close. This downward movement of the bar 31 breaks the contact between the members 38 and 39, but the currentstill flows through the winding o the solenoid 26 by reason of the circuit through the'wires 60, 61, contact 36, wire 64:, and wire 63. The bar 30 therefore remains in its upper position until the piston 1 cont-rolled by the lever G is moved ofi of a contact plate and on to a blank space, at which time t-hecircuit through the winding of the solenoid 26 is broken so that the bar 30 moves to its original position as shown in .Fig. 2, and the contact 35 completes the circuit between the wires 42 and 43. The parts are-now all in their original position, and a further movement of the lever G one step to the left secures another movement of the. piston 40and the lever A controlled thereby another step to the left.

When it is desired to move the reversing the current flowing thereto through The circuit-s through the 4 sition itis dos lever in the other direction, the handle G is moved to the right, and the Contact memher t is first moved to the left engaging the contact member-ii), and the piston l. then moved to the right engaging one of the Contact plates 2. By this operation the ei'euitinoluding the fine line return is broken and the circuit including the return circuit represented by the lines of intermediate Weight is completed. This circuit operates-the solenoids I, M and N and the oirouit and operation will be obvious from the description hitherto given of the op oration of the solenoids K, l; and O.

The foregoing description relates to the meehenisz'n for operating one of the reversing levers A, but by reference to Fig. 1 it will be seen that the mechanism for operating the throttling levers B and B is precisely t the some the control of the operation being secured from the handles H and Pl, the handle H being connected to the piston 8 moving over a series of contacts 9 as indi outed in Fig. 2. The operating handle H is provided with it Contact member i Working over contact members 6 and 7' and corresponding in construction and function to the members at, 6" and 7 heretofore deserihed. I

l't ill be seen from the foregoing that the relay ineclmnisms P and P and the controlling levers G and H with their switches are necessary only on the leading locomotivcr all that is necessary insofar as the suoee oing locomotives are ooncerned that the current through the solenoids 1 ,19, L M id", 13% end 1, K L, M, N he made and lYiUliBl'l to correspond with rrmlring' and breaking of the circuits on the lending; locomotives, hut in view of the foot that the locomotives i'nuy he'i'everscd in ow ole that the rear locomotive be provided with precisely the same eon t rolliug mechanism as the forward locomoi live so that it they be planed in front it desired and us shown'iu Fig. 1 the front and. rear iOCUlTlOlllTQS are shown provided with precisely the some equipment so n u l v they may he shifted in position. It IS de- 1 y 1 V 7 siruhlo however that rneons he provioed so that the relays P enol l?- ond the mechanism operated by the controlling handles G and H may be entirely out out of opera ,tion, and in order to do this the knife switch T is provided, which switch is duplicated in tho front apparatus in the switch T. It,

will he soon that when the switch T is in the position illustrated the wires :"i'l'fln'nd 539 and the Wires 57 and are (lisooni'wol' d thus cutting out the operation of the relays l mull, and that the Circuit lead ing through the switches controlled by the handles G" and ll and including the Wires efl are disooniwoted so that these a are cut out of operz'ition and there is no possibility of the operator ou the rear locomotive interfering with the operation from the front locomotive by manipulating the lovers G and H: The switch T on the front locomotive is shown in the reverse position, and in this position Wires 5'3 and 58 and 57' and 58 are connected and the switches controlled by the levers G and H are. thrown into operative connection with the pistons The construction as shown in Fig. 3 is a simplified one, the apparatus heingv oper ate-d entirely 'flhy air and the electrical leohenism being dispensed with. The nrmngeuient is shown as applied only to the operation of the reversing levers and. $0 on. the front and rear locomotives respeo tigel g but ii/Wlll be understood that the er r3ngemernfv for operating the throttle levers is substantially the some as that indicated for the reversing levers. As in the former arrangement the levers 70 and. 70 ureoperated by means of air cylinders 71 and 71:;

and the levers are steadied and maintained in position by means of throttling cylinders 72 and 79,, which oylinders curry pistons mounted upon the connecting rods 3% and 73 carrying at their front ends the pistons 74. 75 and "(5" are air reservoirs from which air for operating the pistons is T'TZ the construction of the ports and velve mechanism upon the rear locomotive being precisely the some that-upon the front locomotive. As indicated in Fig. 4 the left hand end of the eylinderis provided with an admission port- 78 governed by valve 79 carried on the rod 30 vfl'zioh rod also (worries the exluiust valve and these valves and are. nornrmlly he in olosed posiiion by means oi the spring 852 "l ho chamber below the valve 81 connects with the right. hand end of the oylind lit by means of the passage 84:, and it will, seen from the arrangement just. desori' that when the valve 79 is open permi ting; admission to the left hand side of the usion T4 the exhaust valve 81 which eontrols the msenge of air from'thc right hand end of the cylinder is open, so that as air if; ad-

mitted to one side of the piston 74 tis per niitled to exhaust from theothers e. The

operation of the valves 79 and 81 is controlled from the piston 85 mounted in the cylinder 86, which cylinder isprovided with an air pipe 87 leading}; to the valve The valve is supplied, with air from the reservoir 75 by means oi the pinefili, nod

when the valve is; rotated clock Wise 2. short 7 distnnoe the pipe 80 is hroi'lght into oommunicaiionvith the pipe 87 admitting air to the upper side of. the piston 85 and se curing the opening oi the "valves 79 and 81. The arrangement of valves and passages at the right hand and of the cylinder '71 is prociscly the same as that just described for the left hand end, so that when the valve 88 is shifted in theother direction the pipe 89 is brought into communication with the pipe SU leading to the cylinder 91. The

- pipes 87 and 90 are connected respectively to the pipes 87 and 90 leading to the cylinders 86 and 91, so that when air is admitted to either of the cylinders 86 and 91 it is also admitted to one of the cylinders 86 or 91 and the actuation of the valve parts and pistons in the cylinder 71 corresponds to that in the cylinder 71. The valves 92 and 92 serve as a means to cut out the valves 88 or 88 depending upon which locomotive is in advance, so that the danger of a ditte'rent operation at these valves is avoided, the valve 92 on the rear locomotive being closed to prevent the actuation of the parts controlling the reversing lever 70 independent of the operation of such parts from the front locomotive.

