US1109239A - Power-driven railway-car. - Google Patents

Description

POWER. DRIVEN RAILWAY GAR.

APBLIGATION FILED SEPT. 14, 1911..

Patented Sept. 1, 1914.

5 SHBBTFSHEBT 1.

max I *&

Attest:

Inventors: by Charles MManl 7 W0o]r1'dqeB. Mori0zz,

'c. M. MANLY & W. B. MORTON.

POWER DRIVEN RAILWAY GAE APPLICATION FILED SEPT. 14, 1911.

- Patented Sept. 1,1914.

5 SHBBTS-8HEET 2.

All!!! Na s8 fix fiN s3 fix. fix m J .3 :3 my: NS kw SQ an Q as :3 N. Q N t. N mfl l 3K S3 9 c MGM ea 7 a a m 3 3% m X Q3 3Q an. www 93 New a 3 E a Q3 3 3 $8 3w haw Inventors Charles MMang Meg/War 0 W 44.; Atty Attest:

G. MLMANLY & W. MORTON.

POWER DRIVEN RAILWAY GAR.

APPLICATION FILED SEPT. 14, 1911.

Patented Sept. 1, 1914.

5 SHEETS-SHEET 3.

Patent (id Sept. 1,1914.

' 5 SHEETS-SHEET 4.

Attest: Inventors:

CJzar/es 0. M. MANLY 1 w. B. MORTON.-

POWI-JR DRIVEN RAILWAY OAR. APPLIGATION FILED SEPT. 14, 1911.

Patented Sept. 1, 1914.

5 SHEETSSHEET 6.

Attest:

' and W'oonmnen B. MORTON, citizens of the srArEs mm l OFFICE},

cnanms r. mum, or rnnnroar, nun woommer. :a. Mormon, orunw roux} N. "r.

' rowan-my mar-sway d. I i

Specification of hetters'ratent.

' PatentedSept. 1, 1914;;

Application filedfseptember 14,191 aemmaeiaeee.

To all whom it may concern:

Be it known that we, CHARLES M. MANLY United States, residing, respectively, at Freeport, Long Island, New: York, and New York city, New York, -have invented certain 'new and useful Improvements in Power- Driven Railway-Cars, of which the following is a specification. I

Our invention relates to power driven railway cars and particularly to that class of cars in which the prime mover is carried by the car itself, as distinguished from the so-called trolley and cable cars: i

The object of our invention is to provide a car having an internal combustion engine for its prime mover so connected to the driving wheels of the car that the car may be s opped and started and driven at any desired speed in either direction without altering the speed or direction of rotation of the engine.

As at present developed the internal combustion engine is a most eiiicient portable power plant, combining as it does, high powerwithlight weight,'but such an engine is difficult to start, cannot be started against a full load, and maintains its maximum efficiency only when run at uniform speed. When applied to a road vehicle the necessary flexibility of control is obtained by the interposition between the engine and the driving wheels of the vehicle of mechanical change speed gears and clutches but even with the few stops in long periods of running necessary in the ordinary usage of a road vehicle the transmission is a frequent source of trouble, and experiment has demonstrated that a mechanical transmission is transmission and employ a hydraulic variimpractical where the vehicle must be capable of the frequent stops', heavy loads and slow speed of a street car in crowded city trafiic. y

In our improved car we dispense with all the gears, clutches, etc, of a mechanical able speed power transmitting mechanism of novel design permitting rapid starting and stopping of the car without shock to the engine and allowing any speed ratio be tween the engine and driving wheels of the car from zero to the maximum s eed in either d rectlon of movement. ur 1m- 'proved transmission also permits the car to 'coast in either. direction of movement if desired but may be adjusted by the driver nism if necessary.- Our improvedcar also embodies a novdl brake mechanism operated by the fluid from the hydraulic transmission and adapted to give a variable brake pressure from a con-; stant fluld-pressure in the transmission. 1 i Our mproved car also embodies various, novel deta ls of construction which will bedescr1bed m the following specification and pomted'out in the appended claims.

In the accompanying drawingswe have llustrated a preferred embodiment of our mventlon and in the said drawings Figure 1 as a plan view of the running gear of our improved car, certain g for the sake of clearness. Fig. 2 isa plan v ew of the car on a smaller scale showingthe outline of the car in dotted lines and showing the brake connections and control mechanism omitted from Fig. 1. Fig. 3- is a .side elevation partly in sectlon of a portion -of thecar illustrated in Figs. 1 and 2. Fig. 4 is a longitudinal vertical section through the pump element of the hydraulic trans- :ofthe pump and the brake operating mechanism,- the latter being: shown partly in: sec- .tion. Fig. 6 ma sectional view of the control valve mechanism showin the valves, for the sake .of clearness, as al? the same vertical plane.- idetail views hereinafter referred to;

