US1098300A - Pneumatic power-transmitter. - Google Patents

Description

F. M. FEATHER.

PNEUMATIC POWER TRANSMITTER.

APPLICATION FILED NOV. 6, 1911. 1,098,300.

5 SHEETS-SHEET 1.

Patented May 26, 1914.

P. M. PRATHER. PNEUMATIC POWER TRANSMITTER. APPLICATION FILED Nov. 6, 1911.

Patented May 26, 1914.

5 SHEETS-SHBET 2.

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F. M. PRATHER. PNEUMATIC POWER TRANSMITTER.

APPLICATION FILED NOV. 6, 1911.

' Patented May 26, 1914.

5 SHEETS-SHEET 3.

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waxes 4/4 fMf-% P. M. PRATHER. PNEUMATIC POWER TRANSMITTER.

- APPLICATION FILED NOV. 6, 1911. 1,098,300. Patented May 26, 1914.

-5 SHEETS-SHEET 5.

UNITED STATES PATENT OFFICE.

FRANK M. FEATHER 01 LOS ANGELES, CALIFORNIA.

PNEUMATIC TOWER-TRANSMITTER Specification of Letters Patent.

Patented May 26, 1914:.

Application filed Rovemberfi, .1911. Serial No.;.658,888

Toall whom it may canoe/rm:

and State of California, have invented a new f and useful Pneumatic Power-Transmitter,

; operator should become con-fused, he could This invention relates to pneumatic power of which the following is a specification.

transmitters of a type wherein a plurality of cylinders with pistons are employed. the

cylinders being connected to the driven shaft and pistons to the driving shaft, such that .upon a relative movement of both the driving shaft and driven shaft air would be compressed by the reciprocation of ,the pistons in the cylinders and stored in a suitable tank for .use later, to be readmitted to the cylinders to operate the pistons and thus startQ-the driving shaft into operation. valve mechanism was employed for controlling the circulation .of air and provisionwas made for securing such a high compression of air that when desired the air thus compressed would act as a pneumatic cushion and .have suflicient resistance when so compressed to transmit the power which it received from the pistons tothe cylinders, thereby causing the cylinders to revolve at the same speed as the pistons and thus drive the driven shaft at the .same speed with the driving shaft. In addition to these functionsthe device :was alsocapable of many other functions, any of which could be brought into play by adjusting the valve mechanism and by'the operation of two foot I pedals. Onefoot pedal was utilized to con- .trol the reverse and the other foot lever was connected directly to a band brake by means vof which the bodily rotation ofthe cylinders could be prevented, which was necessary in coiiperation with the valve mechanism to produce certain 'functions.

In the present application my object is to simplify the arrangement of the controlling mechanism and accomplishing the various functions so that it will be simpler for the operator and. will also obviate theemployment of manual energy in operating the band brake or the reverse, in the present? case the mechanism-being provided for operating the band brake and reverse bycom-i pressed air so that the only energy required of the operator is the slight amount necessary to shift a valve into various positions. In carrying out .my invention ;I employ a eng ne.

I i setting valve and an operating valve, both Be it known that I, FRANK M. -P RAT \HER,: a citizen of the United States, residing at Los Angeles, in the county of Los Angeles of which are controlled by the -operator, and

,a further objectof the invention is to .pro-

vide for the brake being applied by either valve irres ctive of the position of the other valve, so t at in .cases oat emergency if the instantly apply the brakesby opera-ting either of the valves. vlit is thus impossible for either valve to be in any position which would prevent the immediate application .of

vide aconstruction such that when the valve is placed in position-for starting the engine it automaticallyapplies the brake so that the vehicle isheldstationary while. the .en-

gine is being started. This relieves the op-- erator from the necessity of thinking to apply :h1s; brake'before he attempts .to start the Qther objects and advantages of the.preslowing description.-

Referring to the drawings: Figure lisa an automobile equipped with .the invention.

. 1F ig. 2 is a sectio'non line fi-m Fig. 1,1011 an Fig. 321;; .a vertlcal section Fig. 7 'is a section on line a2" m Fig. 4. Fig.

