US1183613A

US1183613A - Automatic slow-down mechanism for traction-motors.

Info

Publication number: US1183613A
Application number: US78494113A
Authority: US
Inventors: Joseph B Whittemore
Original assignee: Individual
Current assignee: Individual
Priority date: 1913-08-15
Filing date: 1913-08-15
Publication date: 1916-05-16
Anticipated expiration: 1933-05-16

Description

l. B. WHITTEMORE. AUTOMATIC SLOW DOWN MECHANISM FOR TRACTION MOTORS.

APPLICATION FILED AUG. I5, l9!3- Patented May16,1916.

2 SHEETSSHEET l.

J. B. WHITTEMORE. I AUTOPflATIC SLOW DOWN MECHANISM FOR TRACTION MOTORS. I APPLICATION FILED AUG. 15. 19-13. I i3. Patented May16,1916. 2 SHEETS- SHEET 2,

- as m asRzs l @s G m w JOSEPH B. WIHTTEMURE, O35 SAYBROO'K, CONNECTICUT.

AUTOMATIC SLOW-DOW'N MECHANISM FOR TRACTION-IvEOTORS.

Specification of Letters Patent.

Patented w- Application filed August 15, 1913. Serial No. 784,941.

To all whom it may concern:

Be it known that I, Jossrir B. WVn rrs- MORE, a citizen of the United States, and

resident of Saybrook, in the county of Mid dlesex and State of Connecticut, have invented a new and useful Improvement in Automatic Slow-Down Mechanism for Traction-Motors, of which the following is a specification.

My invention relates to automatic slow down mechanism for traction motors with the object in view of taking the responsibility of slowing down a train on approaching curves, cross-overs, bridges and other points where it is desirable that the train move slowly, from the engineer, and providing for such slow down by mechanism set in operation by a track device either permanently set in position to operate the slow down or under the control of a signal man located in that vicinity as may be desired.

A practical embodiment of the invention is represented in the accompanying drawings, in which,

Figure 1 is a side view of a steam locomotive showing the location of-the slow down deviceon the foot-board of the engine and a group of track devices arranged to be set in of track devices.

operative position by a signal-man. Fig. 2 isa detail view showing a single track device permanently set in operative position. Fig. 3 is a rear end view of the locomotive, showing, the depending circuit closers and a. group of five track devices, the middle one being raised into operative position. Fig. 4: is a view in detail, showing the group of trackdevices in side elevation. Fig. 5 is a. similar view showing the contact device out of engagement with the track devices. Fig. 6 is a similar view showing the contact piece in engagement with a set track device. Fig. 7- is a top plan view of the group Fig. 8 is a view, partly diagrammatic. showing the structure of the slow down device and its manner of operation, and Fig. 9 is a view in detail showing the spring for operating one of the valves.

The particular motor selected for showing a practical location of the slow down mechanism and its relation to an operatdevices are here shown, this number is not an invariable one and may be made more or less as circumstances may demand. In the present instance, by using the five valves singly and in combinations of two or more.

I have succeeded in providing for a slot-r down to nine ditferent rates of speed, and it is presumed that these will be amply suf ficient for all ordinary needs.

Referring to Fig. 8, the

numerals

1, 2, 3, 4, 5, represent five rotary valves quite similar to one another in structure, each provided with two coves, represented by 6 and 7. A description of the operation of one of these valves will suiiice for all. Referring to the valve denoted by 1, its stem 8 is pro-- vided witha slotted arm 9, the slot in which receives a pin 10 projecting laterally from a sliding bolt 11, which bolt is provided with a notch 12, for the reception of the upper end of a solenoid core piece 13 arranged in position to be attracted by the energizing of a coil 1a. A spring 15 around the core .13, tends to lift the core 13 out of engagement with the bolt 11, whenever the coil 1a is denergized. The

other valves

2, 3, 4 and 5, are similarly connected with cores of solenoids, with the following exception, that in the

valves

2, 3, 4 and 5, the springs tend to lift the several cores into locking engagement with the bolts when the magnets aredeenergized, while in valve 1, the spring tends to lift the core out of locking engagement with the bolt when the coil is denergized. The object of this particular arrangement will be particularly referred to later on.- The valve casings for each of the

valves

1, 2, 3, 4' and 5, are each provided with two exhaust ports,-denoted by E, and with a port or pipe leading to the main air reservoir and denoted by M.