Referring now to the'drawings in which like characters represent like parts throughporting. frame for the driving mechanism,- which may be of any suitable construction but is here shown as consisting of two longitudinal side members formed of I-beams connected together by suitable cross members as shown in Figs. 1 and 3. The side in the usual'manner' on the axles 2 of the driving wheels 3, and the side frame members 200 of the car body 201 are supported on the members by the blocks'202 as shown :in Fig. 3. Mounted {6n two of the cross members of the frame" 1 is an internal com bustion engine 4 constituting the prime any suitable type now in common use on Erogid vehicles and forms per 86 no part of- :the present invention. It "is therefore shown parts being omitted arranged inv Figs. 7 and 8 are out the several views, 1 indicates the sup members of the frame are spring supported the vehicle independent of the brake mocha) mission. Fig. ,5 is a plan viewof a portion mover of the-car. This engine may be of ranged pump cylinders 8. (See Fig. 4). In-

each of the cylinders 8, a pump piston 9 is mounted for reciprocation and attached to the pistons by cross pins 10 are the piston rods 11. The pump shaft 6.extends from the coupling 7 through a s'tufimg box 12 formed in the casing 13 of the stroke adjusting mechanism to be hereinafter described and is rotatablysupported in bearings 14 mounted in the central chamber 15 of the pump cylinders. Between the bearings 14 the shaft 6 is providedv with an integral crank pin 16 on which is rotatably mounted an eccentric bushing 17 For convenience in assembling a split bushing 18 is mounted on the crank pin 16 within the bushing 17. A ring 19 surrounds the bushing 17 and against this ring the shoes 20 forming the inner ends of the piston rods 11 are held by flanged rings 21 fastened to the ring 19 by'screws (not shown). The eccentricity of the bushing 17 is exactly equalto the eccentricity of the crank pin 16 and therefore the stroke given to the pump pistons by the rotation of the shaft 6 may be varied by adjusting the A eccentric bushing around the crank pin from the maximum stroke, equal to their com- 1 bined eccentricities when the parts are in the position shown in Fig. 4, to zero or no stroke when the eccentric bushing has been adjusted 180 degrees angularly from the position shown, in which latter position the center of the ring 19 coincides with the center of rotation of the shaft 6.

Extendin radially from the crank casing parallel wit the pump 0 linders 8' are the valve chambers 22, one or each cylinder. Each cylinder is connected to its valvechamher by a tubular member 23 forming a fluid transmitting passage between theto 'of the cylinder and the middle port 24 of its valve chamber. The valve chambers have, in addition to the middle ports 24, outer ports 25 and inner ports 26, the outer ports of all the valve chambers being connected by tubular members 27 and the inner ports by tubular members 28. In each of the valve chambers 22 is a piston valve 29 having a piston-rod 30 connected for reciprocation with the valve crank pin 31 as will be later described. Each valve has a middle head 32 adapted at the middle point of its stroke to exactly close the middle port 24 of the valve chamber and by its reciprocation to alternately establish fluid connection between the inner and outer This. pump as here nected inner ports and connected outer ports form common intake and delivery ports for all the pump, cylinders.

Mounted at each end of the frame 1 on suitable frame members are the hydraulic preferably of the radial cylinder type simllar to the pump 5, but any other suitable typeof hydrau ic motor may be employed instead ifdesired. The motors are not shown in detail in this application for the valve chambers of the motor 205 and the outer ports of the valve chambers of the motor 204. The motor shafts 208 are pro,- vided with sprocket wheels 209 connected by chains 210 with sprocket wheels.211 on the the car. p

As fully explained in the prior application of Charles M. Manly, Serial No. 606618 filed Feb. 4, 1911, with which the pump tially identical, the angular adjustment of the eccentric bushing 17 around the crank pin 16 causes the real crank arm of the pump pistons, which is the line connecting the center of the outer periphery of the eccentric bushing with the center of rotation,

..to shift angularly in the same direction but at a rate equal toonly one half the rate of timed rotation between the pump pistons and their valves at all positions of adjust- ,ment of the eccentric bushing 17, the valve .crank pin must be connected with the eccentric bushing by some mechanism that causes the valve crank pin to turnaround the center of rotation when the eccentric bushing is adjusted, at one half the rate of the eccentric .purpose is identical with that disclosed in the pending application referred to above and consists-of a double eccentric piece 33 attached to the eccentric bushing 17 so that one of its eccentrics forms substantially an extension of the eccentric bushing. The other eccentric of the piece 33 has a thro\v equal to that of the first mentioned eccentric ports and pump cylinders, whereby'the con-' bers of the pump with the inner ports of the mechanism as so far described is substan angular movement of the eccentric bushing. In order therefore to maintain the same driving motors 204, 205. These motors are I reason that per they form no part of the adjacent axles 2 of the driving wheels 3 of bushing. The mechanism employed for this 7 but is diametrically opposite thereto. On

the eccentric adjacent the bushing a square shoe 34 is rotatably mounted and on the other eccentric a similar shoe 35 is mounted, the two shoes working in cross slots formed in 'a plate 36' attached by rivets, or; otherwise, to a flange 37 formedon the adjacent end of a thimble 38 rotatably mounted on.

