US1114644A - Speed-regulating mechanism. - Google Patents

Description

E. L. ORGUTT, DECD. A. MADDOX a: E. N. HUTGHINS, EXEOUTORS. SPEED REGULATING MECHANISM. APPLIOATION FILED JULY 12. 1909. RENEWED MAY 15, 1914.

1 1 14,644. Patented Oct. 20, 1914.

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EDWARD L. ORCUTT, OF SOMEBVILLE, MASSACHUSETTS; FRI-ED A. MADDOX, 015 MED- EOBD, EASSALGHUSETWS, ANID ELEM N; HUTCHINS, OF SOMERVILLE, MASSACHU- SETIIS, 'EXEGUTOiRS-JOF SAID QBGUTT, DECEASED.

Patented Oct. 20, 1914.

Application filed July 12, 1909, Serial'No. 507,229. Renewed Kay 15, 1914. Serial No. 858,898.

To all whom it may concern a citizen of the United States, and a resident of Somerville, in the county oil-Middlesex and State of Massachusetts, hawinvented a new and useiu'l Improvement .in Speed-Regulating Mechanism, of which the following is a specification.

The object of the present invention is to provide means whereby the electrical ap- Ipa'ratus em loyed for controlling an rakes may e rendered inoperative when the speed of the train or other vehicle provided with said brakes has been reduced to a predetermined rate.

The. drawings which accompany and form a part of this specification illustrate two forms of apparatus and circuit arrangements whereby my invention maybe carried into eflect; but it will be understood that both the apparatus and circuit arrangements may be subjected to a wide range of variation without departing fromthe prinei le of my invention.

n the drawings Figure 1 represents diagrammaticall one embodiment of my speed-regulating mechanism shown in connection with an apparatus for electrically controlling air brakes, which I have described and claimed. in my application Serial No. 507,278, filed July 12, 1909. Fig.

- 2 is adiagram showing a modification.

'It willibe understood, however, that my speed-regulating mechanism 'is not limited in its use to any particular air'brake control apparatus.

The casing 10 ofthe blanking valve ,17 is to be-attahed'to'the train-line pipe (not shown) by the nuts 9. The casing'is provided with a chamber 12 having a bushing 13 and carrying a movable abutment shown in the present instance as a iston '14 attached to the rod '16 which 'isguided by the cap20. The movement of the piston rod is communicated to the blanking valve 17, which slides upon the'seat 1.8,by the shoulders 22, and the 's ring '19 holds said valve upon its seat. T e retaining valves 26, 27, which are suitably constructed to control the pressure in the .itrain-line pipe,

, valve 26.

- The valve is centered by the movement of ipthe are connected to. the ,pipe 24 which commumcates with .thechamber 23 when the valve; is in its blanking position and the Valve 28 islocated to cut out the retaining The pipe 34, connected between the main reservolr (not shown) and the passages 31 In the casing 10, valve seat 35 ,and cap 38, conveys the compressed air from ,the main reservo r .to, the chamber '39 in said vcap. The rotary valve 43 is provided with ports, one of which ,is shown at.5 2 The port 52 communicates with the chamber56 upon the face of the valve, which in the running-position of the valve, overlies the ports 49 and 50 in the valve seat. The valve seat .35 is provided with the port 51 with .which by means of the valve-port 55 the chamber 39 of the cap communicates when the valve is in cut-ofi position thereby permitting the main reservoir pressure to pass to the chamber '12. The valve-operating handle 40 is attached to the valve by the stem t2 and nut 41, said stem termipating as shown in a tenon which cooperates with a key-way formed in the upper part of the valve. pin a6 in the recess 45 of'the valveseat.

The casing '57 of the electricallyroperated valve'58 is attached tothe casing 10 through the "insulating bushing 156. The electrically-operated valve 58 normally closescommun ca'tionbetween the passage 49and the whistle 66 and is secured to the iston rod 59, to which the armature 64 o the electromagnet 60'is attached. The-electromagnet 60 is energized by the battery 68 and the circuit of said magnet and battery contains a suitable circuit controller such a the key 70. i

When the circuit of the battery-'68 and magnet 60 is opened, the armature 64 falls to the bottom of the casing 63 thereby uncovering the seat of the-valve,v58, so that the pressure abovethe piston 14; is relieved byway of the port 50, chamber 56, passage 49 and Whistle 66 and the pressure from the train line pipe causes said piston to rise. The piston brings the port 18 into communication with the pipe 24 the train-line pipe to discharge and set the brakes.

