US1661276A - Double-end control - Google Patents

Description

March s, 1928. 1,661,276

S..J.S5TF2HJ v DOUBLE END CONTROL Filed Jan. 21. 1926 4 Sheets-Sheet 1 L. S v Q/ Z 77%9222571- Sven Jul/21a 51m! March 6, 1928. 1,661,276

S. J. STRID DOUBLE END CONTROL ed Jan. 4 Sheets-Sheet 2 March 6, 1928.

s. '.l. STRID DOUBLE END common Filed Jan. 21. 1926 4 Sheets-Shet' 5 March 6, 1928. 1,661,276

S. J. STRID bousLa END CONTROL Filed Jan. 21. 1926 4 Sheets-Sheet 4 Patented Mar. 6, 1928.

warren STATES ENT OFFICE.

PAT

SVEN JULIUS STRID, OF CHICAGO; ILLINOIS; AS SIGNOB TO FRED MATHEWS, OF

ciiicaeo,

ILLINOIS;

DOUBLE-END CONTROL.

Application filed January My present invention relates to a mechanism for controlling the transmission and as- 1 device that will position the parts so that.

the motor-man will be able to operate the car from either end.

'In motor driven railway cars of'certain types there is provided a gas engine orother motor at or on one ofthe trucks or within the car, and tllGHlOlZ-OI-Hlflll in a cab at an end of the car regulates the application of power through the medium of a suitable transmission whereby it is possible to drive the car in a forward or reverse direction and at different speeds in the manner of an automobile. It is frequently necessary, in the ordinary course of running the car for the motor-man to leave what may be called the front end and go to the other or rear'end of the car to drive it and with this in view I have designed a control that may be operated from either end of the car simply by throwinga lever or pedal which operates a shifting device or master mechanism so" that one of the control operating mechanisms is rendered inoperative while the other is moved into operative position.

It is an object of my invention to provide a control mechanism of the character sug-.

gested that is simple and dependable in operation, that is novel in construction, and which is assembled from few parts so that the expense of installing my device ismoderate as compared with other types.

I prefer to carry out my invention [and to accomplish the diverse objects thereof in substantially the manner hereinafter fully de scribed and as more particularly pointed out in the claims, reference being here made to the accompanying drawings'that form a party of this specification.

In the drawings Figure 1 is an underneath View of a rail-' way car that is fore-shortened, as its relative length and showing ny invention installed,

thereon in plan.

FigureQ is a plan of the control mechanism drawn to a larger scale and detached from the car. 7

. Figure 3 is a side elevation of r the structure illustrated in Figure 2. i

21, 1926. Serial No. 82,794.

. Figure 4: is a transverse section on line 4-4 of Figure 2, and drawn to a larger scale.

Figure 5 is a longitudinal section on line 55 of Figure land illustrating the shifting mechanism of the master device. I V I Figure 6 is a longitudinal section on line 6 -6 of Figure 4c and illustrating one of the controli nits in longitudinal section.

Figure"? is a side elevation of the clutch sh ft lever and the foot pedals that operate the controls. Figure 8 is an elevation of the. structure shown in Figure 7 looking at the same from the right-hand side. I

The drawings are, in a sense, merely sche-- matic for the purpose of illustrating a typical or preferred embodiment of the principles of my invention, and in these drawings I have employed similar reference charac-' ters to designate the same parts wherever they appear throughout the several views.

Referring first toFigures 3 and 5 of the draw1ngs,.it is seen there is a pair of spaced supports 10 upon the truck frame 11 .ofthe railway car, which supports are angle means and each supports an irregular stationary frame on which frames the major portion of the control mechanism is mounted.

Each frame consists of spaced parallel SIClG pieces, the central portion 12 being straight above the supports 10 by oblique arms 13 arising from adjacent ends of the fiat attaching portions 1 1, while the outer ends of these attaching portions are provided with arms 15 that are slightly oblique to the vertical plane and are connected] at their upperends with cross pieces 20 that extend from one frame to the other and in the ends of which are bearings 16. The bores of these bearings in corresponding ends of the crosspieces are inalinement with each other as shown in Figure 5 for the purpose ofpermitting the ends of'the spaced parallel slide rods 17 tomove thereon. These rods form the side pieces of a reciprocable or vibratory" frame that is completed by connecting the slide rods by transverse cross pieces 18 that ill) are positioned parallel with each other and 1 are bored adjacent-their ends so that the rods may be positioned to the same and said cross pieces are adjustably secured in pOsition by transverse set screws 19 that may be tightened against the rods.