the end of the shaft 6, from the end face of which thimble the valve crank pin 31 projects. When the stroke varying mechanism of the pump is adjusted from one side to the other of its zero position, the angular position of the real crank arm of the pump pistons is changed from 90 degrees in advance of the crank arm of the valve crank pin 31 to 90 degrees behind the crank arm of the crank pin 31 thereby reversing the direction of the flow of the fluid in the pipes and valve chambers of the pump and motors and v consequently reversing the direction of rotation of the motors. Hence an adjustment of the eccentric bushing 17 through 360 degrees changes the speed and direction of movement of the car from full speed in one direction through all intermediate speeds, to full speed in the opposite direction.

For adjusting the eccentric bushing 17 around the crank pin 16 the following mechanism is provided: Surrounding the shaft 6 and attached thereto by a cross pin 39 is a threaded sleeve 40 and surrounding the threaded sleeve is a secondsleeve 41 having longitudinal slots 42 extending the length of the threaded portion of the sleeve 40. -The sleeve 41 is attached by pins 43 to the hub of an internal gear 44 rotatably mounted on the shaft 6, which gear meshes with a spur gear 45 formed on the adjacent end of the eccentric bushing 17. A nut 46 is mounted on the threaded sleeve 40 and slidably mounted in each of the slots of the sleeve 41 isa shoe 47. A sleeve 48 surrounds the shoes 47 and the sleeve, shoes and nutare all held together by pins 49 seated in holes in a central annular collar on the sleeve .48, which collar forms the middle member of a double thrust bearin carried by a yoke 50. Formed in the contro casing 13 on each side of-the shaft 6 is a longitudinal cvlinder 51 in each of which is mounted apiston 52 having a rod 53 extending through the rear end of the cylinder, as shown in dotted lines in Fig. 5. The rods 53 are attached to ears 54 extending laterally from the yoke 50 so that movement of the pistons 52 as effected by fluid pressure in the cylinders 51 Will move the yoke along the shaft and through the intermediate mechanism, turn the eccentric bushing 17 around the crank pin 16 thereby varying the stroke of the pump pistons. small gear pump 55 is attached to the front wall of the casing 13 and is driven by a gear 56 which meshes with a ear 57 connected to the shaft 6 to be driven continuously,

thereby. The purpose of this pump is to return to the main circuit of the transmission any leakage fronr the various joints, cylinders, etc. of the transmission, thereby preventing the slipping and hammering incidental to. voids in the fluid circuit. A pipe (not shown) leads from the bottom of the casing 13 where the leakage collects into the suction side of the pump 55 and a pipe 58 I (see Fig. 5) leads fromthe pressure side of gthe pump 55 through the wall of the casing and into the casing 59 of the control valve lmechanism which will be later described. A pipe 60 leads from the casing 59 to the Ibottom of the casing 13 to return the suriplus fluid from the control valve mechanism thereto. In the prior application-above re-- ;ferred to, suitable valve mechanism is proj'vided to utilize the fluid pressure in the .main circuits of the pump fol-operating the pistons 52 of the adjusting mechanism.

' In the present case for reasons which later nism embodying a separate pump of novel design for generating fluid pressure which may be used. when desired instead of the pressure in the main circuits for operating the pistons 52. Keyed to the shaft 61 of the driving gear 56 of the leakage pump is an eccentric 62 and rotatably mounted on the eccentric 62 is a second eccentric 63 of equal eccentricity. The eccentric 63 is pro-" vided on its left face as-seen in Fig; 4-with slot 65 formed in the adjacent face of a disk. 66 carried by the shaft 61. The hub of the disk 66 has circumferential slot 67 (see Fig.

'8) in which is a pin 68 projecting from-the shaft 61, the slot being. long enough to per mit the disk to turn an angular distance of 180 degrees on the shaft. A torsion spring. 69 is attached at. one end to the hub of the disk 66 and at its other end to a collar 70 fast on the shaft 61. Surrounding the eecentric 63- is a strap 71 having a down wardly projecting arm 72 pivctally connected to the rod 73 of the piston 74 of adouble acting reciprocating pump 75 of ordinary construction which is mounted Within the casing 13 on bolts 76 passing through the rear wall of the casing. A pipe 77 providedwith a strainer 78 leads from the bottom of the casing to the suction side of the pump 75 and a pipe 79 leads from the pressure side through the side walls of the casing 13' where it connects with a pipe 80 leading tothe housing 59 of the control valve mechanism. (See Fig. 5.) A spring loaded accumulator 81 is arranged in the connections to maintain a uniformflow of fluid.