8 is a plan view of the hand operated valve. Flg. 9 1s aperspective view of the foot .lever control and valve operatedthereby. Fig. 10 is a perspective of a crank on a reduced scale. Fig. 11 is a perspective of [the shift rod. Fig. 12 is an enlarged section on line ai -m Fig. 8. Fig. 13 1s a section on line wf -m Fig. 12. Fig. 14 is a diagrammatic View of the-conical hand valve and its conical seat, and the conical foot valve and its conical seat. The hand valve and its seat are shown at the left inthe figure and the foot valve and its seat are shown at the right in the figure. In the hand valve the plug is in the center'and its seat is .representedas the outer circular portion. The same is true of the foot valve. The concentric dotted lines same levels of the seati so 'that'the angular ent invention will be brought out'in the fol.-

'plan view of the wheels, axles and'cframe of the band brake an position of the plug with respect to its seat is a parent at a glance, and the correspondmg evels can be easily compared. The connections extending between the two valves diagrammatically represent the various air passages between the valves. All of the ports are shown in their exact angular positions. In this figure the position shown is that in which the driving shaft and engine are running idle without compressing air or without imparting movement to the vehicle, the air simply circulating into the cylinders and out again, freely. Fig. 15 is a view similar to Fig. 14, showing the position of the parts set for allowin air to pass from the reservoir into the cy inders to operate the driving shaft -and start the engine. Fig. 16 is a view similar .to' Fig. 14, showing the valves set to allow the car to run forward under momentum and hold the cylinders against rotation, thereby starting the engine. Fig. 17 is a view similar to Fig. 14, showing the position of the valves set for operating the car ahead, under the air pressure. Fig. 18 is a view similar to Fig. 14, showing the valves set for applying the brake. Fig. 19 is .a view. similar to Fig. 14, showing the valves releasing the brake. Fig. 20 is a view similar to Fig. 14, showin the valves set to apply reverse, killing the engine and causing sudden piling up of air pressure to brake the car'in an emergency. Fig. 21 is a section on line m w Fig. 12. Fig. 22 is a section on line m w Fig. 12. Fig. 23 is a section on line w 1;r Fig. 12. Fig. 24 is a section on line wx Fi 12.

Referring to Fig. 1, 1 designates an automobile frame with driving wheels 2 and brakes 3 on the driving wheel connected-by rods 4 with arms 5 projecting from a rock shaft 6. On the rock shaft 6 is'an arm 7 with a pin 8 which engages in a slot 9 formed in a pistonrod 10 which is operated by a piston 11 in abrake cylinder 12.. 13 is the motor with driving shaft 14. 15 designates the pneumatic power transmitter, 16 the driven shaft and 17 the storage tank for compressed air. 26 is a brake band which encircles the cylinder member 15 of the pneumatic power transmitter, as clearly shown in Fig. 4, so that when suitable con motion are operated, the brake band 26 will prevent rotation of the cylinder member- 15 of the pneumatic transmitter, as later describedf'19 designates a pedal for operating the brakes 3. When the pedal 19 is operated it pushes the rod 27 rearwardly which moves arm 7 forwardly, pin '8 traveling freely forward in the slot .9 and in slotted arm 7, and shaft 6 is thus rocked which moves forward arms 5 and draws rods v4, .thus operating brakes 3.

The pneumatic power transmitter coinprises in thepresent embodiment a fly-wheel 30 which is formed with three cylinders 31 and with a central circular crank chamber 32 to which is attached a disk 33 on the end of a driving shaft 34. Secured to the other side of the crank chamber 32 is a cap 35 which is formed with a hub 36 in which is mounted one end of the driven shaft 37, on the end of which is a crank 38 with counterbalance 39, the crank 38 being connected by a'crank pin 40 with a crank 41 journaled on a boss 42 projecting from the end of the driving shaft 34 and also provided with a counterbalance, the crank 41 being detachably secured to the crank pin therewith at the end of each cylinder is a plate 46, each. of which has a rock valve 47 and is provided with a valve chamber 45, as clearly shown in Fig. 4, each valve 47 having an arm 49 which is connected with a rod 50.