In referring to the main air reservoir and the train line in the subsequent description, it will be understood that the mechanism is intended to be used in connection with a train supplied with air brakes in accordance with the system commonly in use where there is a main reservoir in which the air pressure is kept constant and a tram u and connecting pipe denoted by D.

line of pipes leading from this reservoir to the several. car brake mechanisms on the several cars, the train line being ordinarily under the control of the engineer through a valve which separates the main reservoir. from the train line.

The several valves are further provided with ports and connecting pipes as follows: The valve 1 is provided. with a second con nection to the main reservoir, denoted by M, and with a port and pipe, denoted by C,

and a port and connecting pipe, denoted by A. The valve 2 is further provided with a port and connecting pipe, denoted by C, a port and connecting pipe denoted by A, and a port and connecting pipe, denoted by B. The valve 3 is further provided with a port and connecting pipe denoted C, a port and connecting pipe denoted by B, and a port The valve 3 is further provided with a port and connecting pipe dcnotcd b C, port and connecting pipe denoted by l), and a port and connecting pipe denoted by F. The valve 5 is further providbd with a port and connecting pipe denoted by C, a port and connecting pipe denoted by 1*", and a port and connecting pipe denoted by Gr.

battery, denoted by 1.5, has one of its poles con. cted by a wire 16, and suitable b lllCl'l wiles loading therefrom to one pole mob of? the coils of the solenoids, one for h valve, the opposite pole of each solebein'" connected by suitable wires, dectively by l7, l8, i9, and 21, with contact pieces, den otcd respectively by 22, 23, 24, and 36. The opposite pole of the battery 15 is in electric communication with several contact points, denoted respectively by 27, 28, 29, and 31, so located that the contact pieces 22 to 26 inclusive may be each swung into contact with its respective contact point to close circuit through one or more of the solenoids or solenoid coils. The

' contact pieces 22 to 26 inclusive are operated by means of plungers, denoted respectively by 32, 33, 34, and 36, the lower ends of which plungers, see Figs. 3, 4, 5 and 6, are in. position to engage an operating bar located between the railway rails and they are permanently set, as shown in Fig. 2, sufliciently high to engage the end of the plunger and lift it, or, as shown in Figs. 4, 5 and 6, supported on rocking arms which, by suitable connecting rods, will enable a signal man in the vicinity to lift them into position to engage the plungers. It is to be understood that -these track bars are utilized simply as circuit closing devices for energizing or dcnergizing as the case may be, the several solenoid coils to operate the cores, to unlock the rotary valves and permit them to rotate into position to perform the slow down function, as willbe hereinafter par ticularly described.

casings as follows.

ies-era A cylinder 37 is provided with a vertically movable piston 38, the stem or rod of the piston, denoted by 39, being arranged to reciprocate in a hollow extension 40 of the cylinder. The upper portion of the piston rod provided with an interior chamber 41, which communicates at its bottom with a bore 42 into which a fixed pipe 43 enters with a close sliding fit, the pipe 43 leading to and connecting wlth the train line. The interior of the cylinder 37, below the piston 38, is in communication with the interior of the chamber 41, through a port 4-4 when the lat ter is open, by the shifting of a vertically movable bar 45 which passes through the end of the piston and along down its stem, and through the lower end of the stem. The said bar is provided with a port 46 which, when the bar is in the position shown in full lines Fig. 8, opens communi ation between the interior of the cylinder 37, back of the piston 38 and the chamber 41, but when the bar is in the position shown in dotted lines in said figure, closes the said port 44. The piston head 38 is further provided with a depending portion 47, which slides airtight through the lower end of the cylinder 37, and carries, attached thereto, a ratchet toothed bar 48, the function of which will be hereinafter described. The piston stem or rod 39 is provided with a transverse port 49, at a point below the chamber 41.