The control valves are preferably all carried by a Single cylindrical block 82 mounted in the housing 59 at the top of the casing 13. The control valve mechanism is shown in detail on Figl6. This figure is not a true secappear, wehave provided a control mecharadial ribs 64 which work in a diametrio tion but shows all'the valves as arranged in the same vertical plane in order that the course of the fluid may be followed, it will be understood however that the valve block is cylindrical in shape and that the valves are arranged in several diiferent vertical the end cap 83 and suitable plugs. The pipe 80 from the pump 75 leads to the top of the housing 59 and there connects with a transverse passage 84 in the valve block which connects with a longitudinal passage 85 leading intoa second transverse passage 86'. The passage 86 connects with a longitudinal bore 87 near the bottom of the valve block in which the hand operated control valve 88 is slidingly mounted. The bore 87 is formed with five ports 89, 90', 91 92 and 93 and the valve 88 is provided with two heads 94 and 95 which normally close the ports 90 and 92. The passage 86 connects with thee-bore 87 at the port 91 between theports 90 and 92 and the ports 90 and 92 are connected by pipes 96 and 97 respectively, with the front and rear ends of the adjusting cylinders 51 (see Fig. 5) so that movement of the valve 88 in either direction will connect one end of each of the adjusting cylinders with the passage 86 from the pump 75 to receive fluid under pressure therefrom, and the other ends with either the port 89 or the port 93. The ports 89 and 93 connect respectively with transverse passages 98, 99, both of which lead to a longitudinal passage 100, hereinafter referred toas the constant low pressure passage. Connected with the passage 100, through the port 101 shown in dotted lines in Fig. 6, is the pipe 58 leading from the pressure side of the leakage pump and also leading therefrom are the traverse passages 102 and 103 which connect,

through the outwardly opening check valves 104, 105 respectively with other transverse passages 1104, 1105 which latter passages are connected by pipes 106, 1.07 with the outer and inner ports of the valve chambers 22 of the pump. By means of this construction the fluid delivered to the constant, low pressure passage may pass into which ever side of the fluid circuit is the low pressure side, as determined by the position of adjustment of the eccentric bushing 17 on one side or the other of its zero position, to compensate for any leakage that may have occurred in the fluid circuit. The capacity of the leakage pump is of course greater than the amount necessary to maintain the circuit full and to permit the surplus fluid from the leakage pump andalso the fluid'forced out of the adjusting cylindersthrough the ports 89 and 93 to return to the casing 13, the passage 100 is provided with a relief valve 108. This valve is mounted in an enlarged extension 109 of the passage 100 and comprises a head 110 closing the adjacent end of the passage 100 and a stem extending into the extension 109 and provided with a central collar 111 engaged by springs 112 and 113 which hold the head 110 normally in the position shown and permit it to open outwardly to allow the fluid to pass from the passage 100 into the extension 109 and thence through the ort 114, indicated in dotted lines in-Fig. 6, intothe pipe leading to the bottom of the easing. In order that the fluid from the main circuit of the transmission may be used to effect the adjustment of the stroke varying mechanism if desired, the passage 86 is continued upwardly to a point between the passages 1104, 1105 .where it is connected to the passages 1104, 1105 by check valves 115, 116

- respectively leading from the passages 1104,

1105 into the passage 86 so that fluid may enter the extension of the passage 86 from which ever side of the fluid circuit may be at that time the high pressure side. A cylindrical valve 117 is mounted in a longitudinal bore 118 intersecting the passages 84 and 86. This valve isprovided with two cross bores 119, 120 in line with the passages 84 and 86 respectively and at right angles to each other, and with a handle 121 beyond the end cap'83 whereby the valve may be set as desired to connect either the passage 84 or the passage 86 with the port 91 of the adjusting valve.