Mounted on the driven shaft 37 is an eccentric 51 and an eccentric strap 52 with which the rods 50 are pivotally connected, so that as the eccentric is operated by the shaft 37 the rock valves 47 'will be oscillated through their connections with the eccentric. As in certain functions the valves 47 are to be reversed, I provide a mechanism for reversing the eccentric 51. This consists of a pin 53 in the end of a rod 54, the latter being slidable in the center of the driven shaft 37, the pin 53 engaging spiral grooves 55 formed in the hub of the eccentric 51, so that when the rod 54 is moved longitudinally, the pin 53 sliding in the grooves-55 will turn the eccentric 51 and reverse the position of the valves 47. The rod 54 is operated by a grooved disk 56, shown in detail in Fig. 11, to which the rod 54 is attached, the disk 56 having two openings 57 which slidably engage bars 58 of a universal joint 59 which prevents the disk 56 from turning with respect to the shaft 37. As a safety to prevent excessive compression in the cylinder, a valve 47 is formed in port 46, of each plate 46, se'eFig. 4. Port 46 connects valve 47 with the cylinder.

The crank chamber 32 is airtight, thus formin an air chamber, and extending along tie side of each cylinder 31 is an air passage, the inner end of which communicates with the interior of the crank cham-J --ports65 which extend from the chamber 64 to a hollow ring 66 which encircles the hub 36, and the ring 66 is held in position by a collar 67 which is screwed on the hub 36.

Extending from the hollowring 66 is a pipe 68 which as shown in Figs. 1 and .7, extends to a valve casing 69; The valve casing 69 contains two valves viz., a hand valve 70 and a foot valve 71, these valves being shown in detail in Figs. 12 and 13, and the connections for operating them being shown in Figs. 1 and 9.

Referring to Figs. 12 and 13, the ban valve 70 and foot valve 71, have passages disposed at different levels or elevations. These successive levels are indicated in Fig.- 12 as a, b, c and d. The levels in the casing of the valve corresponding to these elevations are a, b, c and d. The hand valve 70 has passages 73- and 74, and segmental passages75 and 76. The passages 75 and 76 are on the level (5 ofthevalve 70, see Fig. 24. Passage 7 5 is also connected at one end to level 0. The foot valve 71 is provided with segmental assages 78 on level a, see Fig. 22; 77 and $9 on level b, see Figs. 21 and 91 on level a, see Fig. 23, one end of passage 91 being also connected to level 6'.

on the (Z level, see Fig. 24, are passages 86 t and 81, 86 extending to level 0 on foot valve 71, see Fig. 23, and 84 extending to level 25 see Fig. 21, on-valve 71. Passage 86 connects passage 86 with pipe 113, thus providing communication with brake cylinder 12. Passages 88' on level a, see Fig. 23, and

88 on level I), see Fig. 21, communicate with passage 95. Passage on level 0 communi-.

cates with pipe 101, and thence to band brake 26. Passage 87 on level 6 communicates with pipe 101, and thence to reverse cylinder. Pasage 89 on level (Z connects passage 85 with a point annularly positioned to communicate with port 82 when foot valve 71 is in neutral position. Passage 90 on level 0 communicates with a point annularly positioned to communicate with passage 81 on foot valve 71 when same is in neutral position. Passage 83 on level a connects (passage 92 with a point annularly positione for connection with passage 80 of foot valve 71 when same is in neutral position. Itshould be understood that all passages formed in the casing make communication with other passages only at their extremities, or where they come to the surface. The casing also has a spring pressed check valve 97 which normally closescommunication between passages 93 and 96, A pipe 98 leads from the passage 92 to a mufiler 99,

cylinder contains a piston 106 which has a piston rod 107 pivotally connected with two bell ,crank levers 108, each pivoted at 109 and connected to opposite ends of the band brake 26. A compression spring 110 normally holds the piston 106 in inner position.