The reduced extension of the cylinder 37 is provided with several. lateral openings, one, connecting by a pipe 50, with the train line, and nine other openings, denoted by 51 to 59 inclusive, spaced in the present instance, at equal distances apart, being adapted to receive the stems 60 of pistons 61, working in cylinders 62, 63, 64, 65, 66, 6'7, 68, 69 and 70, arranged, in the present instance, in staggered relation one to another to economize space, and connected with pipes leading from the several valve The cylinder 62 is connect'cd with the casing of the valve 5, by the pipe G; the cylinder 63 is connected with the casing of the valve 4 by the pipe F; the cylinder 64 is connected with the casing of the valve 3 by the pipe D; the cylinder 65 is connected with the casing of the valve 2 by the pipe B; the cylinder 66 is connected with the casing of the valve 5 by the pipe C; the cylinder 67 is connected with the casing of the valve 4 by the pipe C the cylinder 68 is connected With the casing of the valve 3 by the pipe C the cylinder 69 .is connected with the casing of the valve 2 "the casing of valve I The coves 6 and 7 of the valve 1, normally cover, the former the ports leading to exhaust E and to pipe C, and the latter the ports leading to pipe A and second exhaust port E. In like manner, one cove of valve 2 normally includes the ports leading to one exhaust E and pipe (I, and the other exhaust E and pipe B. The coves of the valve 3 normally include the one exhaust E and pipe-C and the other exhaust and pipe D.

The coves of the valve t normally include the one exhaust E and pipe C" and the other exhaust and pipe F, and-the coves of the valve 5 normally include the one, one exhaust and pi.peC*, and the other, the other exhaust and pipe G. lhese'several valves are under spring tension in the present instance by a spring arranged around their stems, as shown at 71, Fig. 9, tending to rotate them to the leftwhenever they are released by the cores of the solenoids. A longitudinally sliding bar 7 is provided with depending legs 73, one in front of the end of each of the locking bolts 11, so that whenever any one of the valves is unlocked and allowed to rotate and thereby slide its lockingbolt, it will slidethe bar 72. The several legs not acted upon by the bolt simply leave the ends of the locking bolts not released, as shown in full lines in Fig. 8. The normal position ofthe bar 72 is shown in dotted lines in said figure. The bar 72 is connected at its end means of a flexible strap 74, with a disk 75 mountcd'to rotate, and. the ,disk 75 is connected by a pitman 76 with av disk 77 mounted conveniently above and at one side ofthe top of the cylinder 37. The pitman 76 is eccentrically connected with the two

disks

75 and 77. A rod 78 has an eccentric connection .with the disk 77 and is supported on a rocking arm 79 with its free 'end in position to engage a lug 80 on a rotary valve 81. The casing of the valve 81 has connected therewith an exhaust pipe E and is supported on and movable with the piston head by a pipe 82 extending through tlni head ofthe piston 38 and opening into the interior of the cylinder 37, back of the piston head 38. A cove 83 in the valve 81, normally includes the port leadlng to the pipe 82, but when the 'alve is rocked by the sliding of the bar 7:? and the consequent rotary movements of the

disks

75, 77, and the longitudinal travel oftherod 7 8 into the po sition shown in full lines Fig. 8, the cove 83 will include both the exhaust E and the pipe 82. The normal position of the valve V 81 is shown in dotted lines in Fig. 8, as well that of the disks and their connections. In using the term exhaust in this-ap- JllClltlClll, it is to be understood that it is a ree opening to the outside air.

The valve 81 also has a lug 84 thereon, which, when the valve is rotated by the rod 78, engages the top of the vertically movable bar-l5 and prevents the valve from rotating beyond its desired position.