Connected to the valve 88 for operating it is a floating lever 122 (see Fig. 5) whic lever is connected at one end to an upward extension from one side of the yoke 50 by a link 123 and at its other end by a link 124 to a rod 125 slidingly mounted in the easingat one side of the yoke and above'it. This rod projects beyond the front end of the casing and is connected by links 126 to a lever 127 fulcrumed on a bracket 128 on the front of the casing which lever is connected as will be later described to the motormans control mechanism on the platforms of the cars. When the lever is moved by the rod 125 to open the valve 88 it turns on its connection with the yoke as a fulcrum and moves the valve in the same direction that the rod is moved, say to the front of the machine as shown in Fig. 5. This movement of the valve admits fluid pressure to the front ends of the cylinders 51 and causes the pistons 52 and attached yoke 50 to move toward the rear of the machine, but as the lever 122 is connected to the yoke it is moved by the yoke, turning on its connection with the rod 125 as a fulcrum, thereby moving the valve towardthe rear of the machine or in a direction to return it to its normal position which position is reached when the yoke has moved a distance equal to that n oe aaa given therod' by the? operator. when the valve is in itsnormal; position both ends of the adjustingcylinders. are closed and the stroke adjusting mechanism will be main- V tained in whatever position it is set. As the fluid 1n the transmission, which is preferably 011, is substantially incompressible, the

shafts of "the motors 204, 205 are compelled, r torotate at the speed determined by the tel: ative strokes of the pump :and motors, hence the transmission .as so far described acts as .a powerful brake to maintain the car at the grade and to desired speed in descending a stop the car when the stroke ad uStingmech- 5 anism is set at its zero position. In order however to permit the carto'coast if it is desired to cut off the fuel supply from the engine orfor'other. reasons, we have pro-v vided a novel by-pass valve mechanism which will now be described. This valve mechanism (see Figs; 3 and 7) comprises a body portion 129 integral with outer andv inner connections 27, 28 between two of the pump cylinders and provided with a cylindrical bore 130 having two ports 131 and 132-connected respectively with the outer and inner connections 27, 28. Slidably mounted in the bore 130 is'a valve 133 having fourheads 134, 135, 136 and 137 sepa- '30 'rated from each other by necks 138,139 and 140 respectively. The, valve 133 is provided with a central longitudinal bore 141 in -which is arranged a cylindrical valve 142 having projecting stems 143 which limit the 5 movement of thevalve in either direction by engagement with the ends of tapered recesses in the closed end of thebore and in a.

. plug 144 which closes the outer end ofthe bore. These recesses coiiperate with the stems 143 to have a dash pot effect which prevents hammering of the valve 142. Holes 145 and-146 are bored through the necks *138' and 140 res ectively into the bore 141 and two sets oi holes 147, 148- separated from each other a short distance are bored through the neck 139 into the bore141. A yoke 149 having a rod 150 passing through a plug 151 in a housing 152 attached to the end face of the part 129 is connected to the valve 133 where y the valve may be set in ;-the position desired by the motorman through connections to be later described. The distance between the heads 135 and 136 of the valve 133 is slightly less than the distance between the ports 131 and 132 hence when the valve 133 is set in its middle position as shown in Fig. 7 no fluid can pass in either direction between theports 131 and 132 and the driving motors are compelled- 6.0 to rotate at the speed determined by the stroke of the pump. When it is desired topermit the driving motors to overrun the pump, the valve 133 is shifted .to one side or theother of its middle position according to which of the ports is the high pressure port of. the pump, asufiicient distance to permit fluid to pass. directl .from that port .mto

the space between t e .heads 135 136. Let it be assumed that the port 131-is the high pressureport of the. pump... The Valve 133 will then be moved to the right as shown in Fig. 7. If the grade is such that 'powergis required to drivethe car at the spqsaed forwhich the pump stroke is set, the pressure in the port 131 will be greater than the pressure in the port132 and the pressure on the right hand end of the valve 142 will move the valve 142 to the left fromjthe positionshown in Fig. 7, so that no fluid can of thajvalve-and thence into the port 132. The fluid fromthe pump willtherefore have to pass through the motors and operate them before it can return to the passage 28 'pass'throughthe-holes 147 into the bore 141 g of the pump. Suppose now the carreaches 35 a down grade of sufiicient inclination to cause the motors to rotate faster than they are driven by the ump. Thepressure in the port 131 will t en be relieved and the pressure in the. valve 142 is shi ted from the position just described to the position shown in the drawing, thereby permitting the fluid from the motors in the port 132 to passthrough the holes 147 into the port 131 and thence back to the motors, thus short circuiting the motors as long as they tend to overrun the pump. As soon as the speed of the motor falls below that for which-the pump stroke is set the pressure from the pump will return the valve 142 to its left hand .position .and cut off the by-pass. When the car is moving in the opposite directiomthe. port- 132 receives the fluid pressure from the pump. and the valve 133 will be adjusted to 05 the fluid pressure of the pump 75. Leading 1'15 from the delivery pipe 79 of this pump beyond the accumulator 81 (see Fig.5) is a short pipe 153 connecting with the valve chamber 154 of the brake mechanism near its closed end. A pipe 155 connects the 12o valve chamber near the middle of its length with the end of the brake cylinder 156. .A third pipe 158 leads from the valve chamber 154 near its open end to the bottom of the casing 13. The brake control valve 159 is slidingly mounted'in the chamber 154 and is provided with two heads 160 and 161 adapted respectively, when the valve is in its middle position to close the ends of the pipe 153 and 158 and when the valve is ort 132 will rise .until the 90 K moved in either direction to establish communication between one or the other of said .pipes and the pipe 155. The valve 159'has a stem 162 pro ecting through the end'cap 163 of the valve chamber and connected for operation, as will later be described to a lever 164.