Bolted to the horizontal central portion 12 of each main side frame is an inverted substantially l-shape bracket 21 the apex of each of which is bored transversely to provide alining bearings 22 for a horizontally disposed rock-shaft 23, which shaft extends through its bearings at one end and provided with a bevelled pinion 2a. Crank arms 25 are secured to rock shaft 23 above the respective slide rods 17 which arms are provided at their outer ends with bifurcations 26 between which are positioned the cars 28 of suitable collars 28 that are adjustably'secured to the slide rods 17 intermediate thecross pieces 13 and the arms of the bifuroation are provided with slots 27 that .-engage*-the shanks of the bolts 2'? that clamp the ears 3* together and secure the collar-son the rods. Thus when the rock *shaft'23 is actuated the vibratory slide frame-will be moved by the crankarms longitudinally in one direction or the other in the bearings 16. The means for actuat ng rock-shaft 23-comprises a stub shaft 29 rotat'able ina bearing 30 on the side of one of the V -shaped brackets 21, which shaft is at right angle to rock shaft 23 and has a bev- -eled-gear 31 upon one end that is in mesh with the beveled gears 24: on theadjacent end of the rock shaft 23, while the opposite end of said stub shaft 29 has a universal con neotion 32 with the tubular member of an extensible or telescopic shaft, the other ineinber' 34: of which shaft enters. the tubular member 33 and is feathered therein so that the two portions 33 and rotate together.

The shaft 333l is one of the elements which for convenience is here termed the master control because of the fact that the I operation of this portion of the structure shifts the sliding frame from one of its po- 'sitions to the other so that the engine or motor and the transmission controls may be operated at the one orthe other end of the car.

' from the transversecenter of the car where the hereinbefore described structure is 10- ;"The; master control shaft 333 l extends ,cated, towards the longitudinal side of the 7 car where its end has universal connection 35 with a short crank shaft 36 having its ends journaled in opposite side members of a rectangular shape frame 37 supported in any suitablenianner uponthe bottom ofthe car. A crank arm 38 is secured to the cranlrshaft 36 intermediate the bearings of the latter and a rod 39 of the like is pivotally con- Jnected t0 the free or outer end of the crank.

armiand extends therefrom to the front end f of thecar where it is provided with any suitset of shafts frame;

clutches from the rear position he need only shift the lever a to its opposite position which will rotate themaster control shaft 33-34 and rock the shaft 23 so, that the slidrender the rear control elements operative a willhei'einafter be pointed out. I

.Intermediately disposed cross bars l0 con nect the side frames and are provided with transverse apertures that afford bearings for opposite portions of a plurality of hellcrank shafts ll l2, 43,, and e l, that may be rotated therein but which are prevented' from longitudinal movement by collars secured vto said shafts by set screws 46. These stationary cross pieces 20 are bored transversely to provide bearings for two sets of connectors or coupling shafts e7 corresponding in number in each set to the respective bell-crank shafts a1, 42, 4:3 and if and each aiming pair of connector shafts (one from each'set) is in axial alinem'ent with the respective bell-crank shaft eoactingwith that pair. The ends of these-connector shafts project upon opposite sides of the stationary crosspieces and'are each provided with an annular groove. 48 so that when lockpins 19 are inserted inthe cross pieces 20 tangent to the shafts 4;? said pins will engage said grooves and maintain the amasagainst longitudinal movement but permit these connector shafts to 'be rotated. Two

sets of sleeves 50 are .rotatably mounted in transverse bores made in thetwo cross pieces 18of the sliding framefoiie set of-sleeves in each cross piece) and the interiors of said sleeves are provided with longtiudinal ribs 51 that engage longitudinal grooves 52 in the connector shafts 4c7fand corresponding grooves 53 in the adjacent end of the bellcrank shafts ii to 44:, so that there is a feathered connection made between each of the bell-crank shafts and the sleeves and beingfraine is moved to its other position and tween one setof sleeves and the adjacent set of connector orcontroller sliafts.- When the grooves in shafts 4'? are alined with the grooves in shafts 41 to 44 the inastercontrol structure may be operated to shift the sl ding A universal joint and at their outer ends these telescopic 5a is secured to the outer end of each of theconnector shafts l? and extending from these universal joints are telescopic shafts 55, 56, 57 and-53, eachjof which isconstructed similar to the, master control shaft 333 l hereinbefore described frame from one set of shafts r2 tothe 0t 1651 at the opposite end of the shafts are provided with universal joints 59, I