The apparatus above described will oper ate independently of the speed of the train or vehicle carrying the same, but it is highly desirable that for very low speeds where the train is under actual control, to provide means for rendering the electrical apparatus above described inoperative, such means being so designed that as soon as the speed is increased above a predetermined.

value, the electrically-controlled apparatus will. again operate in its usual manner. For accomplishing this object I may employ, as shown in Fig. 1, an electromagnetic device such as the magnet 83 and a centrifugal device arranged to hold the circuit thereof open until the speed of the train has fallen to the amount at which it is desired to render the electrical-control apparatus inoperative.

In the present instance the magnet 83 is secured to the cap 63 by the insulating bushing 85 and is provided with an armature 90 carrying a piston rod 91 which passes through the bottom of the cap 63. An adjusting screw 89 passing through the cap 88 Y may be employed to limit the movement of said armature and piston rod. The winding of the magnet 83 is connected with the battery or other source of electric current 80 and the circuit of the latter includes the contact member 84 and cooperating circuit controller 79. The circuit controller 79 is arranged to be operated by some moving part of the train and in the present instance I have shown the same attached to the centrifugal governor 78 operated from the wheel 74 of the train through the gears 75, 76 and shaft 77. It will be understood, however, thata variety of mechanisms may be devised for moving the controller 79 from the contact member 84 when the speed of the train rises above that at which it is desired to render the air-brake-control device inoperative.

It will be obvious from an inspection of the drawings that when the speed of the train falls below a predetermined value, say for example, five miles per hour, the circuit of the battery 80 and electromagnet 83 will be closed at the contact member 84 and that the armature 90 will be attracted and will project the end of the rod 91 in the path of the armature 64, thereby preventing the movement of said armature and its attached valve 58 until the circuit of the electromagand a connected blanking electrically-operated valve,

brake-control device inoperative as long as said shunt circuit remains closed. In this case the use of the electromagnet 83 and its associated apparatus is of course rendered unnecessary.

It will be evident to one skilled in the art that various forms of speed regulators and circuit controllers can be used in place of the one disclosed herein and that various means to accomplish the same results may be employed 1n connection with either closed or open circuits for controlling the blanking valve instead of the particular circuit herein described, and also that various arrangements of apparatus can be used for connecting the governor with some moving part of the train.

. I claim:

1. In combination, a movable abutment and dischargevalve in thebrake-pipe, sald abutment being adapted to close the brake-pipe and open the exhaust port to the air by a disturbance of equilibrium of pressure on its opposite sides, and to open t e brake-pipe and maintain the closureof the discharge-port by the restoration of such equilibrium, and means for preventing the operation of the said abutment when the train is moving at a predetermined speed. I

2. In combination, a movable abutment and a connected blankin and discharge valve in the brake-pipe, sald abutment being adapted to close the brake-pipe and open the exhaust port to the air by a disturbance of equilibrium of pressure on its opposite sides, and to open the brake-pipe and maintain the closure of the discharge-port by the restoration of such equilibrium, and a centrifugal device operated directly from a movin part of the train for preventing the operatlon of said abutment when the train is moving at a predetermined speed.

3. In combination, a valve to stop the flow of air in a brake-pipe and to control the exhaust of air therefrom, a movable abutment connected to the valve to control the flow of air in said brake-pipe, an exhaust port, an electrically-operated valve, a regulating valve controlling ports by which, respectively, an' equilibrium of pressure is established and a difi'erent pressure is eflected on opposite sides of the abutment, and means for opening the circuit of said electricallyoperated valve when the'train is moving at a predetermined speed.

4. In combination, a valve to stop the flow of air in a brake-pipe and to control the exhaust of air therefrom, a movable abutment connected to the valve to control the flow of air in sald brake-plpe, an exhaust port, an

valve controlling ports by which, respectively, an equilibrium of pressure is established and a difi'erent pressure is eifected on a regulating opposite sides of the abutment, means for signed my name in the presence of two subopeinin the 1eirculilt of said electrieally-operscribing witnesses. ate Va ve w en t e train is m'ovin at a redetermined speed, and a centrifugal de ice EDWARD ORCUTT' 5 operated directly from a. moving part of the In presence of train for controlling said means. B. FRANKLIN Wmssmn, In testimony whereof I have hereunto .Fmcxs W. Jonnson.

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