When compressed air enters the'cylinder it forces outthe piston and operates bell crank lever 1.08 to draw the ends of the hand brake 26 closer togetl1er,thereby stopping rotation of the fly wheel 30 and arresting the movement of the cylinders 31. verse cylinder 103 operates a piston rod 111 which is connected to a pivoted arm 112 and the latter as shown in Fig. 7 engages the The regrooved disk 56 which operates through the before described mechanism to. reverse the valves 47 when compressed air is admitted to the cylinder 103. A pipe 113 extends from the valve to the brake cylinder 12. Be-

tween passage 63 and valve chamber 48 is a check valve 102 having perforations 102, see Fig. 6. This enables a higher compression to be produced, the perforations 102 being large enough to permit the requisite amount of air to pass re-versely when air takes this circuit for performing certain operations.

Referring to Fig. 9, the hand valve has'a lever 114 with a post 115 connected by a link 116 with an arm 117 projecting from a bevel gear 118, which meshes with a bevel gear 119 on a shaft 120. Theshaft 120 extends through the steering post 121 and has a hand lever 122 on its upper end, as shown in Fig. 2. The foot valve has an arm 123 which is connected by a link 124 with an arm 125 on a post 126 which is connected by a universal joint 127 with apost 128, which extends through the foot board 129 of the automobile, and a foot lever 130 is carried by the post 128. An index dial 131 is suitably lettered to show the resultsto be performed at the difierent positions in which the foot lever is set. A lever 132 on the shaft 128 is normally held yieldingly in mid-posit'ion by two opposing coil springs 133 and the foot lever 130 is thus normally held in central position, but may be swung either side of this position by the foot of the operator. Both valves 70 and 71 are conical and held against their seats by compression springs 72.

Operation.

Engine running idle, car standing stz'lZ.

communication with the atmosphere, air circuit being traced as follows: from muiiler 99 to pipe 98, through assage 92 and passage 73 in hand valve 70, through passage 93 to pipe 68 to collecting ring 66, through passages 65 and 64 and 63 and .63 to the cylinders, so that with engine running, air which is sucked into the cylinders 31 will be expelled throughthe mufiler. Air in tank 17 cannot escape through pipe 100 and passage 96 because the pressure of air holds valve 97 closed. In this position ports 89 and 90 are in communication with ports 82 and 81, the'latter ports being connected to manifold passage '83. The port 80 lead ing from said passage 83 communicates with passage 83, thence to muflier and atmosphere. Thus in this position of the valve the reverse cylinder and band brake cylinder are on the exhaust. Port 84 is likewise in communication with port 77 which, by passage 83, 80 and 83 leads to mufler and atmosphere. Thus, with valve in neutral position, the car brake may be exhausted by hand valve as hereinafter explained.

Running ear forward by engine.-To cause the automobile to be' propelled forward the hand valve 70 is turned from the position shown in Fig. 13 to close port 93, (this position not being shown in any of the views) and with port 93 closed, and the car standing still, rotation of the. engine shaft 34 will rotate the cylinders and cause relative reciprocation of the pistons therein, thereby compressing air and forcing the same from collecting ring 66 through pipe 68 into passage 93, the air thus compressed accumulating pressure until it overcomes valve 102 and flows into the tank until the pressure in the tank is sufficient to balance the pressure in passage 93 and pipe 68, whereupon the resistance of the compressed air in these passages locks the piston from further reciprocation in the cylinders and thereby rotates the driven shaft in unison with the cylinders, thus driving the car forward.