60, 61,; and 62 respectively that operatively connect the SfilllG'Wltll the short-shafts 63, 64, 65 and 66 that are disposed parallel with each other. The-short shafts 63 to. 66 at one end of the mechanism zHBZHiOUHtQCllH bearings in the rectangular frame 37 in which the other shafts.

on the truck so that the universal joints above mentioned are provided and the telescopic shafts are inclined with respect to Downwardly extending crank arms 64" 65 and 66 are secured to the respective shafts 64, 65, and 66 that are mounted in frame 37 and in upwardly extending crank arm 63 is secured to the shaft 63. In the frame 37 the crank arms 63, 64

65 and'66 all extend upwardly from their respective shafts 63 to (56. Elongated rods 63 64", 65 and 66 are connectedwith the respective arms of the short-shafts 63 to 66 in the frame 37 and extend therefrom to the far end or rear of the car where they have suitable connection with foot pedals or levers w,v w, y, and 2 to be operated by the motor-man within the cab at the rear end of a car, while similar rods 63, 64 65 and 66* are pivotally connected with the ends of the arms on the short shafts in the frame 37 and extend to the foot pedals w, w, z and z in the cab at the front end of the car. The foot pedals and connections with the operating rods are of well-known and standard construction and require no detail description.

In the structure I have herein illustrated each bell-crank shaft 41, 42, 43 and 44 and the respective telescopic shafts, short shafts and rods, are for operating certain definite parts of the transmission through the medium of crank arms41 42 43 and44 respectively that are secured to the respective bell-crank shafts 41, 42, 43 and 44. For

example the bell-crank shaft 41 through either of its sleeves 51 the short'shaft 47,

' the telescopic shaft 55, the rock shaft 63 and the rod 63 is connected within the cab at each end of the carwith the reverse foot pedal w; the bell-crank shaft 42 through its respective connections is operatively contelescopic shafts have been labeled in the manner above described at the left'hand of Figure 2. The respectivebell-crank shafts 41 and 44 have secured to them the crank arms 41 to 44 respectively as has heretofore been described and said arms have pivotal connections with the rods 41", 42 43 ,23 through the gears 31 and 34.

and 44 that extend respectively to the re versing mechanism of the transmission, the

first and second speed mechanism of the transmission, the third and fourth speed mechanism of the transmission, and the clutch mechanism of the transmission.

WVhen it is desired to shift the control from one end to-the other of'the car as from the front to the rear the-motor-man throws the lever a, which is in the front cab only,

to operate the rod 39 so that through the short shaft 36 the master control shaft 3334 is'rotated causing arocking of shaft This rock ing of shaft 28 moves the slide frame from one position to another and'causes the tubes 51, which have been connected with one "end of the bell-crank shafts, to be disconnected therefrom, while the other tubes 51 moves over and engages the opposite end of the bell-crank shafts thus'forming an operative connection with the telescopic'shafts 55, 56, 57, and 58 that are connected with the mechani-sm and pedals at'the opposite end ofthe can It will be understoochthat prior to the making of this shift' the splines and in alinement or in neutral position so that when the tubes at one end of the sliding feathers of the shafts and tubes must all be gagement or coaction with theopposite ends of the respective bell-crank shafts. In the "drawings the bell-crank shafts 41 to .44 are illustrated in all of the views as being set so as to be operated by the motor-man in the cab at the front end of the carwhich is the'left end in Figure 1 and are disconnected from the control pedals at the 0pposite or rear end of the car and'the sliding frame is positioned to the left in Fig ures 5 and 6 for the purpose of disconnecting the left hand set of sleeves 50 bell-crank shafts. I

'VVhat I claim is: I -1. A control mechanism of the kind described comprising a plurality of bellcrank shafts, a stationary frame in which said shafts are mounted, a set of transmission elements extending from each end of said bell-crank shafts, connector devices interposed between the respective ends ofthe bell-crank shafts and transmission elements,

vfrom the and means for rendering one set of connector devices operative with respect to the bell-crank shafts and one set of transmission elements, and for rendering, the other set of connector devices inoperative.