The brake cylinder 156 isattached by any suitable means not shown to the inner face of one of the side members of the frame and is provided with a piston 157 having a rod 165 on which is slidingly mounted a second piston 166. The rod 167 of the piston 166 is hollow and surrounds the rod 165 and both rods project beyond the end cap of the cylinder 156. A strong spring 168 surroundsthe' rod 165 between the pistons 157 and 166. The rod 165 has an enlarged portion 169 adapted to engage the piston 166 in when the spring 168 has been compressed to about half its normal length. A light spring 170 of just sufiicient strength to release the brakes when the pressure is removed surrounds the rod 167 between the piston 166 and the end cap of the cylinder. The rod 167 is provided at its outer end with a yoke 171 which is pivotally connected to a lever 172 fulcnumed on the frame above and-in front of the brake cylinder (see-Figs. .30 '1, 2, and 3) and to the lower end of the lever 17 2 a link 173 is connected which link is connected at its other end to one end of a floating brake operating lever 174. .A link 175 connects the middle of the lever 174 1 with one of the brake beams 176 which are suspended in the usual manner from the frame by, links 177 and are provided at each end with-the customary brake shoes 178.

Extending from the other end of the lever -10 1.74 is a link'179 which'is connected at its other end with a traverse lever 180 which is pivoted to a post 181 depending from one of the transverse members of the frame 1. A link 182 connects the lever 180 with the other brake beam.

The operating lever 164 of the brake valve is a floating lever and is provided at one end with a yoke 183 which embraces the tubular rod 167 and is connected to the rod 165'by a pin 184 passing through slots 185 in the rod 167. At its other end the lever 164 has connected to it a link 186' .which is pivotally connected at its other end f attached to vertical shafts 196 which project upward through the floors of the platforms and are provided with detachablehandles for operation by the'motorman.

In the drawings the parts of the brake mechanism are shown in the positions they y assume when the brakes are released. Should {the motorman desire to apply the brakes he turns the brake operating handle an amount proportional to the pressure he desires to :apply to the'brakes. The movement of the gbrake operating handle is communicated through the connections just described to the ;floating lever 164 and moves the valve 159 1 toward the closed end of the chamber a ;'corresponding amount thereby admitting fluid pressure from the pipe 153 to the brake cylinder 156 behind the piston 157. Movement of the piston 157 through the spring 5 168 moves the pistons 166 to force the brake 'shoes against the car wheels. Continued movement of the piston 157 compresses the ispring 168 thereby exerting an increasing pressure on the brake shoes, but as the end of thefloating lever 164 is attached to the rod 165 of the piston 157 the movement. of the piston causesthe lever 164 to turn on its connection with the link 186 as a fulcrum .and move the valve 159 toward the other end of its chamber. When the piston has moved a distance corresponding to the dis tance through which the operating handle was moved, the valve 159 will again close ..the pipe 153 and the brakes will be held :with a pressure depending on the amount. that the spring 168 has been compressed. f If the motorman wishes to increase his brake ;pressure he has merely to move his handle a little farther, thereby again opening the valve 159 and affecting further compression of. the spring 168. Or the-pressure on the brakes may be reduced without entirely releasing them by moving the brake operating hundle back toward but not entirely to. its normal position. When the spring 168 is ,sufliciently compressed for the enlargement 169 to engage the piston 166 the brakes receive the full pressure of the pump, 75.

The motormans control mechanism for the pump stroke control lever 127 and the iby pass valve 133 is substantially the same as that employed for operating the brake valve. A link 220 connects the control lever 127 with an arm 221 depending from a rock shaft 22-2 mounted beneath the car floor parallel to the rock shaft 188. Two arms :23, 224 project upwardly from the shaft 222 which arms. are provided with rods 225, 226, extending out under the car platforms where they have racks 227 meshing with pinions 228 on shafts 229 all identical with the brake operating devices. The relative proportions of the various levers and gears of the pump stroke adjusting mechanism is such that a half revolution in either direction from a central position will adjust the amazes pump stroke from zero to full stroke in forward and reverse directions respectively.