Starting engine by compressed air, with car standing stiZl.The foot and hand valves are swung into position shown in Fig. 15, whereupon air circuits are as fol lows: Air from the tank passes through pipe 100 and passage 95,, thence through port 88. In Fig. 15 port 88 is seen to be on circular dotted line b which is on the same level with dotted line b, and being in the same angular position communicates with port 7 9, thence around on dotted lines to indicate that it is sunken below the surface so as to not have communication with any other ports which may be at this level duringother angular positions. The other end of the port 79 is in angular osition with port 87 and the latter is on t e same level, being on dotted line b and thus communicates therewith. From port 87 the circuit is through pipe 101 to reverse cylinder 103 which operates to reverse the valves 47. In additionto this, connection is also made through port 88 which is on the dotted line eat another level, thence through port 91, see Fig. 23, and port 86, thence through passage 86, and pipe 113 to brake cylinder being held stationary by the stationary automobile causes reciprocation of the pistons which are connected to the engine shaft, and the engine is thus rotated in-the proper direction to start it. After the engine is thus started the valves may be restored to neutral position and if it is desired to I propelthe car forward, hand valve 70 may be moved to close port 93, see Fig. 13.

Applying air brake.-By moving hand valve 70 into position shown in Fig. 18, it brings port 7 5 into communication with port 7 5 thereby permitting air to pass from the tank through port 75 passage 75, port 86, passage 86 and pipe 113 to brake cylinder 12, thereby applying the brakes. To release the brakes the hand valve is thrown from position shown in Fig. 18 to position shown in. Fig. 19 which brings port 7 6 into commu nication with port 84 which is on the levela, vcommunicating with port 77, port 83, port 80, see F ig. 12, to passage 83, thence to passage 92 and pipe 98 to muffler and atmosphere. The other end of port 76 communi cates with port 86, passage 86", pipe 113 to 'brake cylinder 12.

Running forward under air pressure. Hand valve 70 and foot valve 71 are placed in the position shown in Fig. 17, whereupon air from the tank passes through passages 95, 88 and'91 on level 0', thence through pipe 104 to the hand brake cylinder 105 I thereby applying the band brake and arresting rotation of the cylinders. Air then enters from passage 95 to passage 74 to 93 through pipe 68 to cylinders 31, thereby acting on the pistons therein to reciprocate the same and operate the driven shaft,th'ere'- by propelling the car forward under air pressure.

To start engine when car is running forward under m0mentum.-The valves 70 and 71 are placed in the position shown in Fig. 16, whereupon air from tank passes from thence flows through port 79, a portion of which is shown by heavy dotted lines in portpassage 95-through passage v88 to port 79, v

located on lever I). From port 79 it goes to passage 87, thence through pipe 101 to reverse cylinders 103, thereby reversing the valves 47. Air is admitted from passage 95 to passage 74 in hand valve 70, thence through passage 93 and pipe 68 to the cylinders, thereby causing a rapid piling up of air against the pistons in the cylinders which reacts on the cylinders as the pistons are kept moving forwardoby-the momentum of the car and the reaction of the pressure of the air in the cylinders against .the cylinders. starts the engine, which movement is in the proper direction to start the engine as the valve had been movedto reverse pos1t1on..

Applying emergency bmker-The valves.

, are placed in the position shown in Fig.

20 which. permits the air to flow from passage 95" to passage 88 through'passage '91,

. thence to port 86 through pipe 10a to band brake, thereby arresting the 'movement of the cylinders 31, also air from port 91 passes into port 87, thence throughpipe 101 to the reverse, thereby reversing the valves in the cylinders. The cylinders having been arrested and the valve 31 therein reversed,

hand valve is moved to a clutching position by passage 77, 78, and 83'. Thus in any of' the operations, excepting theone noted, it is possible to operate the car brakes by hand valve 70, exhausting through foot valve 71.

In the operation of starting the engine by compressed air, it is necessary for car brakes to be held, so it is impossible to exhaust by hand valve 70, there being no communication of ports 84; and 77 as shown in- Fig. 15.

What I claim is:

1. A driving member, a driven member, cylinders connected-with one of said members, pistons in the cylinders and connected with the other member, valves for controlling the circulation of air in the cylinders, a tank in communication with said valves,

a fiy-wheel carrying said cylinders, a brake band on the fly-wheel, a cylinder with a piston therein connected with said brake band and a controlling valve adjustable to admit air from said tank into said cylinder and into said first cylinders.

cylinders connected with one of said members, pistons in the cylinders and connected with the other member, valves for controlling the circulat-ion of air in the cylinders, a tank in communication with said valves,- and a brake for controlling the rotation of the cylinders, a cylinder with a piston therein, means operated by the latter piston for controlling the position of said valves and valve mechanism for admitting air from said tank to said brake cylinder and said first cylinders.