Each of the valve stems (:0 of the pistons 61 in the several cylinders (32 to inclusive, is arranged to bemoved under air pressure through the wall of the extended por tion 40 of the cylinderinto position to engage the lower end of the bar 45, when the piston 38 is depressed and lift it into the position shown in full lines Fig. 8. This bar 45 is returned to its normal position, shown in dotted lines, by the upward movement of the piston 38. The disk carries a weighted pawl P, the rocking movement of which is limited by stops 7) p on the face of the disk, the free end of the pawl being in position when the disk is rocked into the position shown in full lines Fig. 8, to be engaged by a tooth on the ratchet bar 48, and thereby rock the disk'75 and parts connected therewith into the position shown in dotted lines Fig. 8, as the bar 48, with the piston 38, rises. \Vhen the disk has been so rocked, the teeth on the ratchet toothed bar 48 will slide past the pawl without further affecting it. The downward movement of the ratchet toothed bar 48 will work. the pawl without affecting the rotary movement of the disk.

' A ball governor, denoted by 87. and having its rod 88 geared by a gear 89 to a gear 90 on the shaft 91 driven from the motor shaft, has its arms 92, 93, connected to the stem 94 of a sleeve arranged to slide up and down in a bore 96, conveniently formed at the side of and integral with the cylinder 37. The hollow extension of the cylinder 37 is connected with the interior of the bore 96, by several passages 97 to 10:") inclusive, nine in all, corresponding to the nine dit ferent rates of speed to which the motor may be slowed down by the present mechanism. The governor 87 is so weighted and so timed relatively to the speed of the motor, that the lower end of the sleeve 95 will uncover one of the passageways 97 to 105 at each ten mile increase of speed, For instance. if the engine were running over ninety miles an hour, the sleeve would uncover all the parsageways, the lower end of the sleeve being above the passageway 9'7; and it the engine were running more than ten and not more than twenty, it would simply uncover the passageway 105 at the bottom.

The sever. track bars for operating the p ungers 32 to 36 inclusive, are denoted by w m y 2. They are shown in the present illustration in Fig. 7, arranged in a group side by side between the track rails and arranged to be manipulated from the signal tower bythe signal man. Any one or more of these may be set in position as illustra ted by the track bar u, Fig. 2, if so desired; and

. side by side and subject to manipulation by the signal man provides for slowing the train down to any one of the reduced speeds at ten mile intervals from ninety to ten miles an' hour inclusive. Furthermore, the ar rangement here shown is adapted for a double track, that is, where the trains pass in one direction only over one track and in the opposite direction over the adjacent track. If applied to a single track where trains pass in opposite directions over the same track, or to meet the condition or backward movement of motors in the direction of traffic on double track lines, this group would be located to one side of the center of the track and the plungers correspondingly arranged upon the locomotive so as to affect the engine only when running in one direction, a similar arrangement being made at the opposite end of the cross-over, bridge, curve or the like for the train coming in the opposite direction, only arranged upon the opposite side of the center of the track.

The operation of the mechanism in practice is as follows: Let us assume that the train is running over thirty miles an hour, and it is desired to slow it down to thirty miles. The track bar :12 will be set in its operative position to engage the plunger 3 and close the contact piece 241- in enga,., rement with the point 29. This will close circuit through the solenoid which governs the valve 3, and when the coil is energized, it

will withdraw the. core of the solenoid which locks the bolt of the valve 3, thereby permitting the valve 3 to rotate to the left, sliding its bolt and by the pressure of the bolt against a leg of the bar 72, will slide the bar 72 to the left. thereby rotating the

disks

75, 77, and through the rod 78, rotating the valve 81, all as shown in full lines in Fig; 8. This will rock the valve 3 so that one of its coves will include pipe C and pipe M leading to the main air reservoir. This will allow the air from the main reservoir to travel through pipe M and the cove into the pipe C and hence against the piston 61, forcing its stem 60 out into the interior of the hollow extension of the cylinder 37 It will also cause the opposite cove of the valve 3 to include the pipes B and D, but as neither of these are open to the main reservoir, it will, in this instance, have no oftect upon the parts connected with these.