The rod 150 of the valve 133 is connected by a pin and slot connection 230 with an arm 231 depending from a third rock shaft 232 beneath the car body parallel with the shafts 188 and 222 and projecting upwardly from the shaft 232 are two arms 233, 234 to which are attached rods 235, 236 having racks 237 engaging pinions 238 on vertical shafts 239 on the car platforms. Detachable handles 197 one of which is shown in: Fig- 3 are providedfor operating the shafts 229 and 239. I

To avoid the expense and annoyance of replenishing the fluid of the transmission, we have provided means for retaining all the fluid that Works past the variousmoving parts of the entire mechanism and returning it to the casing 13 of the pump where it can be again put in circulation by the pump 55. The cran connected by pipes 240, 241 respectively to the casing 13. The by pass valve chamber 130 is provided with a drain pipe 242 (see Figs. 3 and 7) leading from each end to the crank case 15 of the pump; whence the fluid passes, with any that works past the pistons 9 and valves 29 through the holes in the shaft hearings to the casing 13. The brake cylinder 156 is provided with a drain pipe 244 connecting "with the pipe l58ileadin to the casing 13 and the brake valve cham or 154 has a drain pipe 245, shown in dotted lines in Fig. 5, which connects with the pipe 244, the brake valve being provided with a central bore 246 to allow the fluid which collects in the closed end of the chamber 154 to reach the pipe 245. The accumulator 81 is also provided with a drain pipe 247 to permit any fluid that works past its piston to return to the casing 13.

In operation the gas engine is started with I the pump stroke adjusting mechanism atits zero position. As the gear 57 is fast on the pump shaft the pump 75 will be started and r will pump fluid in to the accumulator 81. IVhen'the spring of the accumulator has been compressed until its tension is greater .than the tension of the spring 69 the eccentrio 63 will turn on the eccentric 62 until. the pin 68 reaches the end of the slot 67 In this position the eccentrics off-set each other and the outer periphery of the eccentric 63 isconc'entric with the s aft 61 and can turn in the strap 71 without actuating'the pump a 7 5. The carmay now be gradually started I byfshifting the control lever o" the pump to open the valve 88 and admit fluid pressure.

from the accumulator to the cylinders 51 of the stroke adjusting mechanism; Whenever any fluid is used from the accumulator, either for adjusting 'the pump stroke or operating the brakes, as described above the cases of the motors 204, 205 are drauli c crease and-the spring 69 of the pump 75 will turn the eccentric 63 back to the posie tion shown in Fig. 4 thereby starting the pump 75 and re-charging the accumulator from the fluid in the casing 13. If the pump .75 should be disabled the valve 117 may be set to deliver the fluid from the high pres-' sure pipe of the main circuit to the adj usting cylinders. Under these conditions the by-pass valve 133 is 'set in the position shown in Fig. 7 to-prevent the motors over-running the pump, and the entire control of the car will be effected by the stroke controlling lever. 1

I claim:'

1. In a vehicle the combination with the driving wheels, of a driving motor,'a hydraulic'power transmitting mechanism between said driving motors and said wheels, and means operatable at will for enabling or preventing said wheels overrunning said driving motor while maintaining said driving connection. I

In a vehicle the combination of a driving shaft, driving wheels, a reversible hydraulic power transmitting mechanism be tween said driving shaft and driving wheels for driving said wheels in either directionwithout changingthe direction of rotation of said drivingshaft and means operatable at will for enabling said wheels to overrun their driving elements in either direction of movement of said driving wheels as desired while maintaining 'said' driving connection.

3. In a vehicle the combination of a driving shaft, driving wheels, 'a reversible hypower transmitting mechanism between sa1d,drivingshaft and driving wheels and means operatable at will for enabling said wheels to overrun their driving elements in either direction of movement of said wheels as desired without permit-ting overrunning b 4. In a vehicle the combination of a 'drivingshaft, driving whee1s,'a reversible power transmitting mechanism between said driving shaft and driving wheels and means operatable at' will for enablingv saidiwheels to overrun their driving elements in either di rection of movement of said wheels as desired without permitting overrunning in the opposite direction, or to prevent overrunningofsaid wheels in either direction.

5. In an apparatus of .theclass described, the combinatwn of a variable. capacity pump, a hydraulic motor, connections between said pump and motor forming a closed fluid circuit and a. valve mechanism in said connections operatable at will to permit said motor to overrun said ump in one direction only or to prevent in ependent opin the opposite direction, or to prevent overrunning of said wheels in either direction.

; 9. Ina vehicle, the combination of driveration of said pump and motor while maintaining their drlving connect-ion.

6. In an apparatus of the class described, the combination of a pump, means for varying the capacity of said pump from a mainmum quantity flowlng in one direction, through zero to a 'maxlmum quantity flowing in the. other direction, a hydraulic motor, connections between said pump and motors forming a closed fluid circuit and a. valve mechanism in said connections operatable at will to permit said motor to overrun said pump in one or the other direction as desired or to prevent such overrunning while maintaining said driving connection.