2. A control mechanism of the kind described comprising a plurality of bell-crank shafts, a stationary frame in which said shafts are mounted, a set of'transmission elements extending from each end of said bell-crank shafts, a sliding frame movable :with respect to said bell-crankshafts, connector devices carried by said sliding frame and interposed between the ends of said bell-crank shafts and said transmission elements, and means for moving said sliding frame whereby to render one set of connector devices operative with respect to the bell-crank shafts and one set of transmission elements and simultaneously rendering the other set of connector devices inoperative.

3. A control mechanism of the kind described comprising plurality of bell-crank shafts, a stationary frame in which said shafts are mounted, a set of telescopic transmission shafts extending from each end of said bell-crank shafts, universal joints at the end of said transmission shafts nearest said bell-crank shafts, two sets of connector devices interposed between the ends of said bell-crank shafts and the respective universal joints and operatively connected to the latter, and means for moving one set of connector devices into operative connection 'with said bell-crank shafts anddisconnecting the other set therefrom.

4:. A control mechanism of the kind described comprising a plurality of bell-crank shafts, a frame in whichsaid shafts are mounted, a plurality of transmission elements extending from adjacent opposite ends of said bell-crank shafts, a corresponding plurality of connector devices interposed between said bell-crank shafts and said transmission elements,- aframe in which said connector devices are mounted, and means for causing a relative movement between said frames whereby operative connection is made between said bell-crank shafts and an adjacent set of transmission devices.

5. A control mechanism of the kind described comprising a plurality of'bell-crank shafts, a frame in w iich said shafts are mounted, oppositely disposed sets of transmission shafts terminating adjacent opposite ends of said bell-crank shafts, sleeves,

movable with said transmission shafts and slidable on theends thereof adjacent said bell-crank shafts in alinement with the latter, and means for causing a relative movement betweensaid bell-crank shafts and said sleeves whereby thelatter areengaged alternately with opposite ends of the latter.

A control mechanism of the land described comprising aplurality of bell-crank shafts, a frame in which said shafts are mounted, oppositely disposed sets of trans mission shafts terminating ad acent opposite ends of said bell-crank shafts,- sleeves movable with said transmission shafts and slidable on the ends thereof: ad acentsald bell-crank shafts in alinement with the lat-- tor, a reciprocable frame in which said sleeves are mounted, means for movingsaid reciprocable frame whereby said sleeves alternately engage opposite ends of said bellcrank shafts.

7. A control mechanism of the kinddescribed con'iprising a plurality of bell'crank shafts, a frame-in which said shafts aremounted, oppositely disposedsets of transmission shafts terminating ad acent opposite ends of saidbell-crank shafts, sleeves movable with said transmission shafts and slidable on; the ends thereof'adjacent said bell cranlr shafts in alinement withthe latter, a reciprocable framein which said sleeves are mounted, a rock shaft, an arm projecting from said rock-shaft and operatively connected with said reciprocable frame and means for actuating said rockshaft whereby to cause one set of said sleeves to engage withthe ends of the, bell-crank shafts positioned in one plane {and then the rotatable sleeves interposed between the ends of said bell-crankshafts and saidltransmission shafts, a slide frame having-transverse members in whichsaid sleeves. are rotatably mounted, atransverse rock-shaft, and means operatively connecting said rock-shaft and frame whereby. the latter ismoved from one position to anotherto simultaneously connect and disconnect the respective sets of transmission shafts through said sleeves with the respective adjacent ends of said bell-crank shafts. l

9. lna device of the character described,

two sets of; oppositely extending transmission elements adjacent vends of which are separatedfrom each other, a plurality'of shafts arrangedfor connect-ion withthe respective sets of elements, a plurality, of devices for connecting one set of elements to said shafts and disconnecting the other set of elements from .saidshafts, and means for shifting said connecting devices.

10. In a device of the character described, two sets of oppositelyextending transmission elements adjacent ends of the'respective elements terminatingin fixed parallel-spaced planes, a plurality of shafts interposed beelements, and means alternately connecting the respective'ends of said shafts with an adjacent set of transmission elements.

Signed at Chicago, in the county of Cook,"

and State of lilinois, this 15th I day of. December, 1925.

SVEN JULIUS s'rmn;

tween the spacedends of said transmission

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