In 5 still another arrangen'zent of parts is shown, and the four way valves 93 and 93 are substituted for the valve mechanism shown in the arrangement of Figs. 3 and 4. In this construction 94 and 9:4! are the reversing levers, 95 and 95 are the operating cylinders, 96 and 96 are the throttling cylinders, 97 and 97' are the piston rods, and 9S and 98' are the air reservoirs. lVhen the valve is in the position shown, a-i r is admitted from-the reservoir 98 to the front -end of the cylinder 95 through'the pipes 99' and 100 and is exhausted from the other end of the cylinder through the pipes 101 and 102. It the valve 'is shifted'tlO the operation is reversed, and

air is admitted to the left hand end of the cylinder-through the pipes 99 and 101 and exhausted from the right hand end of the cylinder through the'pipes 100 and 102.

The pipes'lhO' and 101' respectively are connected to the pipes 100 and 101, so that the actuation of the valve 93 secures the operation of the piston in the cylinder 95, all of the air in such case exhausting through the pipe 102. If desired the valve 93- may be locked in the position illustrated so to prevent the possibility of the operation or the system from this point.

laving thus described my invention and ire to secure by Letters Patent is the to} l ovnn l. in i'nechanism for controlling the operation of a plurality of en ines each pro vided with a throttling device, a power meanstor operating each of saidthrottling devices, and a controlling means having connection with each of said power means and including a manually operable member and e'i'rangcd to secure a. simultaneous acillustrated its use, what i claim. as new and i 2% off the power means and the throttling devices operated thereby pro portional to the movement of the manually operable member.

In mechanismfor controlling the operation of a plurality of engines each provided with a throttling device, a power means for operating each of said throttling devices, a controlling means having connection with each of said power means and including a manually operable member and arranged to secure a simultaneous step by step actuation of all of the power means and the throttling devices operated, thereby proportionate to the movement of the manually operable member. and'stop means also operated from the said controlling means and arranged to hold the throttling devices fixedly in any position to which they may be moved.

3. In mechanism for controlling the operation of a plurality of engines each pro vided with a means for reversing the valves of the engine, a power means for operating each of said reversing means, a controlling means having connection with each of said power means and including a manually operable member and arranged to secure a simultaneous step by step actuation of all of the power means proportionate to the movement'of the manually operable/menu her, and stop means also operated from the said controlling means and arranged to hold the reversing means fixedly in any positionto which they may be moved.

In mchanism for controlling the operation of a plurality of engines each pro vided with\ a throttling device and a reeach of said devices, a controlling means having connection witln each of the power means for operating the throttling devices, and arranged to secure the simultaneous actuation of all of such power means, and a controlling means having connectionwith each of the power means for operating the reversim devices and arran ed to secure' the simultaneous actuation of all of such reversing means and a switch connection be; tween the controlling means for operating the powermeans for operating the thr0ttling devices and the controlling means for operating power-means for operating the versing device, a power means for operating mechanism for contr-o membercomm-icing a cylinder inder, av second piston and. cylinder there for carrying a liqnicl, a communication be tween the two sides of the piston, valve lling the flow of liquid through the said communication, and means for connecting the two pistons, ancl 2, single manually operable means having operative connection to all the said valve mechanisms whereby such mechanisms may be siinullencously oncretecl.

In mechanism for controlling the open elion of a plurality of engines each provided with a reversing member, mechanism or each engine for controlling the r ver' lull-Cl W'ltll a piston coiiiicmecl'liii the reversing member, means for supplying air I 'ivrsienre to the cylinder to move they n. valve inei'zhanisn'i tor controlling the flow of c to the cylinder, :1 eccontl piemn and e cylinder therefor cm: ving a liquid, (Ol'l'll'lllllllCZttion between the two eirlcs of the piston, 21 valve mechanism "for controlling the flow of liquid through the said communication, and means for connecting the two pistons, and a single manually operable me: is having operative connection to all the ill. valve mechanisms whereby each nice-hon sins may be simultaneously on itetl.

8. In mechanism l'Ol controlling the onenetio'n. of a plnvality of engines, each provided with controlling member, mechanism for en no for comiizo ..ing the said nien'iher con'iprising e cylinliei provided with av piston connected to the Sillfl member, means for supplying air Ulltlklf pressure to the cylintler to move the piston, air valve mechanism for cmitrolling the flow of air, :1 cyl 'inrler carrying a piston connected to the first rangei'l to control all of the power means sininltaneimsly, illlfl nil-mus whereby anyone oi such controlling means may be out (mt of operative connection with the em.

10. In inechaii' n for controlling the operation of n Pllllmll of" engines each proviilefl with a re i m device, a power means for one each oi siiiiil devices, a cone trolling; means for each. power means in eluding 2i. ineni'mlly operable .ineinher each arranged to control all of the power means siinultziiieousl vi, uncl means whereby any one of such controlling means may be out ontoit operative connection with the In testimony Wherowi l have hereunto signed my name in the presence of the two subscribed witnesses.

DAVID FRANCIS Shell Fill Elli iVitness-ee L. A. Mi one, 1. ll ZliLAINE

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