3. A driving member, a driven member, cylinders connected with one of said members, pistons in the cylinders and connect-. ed with the other... member, valves for controlling the cir'culation of air in the cylinders, a storage tank, a controlling valve communicating with the respective cylinders and storage tank and atmosphere, said control ling valve having ports and adjustable to place the cylinders in communication. with the storage tank, or the cylinders in coinmunication withthe atmosphere, or shut ofi" the foregoing cylinder communication, pneu- Inatic means for preventing rotation of the cylinders, said controlling'valve also having ports adjustable to place said pneumatic means in communication with the storage tank to cause stoppage of rotation of the cylinders.

4. A-driving shaft, a driven shaft, cylin ders carried by one of said shafts, pistons in the cylinders connected to the other shaft,

a storage tank, pneumatic means for arresting the movement of said cylinders, valves for controlling the circulation of fluid through said cylinders, pneumatic means for controlling said valves, a setting valve pro-- vided with ports for placing said cylinders in communication with said tank or either of said pneumatic mechanisms in communication with said tank, and an operating valve for controlling admission of air to the setting valve. in, 5. A driving shaft, a driven shaft, cylinders carried by one of said shafts, pistons in the cylindersconnected to theother shaft,

a storage tank, pneumatic means for arresting the movement of said cylinders, valves for controlling the circulation of fluid through said cylinders, pneumaticmeans for controlling said valves, a setting valve provided with ports for placing said cylinders in communication with said tank or either of said pneumatic mechanisms in communication with said tank, and an operating valve for controlling admissionof air to the setting valve, saidsetting valve also having ports for controlling the passage of air from the storage. tank to saidfirst pneumatic means.

6. A driving shaft, a driven shaft, cylinders'carried by one of said shafts, pistons in 2. A driving member, a driven member,

' ing rotation of said'cylinders, valves for controlling the circulation of fluid through said cylinders, pneumatic mechanism for controlling said valves, a setting valvefor controlling the circulation of air between said cyl: inders and tank or between said tank and either of said pneumatic mechanisms, a foot lever, connections from said foot lever to said settin valve, and an operating valve for control ing the air circuit through said setting valve.

7; A driving member, a driven member, means operated by relative movement between said members for compressing air, storage means for compressed air, braking means for one of said members, pneumatic means foroperating said braking means,

and a controlling valve for admitting air from said storage means to said compressing means and to said braking means.

8. A driving member, a driven member,

means operated by the relative movement of said members for compressing air, air storage mea'ns, valves for controlling the circulation of airin said compression means, a

' controlling valve communicating with said compression means, and storage tank and atmosphere, said controlling valve having ports and being adjustable to place said compression means in communication with the storage tank, or in communication with -.the' atmosphere and shut olf said compression' means from the storage tank, pneumatic means for preventing the operation of said compression means, said controlling valve also having ports adjustable to place tank, pneumatic means for arresting themovement of said air compression means, valves for. controlling the circulation of fluid through said air compression means, pneumatic means for controlling said valves, an air brake, a setting valve provided with ports for placing said air compression means in communication with said, tank, 'or either of said pneumatic mechanisms in communication with said tank, or said air brakein communication with said tank, and an operating valve for controlling admission of air to the setting valve.

' l0. A driving shaft, a driven shaft, means operated by the relative movement between said shafts for compressing air, means for storing said air, means operated by air from said stora e tank for starting the'driving shaft, bra 'ng means for preventin rotation of the driven shaft and a valve in; ad mitting air to said starting means to start the driving shaft and for automatically ad-- mitting air to said brake to automatically apply the same. a

In testimony whereof, I have hereunto set my handat Los Angeles Cal.' this 19 day of October, 1911. 1

FRANK M. FEATHER.

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