7. In a vehicle, the combination with the driving wheels of a driving shaft, a hydraulic power transmission mechanism intermediate ,of said driving shaft and driving wheels, comprising means for generatng fluid pressure independent of the driving pressure, and a brake mechanism adapted to be operated by the fluid pressure from said generating means. 1

.8. In a vehicle, the combination of driving wheels, a driving shaft, a fluid operated power transmission between said shaft .and wheels embodying means for generating and maintaining a constant fluid pressure and a brake mechanism adapted to be operated by said fluid pressure comprising means whereby the brake pressure may be varied at will without varying said constant fluid pressure.

ing wheels, a driving shaft, a fluid operated power transmission mechanism between said shaft and wheels embodying means for generating and maintaining a constant fluid pressure and a brake mechanism adapted to be operated by said fluid pressure.

'10. In a vehicle, the combination of driving wheels, a' driving shaft, a fluid operated power transmission mechanism between 145 isaid shaft and wheels, a brake mechanism for said wheels comprising a member connected to the'brakes, a second member movable relatively to the first member, connections between said members whereby movement of said second member exerts pressure on said first member in proportion to the extent of their relative movement and means for operating said second member by fluid pressure generated in said transmission mechanism. 1

11. In a vehicle, the combination of driving wheels, a driving shaft, a fluid operated power transmissionmechanism between said shaft and wheels, a brake mechanism for said wheels comprising a member connected to the brakes, a second member movable relatively to'the vfirst member, connections between said members whereby movement of said second member exerts pressure on said first member in proportion to the extent of their relative movement and means for operating said second member by fluid pressure generated in said transmission mechanism comprising a manually operatable valve and automatic means for closing the valve when said second member has moved apredetermined extent.

12. In a vehicle, the combination with the driving wheels of a driving shaft, 0. variable speed hydraulic transmission mechanism intermediate said shaft and wheels provided with fluid pi essure operated means for operating the speed varying mechanism, a source (if-fluid pressure independent of the driving pressure of the transmechanism and a brake mechanism for said vehicle operated by the fluid pressure from mission, mechanism for causing said fluid pressure to operate said speed varying said source.

13. In a vehicle, the combination with the driving wheels, of a driving shaft, a hydraulic transmission mechanism intermediate said shaft and wheels comprising a variable stroke pump, a motor operated by fluid pressure from said pump, a fluid pressure operated mechanism for varying the stroke of said pump, a second pump for generating fluid pressure for operating said stroke varying means and a brake mechanism for said vehicle operated by the fluid pressure from said second pump.

14. In a vehicle, the combination with the driving wheels of a driving shaft, a variable speed hydraulic transmission mechanism intermediate said shaft and wheels comprising a variable stroke pump, a motor operated by fluid pressure from said pump, a fluid pressure operated mechanism for varying the stroke of said pump, mechanism for generating and maintaining a constant fluid pressure for operating said stroke varying means and a brake mechanism for said vehicle operated by fluid pressure from said mechanism.

15. In a vehicle, the combination with the driving wheels of a driving shaft, a hydraulic variable speed transmission intermediate said shaft and wheels, a liquid pressure operated brake mechanism for said vehicle operated by liquid pressure generatedin said transmission and means for collecting any leakage of said operating liquid from said brake mechanism and returning said leakage to said transmission.

16. In a vehicle, the combination with the driving wheels of a driving shaft, a hydraulic Variable s eed transmission intermediate said shaft and wheels, a liquid pressure ,operated brake for said vehicle comprising a cylinder, a piston working therein, means for delivering liquid under pressure generated in said transmission to said cylinder behind said piston and means for collecting any liquid that may leak past said piston and returning it to said trans- 17. In a vehicle, the combination with the driving wheels of a driving shaft, a hydraulic variable speed transmission intermediate said shaft and wheels, a liquid pressure operated brake mechanism for said vehicle comprising an accumulator for receiving and maintaining liquid under pressure generated in said transmission, a piston in said accumulator and means for collecting any liquid that ma leak past said piston and returning it to said transmission.

18. In a vehicle, a driving mechanism therefor, embodying a liquid pressure operspeed mechamsm, a liquid ated variable pressure operated control mechanism therefor, a liquid pressure operated brake mechanism and means -for collecting any leakage from the working parts of all said mechanism and returning it to said variable speed transmission.

In-testimony whereof, we have signed our names to this specification in the presence of two subscribing witnesses, this 13th day of September 1911.

CHARLES M. MANLY. WOOLRIDGE YB. MORTON.

Witnesses:

SIGMUND NEWMAN, ANTOINE'rrE E. PERIETT.

Images