pipes. The rotary movement of the valve 81 will, however, connect the pipe 82 with exposite the passageway 103 beneath the lower end oi the sleeve 95 of the governor, the said sleeve, because of the speed of the train having been above thirty miles, being at the time above this passageway,.and by the conneetion of the passageway 49 with the pipe 50 leading to the train line, the connection between i!) and 50 being along a bypass channel 106, will open the train line to the outside air and set the brakes. As soon as the brakes have reduced the speed oi the train to thirty miles, the sleeve 95 will gradually drop and cover the passageway 103, stopping the further exhaust from the train line. The train line now being closed to the outside air pressure will be built up again within the cylinder 37 back of the piston 38 by pressure from the train line through the pipe 43 into the spaces 42. 41, and through port 44 into the intcrior'of the cylinder 3?. The port 44- is at this time open because the bar 45 has been lifted to bring its port 4-6 into alinement with the port or passage 44, and the same upward movement of the bar 45) has by the engagement of its upper end with the lug 84 on the valve 81, rotated the valve to close the exhaust through the cove 83. The piston 38 under this pressure will rise'and at the beginning of its movement, it will, through the pawl therewith, back into normal position, rotating the valve 3 back until the core of its solenoid engages the notch in its locking bolt and locks it in normal position. As the piston 38 reaches the limit of its upward movement. the bar 45 will beslid downwardly with its lower end projecting through the lower end of the piston stem 33, and the passageway 44: will be closed. 105

sixty, seventy, eighty and-ninety miles, a 115 combination of two or more of the valves is relied upon as follows: For example, it the slow down is to sixty miles an hour, a combination of valves 1 and 2 would be utilized as followsplhe track bars a and in would 12 be set in raised position to operate the

plungers

32 and 33, thereby de'eTnergizing the coil of the SOlGIIOidfO! valve 1 and energizing the coil of the solenoid of valve 2, causing their cores to unlock the bolts of these valves 12 and allowing both valves 1 and 2 to rotate to the left. This would, as before, operate the sliding bar 72 and its connecting disk and hence valve 81 and allow the piston 38 to drop until it was arrested by the stem of 1 1, rock the disk75 and the parts connected A nice the piston in cylinder 65. This piston in cylinder 65 would be operated through pipe B, as follows: The'rocking of valve 1 into A to be in comnulnication with pipe which pipe connects with cylinder 65. In a like manner if the speed of the train were to be reduced to seventy miles, the stemof the piston 6% would be set in position to stop the bar 45, and to accomplish this, the track bars '0, 1.1:, a', would be set in operative position so as to unlock the valves 1, 3, and by the rocking of these three valves, the pipe M of valve 1, leading to main air reservoir, would be brought into communication with pipe A and thence to pipeA, which in turn would be in communication with pipe 13, which is also in communication with pipe B and with D leading to the cylinder 61. In the same manner by combininp valves 1, 2, 3, t, the speed may be reduced to eighty miles an hour, and by combining valves 1, 2, 3, 4., 5, it may be reduced to ninety miles an hour. The reason for 'deenergizing the core of the solenoid of valve 1, in order to operate the valve instead of energizing it as in the other instances, is that the operator may know that the battery 15 is in working order. If the battery 15 be not in working-order, the coil of the solenoid of valve 1 will become deenergize'd and valve 1 unlocked, setting the brakes to reduce the speed to ten miles an hour, whether intended or not, and they cannot be relieved until the battery is made good and the solenoid of valve 1 becomes energized sufficiently to hold its bolt locked.

It is to be understood that the working parts shown moreor less diagrammatically in Fig. 8 are to be in'ased in a suitable casing, shown at 1-07, Fig. 1, and placed in convenient position on the locomotive for making electric connections with the plungers 32 to 36 inclusive, and suitable air connections with the main air reservoir 108.

It will be observed that in. the event the speed in approaching a curve, crossover, bridge, etc., is not in excess of that which has been determined upon, the train line will not be open to the main air and the brakes will not be set for the reason that the sleeve which uncovers the several passages 97 to inclusive will not then be sufficiently high to uncover the passage to that rate of speed, so that even it the apparatus be otherwise operated, it will not further reduce the speed of the train. in short, I provide for the automatic reduction of speed to the predetermined limit 65 independent of the engineer, while at the same time the mechanism does not interfere with the free manipulation of the train at or below that speed.

'lhc particular location, construction and arrangement of the parts is a matter that may be so widely varied without departing from the spirit and scope of the invention that I do not wish to limit myself strictl to the structure herein shown and describe What I claim is:

1. Slow down mechanism for a traction motor provided with an air brake system, comprising a port leading to the train line, a governor, a movable part connected with the governor, a port in position to be covered and uncovered by said movable part, a piston provided with a port arranged to con iiect the train line port with the port controlled by the movable part connected with the governor, a valve for reducing pressure back of the piston, a stop, a valve for controlling the stop to limit the movement of the piston, means for causing the said valves to simultaneously operate, and means under the control of a track device for releasing the valves 2. Slow down mechanism for traction motor provided with an air brake system, comprising a port connected with the train line, a governor, a movable part under the control oi the governor, a plurality of passageways adapted to be uncovered and covered successively by said movable part, a piston provided with a port adapted to con nect the train line port with one or another of said passages, a, valve for reducing air pressure back of the piston, a plurality of stops for arresting the piston, plurality of valves, one for controlling each stop, means for causing the first named valve to move simultaneously with the movement of any one of the plurality of valves, and means for placing the said. valves under the control of track devices to be operated.

3. In slow down mechanism for a traction motor provided with an air brake system, a. series of passageways, means for uncovering them one after another as the train increases its speed and for closing them in succession as the train decreases its speed, means for bringing one or another of these passageways into communication with the train line to exhaust the air and set the brakes, and means for automatically building up the pressure inthe train line and releasing the brakes when the spe d of the train has been reduced to the desired rate.

a. in av slow down 311 :hanism for a traction motor provided with an air brake sys-- tom, 3 series of passageways, a governor, a movable part in connection with the governor adapted to open and close said passageways successively as the speed of the train increases and decreases, and means for opening one or another of said passages to the train line comprising a movable part controlled by air pressure from the train line, a series of valves arranged .to be set in operation one or another at pleasure by one or more track devices and a series of stops controlled by said valves for arresting the movement of said movable part.

5. In a slow down mechanism for a tractioii motor provided with an air brake system, a series of passages, a governor, a movable part und 1 the control of the governor for opening and closing the passages in succession as the speed of the motor increases or decreases and means for opening one or another of these passages to the train line, said means comprising a piston held normally in position bye air pressure from the train line, the piston being provided with a port through its stem, a series of stops for limiting the movement of the piston to locate the port opposite the desired passageway, a series of valves one for each stop for controlling air pressure to operate the stop, a valve for reducing the air pressure behind the said piston and arranged to operate in connection with the operation of any one of said series of valves and means whereby any one or more of the said series of valves may be operated by one or more track devices,

6. In a slow down mechanism for a traction motor provided with an. air brake system, a series of passageways, a governor, a movable part under the control of the governor and arranged to open and close said passageways in succession as the speed of the motor increases and diminishes, a second movable part for opening one or another of said passages to the train line, a series of stops for arresting the movement of said second movable part at the passage which it is desired to connect with the train line, a

iasaeis series of valves for controlling the admission of compressed air to operate the stops, the said valves being arranged to each. op erate a stop independently and to operate another stop or stops by the combination of two or more of the valves, the said second movable part being primarily under the control of the valves of said series and means for placing the operation of said valves under the control of track devices.

7. In slow down mechanism for a traction motor equipped with an air brake system, spring actuated rotary valves, an electric circuit including solenoids one for each valve, the cores of the solenoids serving to lock the valves against rotary movement under their spring action, one of said cores being arranged to lock the valve when the coil is deL-nergiaed and the other when the coil is energized, the electric circuit also including movable contact pieces, means under the control of track devices for moving one contact piece into position to close the one cuit or another contact piece into position to br ah the circuit for unlocking one. or the otherot' the valves, means primarily under the control of tl'lefiitld valves and means under the control of the motor arranged coact with the means primarily under the control of the valves for opening the train line to external air when the motor is running at a speed higher than a predetermined speed at a given point.

In testimony, that I claim the foregoing my invention, I have signed my name in presence of two witnesses, this 12th day of August, 1913.

JOSEPIEI B, .VHHTEMORE.

Witnesses A. T, SHEA, E. F, Manonn'z.