US1794587A - Electropneumatic valve - Google Patents

Description

March 3 1931. A. T. CARTER, 1,794,587

ELECTROPNEUMATIC VALVE Filed May 10. 1929 2 Sheets-Shes; '1

FIG. '1.

ATTORNEY March 3, 1931. A. 1*, CARTER.

ELEC TROPNEUMAT I C VALVE Filed May 10, 1929 2 Sheets-Sheet 2 G,- Q FICEMB. 1

BY '1%% %ORNEY I Patented Mar. 3, 1931 n nsniii iii cAn'i'n Qoi 'co iiwA'rsRi; New YORK-UVASSIGNOB,'TCGENERAL RAILWAY OFFICE j s enniicoiuranv, or noel-ESTER; ni wvoii- Amnesi filed May '10,

I -This invention relates: to automatic train control systems,- and more particularly to electro-pneumatic valves for controlling, pi'ieuinatically operated novable ramps,

pneumatically operated brake valve actua-g tors,- or, other pneumatically-operated means for; controlling the movenientsrof trains.

4 y In the construction :of 1 automatic; train control systems, it is desirable :to have such a systemorganized to operate-upon the :closed circuitprinciple." One jsuchsystem of the train stopVtype, has aqnovable ramp so arr-r ranged,- that if its control means, which isv inter-connected with the signal system; as-

sumes a stop position-or becomes. severed,;the

ramp moves to a predetermined position under the force offigravity, in which position, the ramp trips an'cle'ctricswitcli or other valve controlling lever on'a moving train to effect an automatic brake application; U11: der -non-stoppingflconditions, the ramp is moved-by the: application of air pressure to a controlling piston out of the range of contact With-the tripping device on the moving train. j Insucha case, wheretthe control ling electro-pneun'iatic valve is operated by alternating currentit is desirable tohave the clcctro-pneumatic' control valve immune to stray direct current potentials, Whichmight' producea false condition.

, Also, as the system provides, that the con tiwylling electropneumatic; valve shall be normallyenei'gized, it is desirable, that the device shall consumea minimum amount of 7 power when in the energized position.

With the aboveand other considerations in mind, it is proposed to provide analterg nating current electr pneu m aticvalve, which is responsive to'falternating current only and which will require a minimum value power- When in fully-energized position.

Other 'oozgec s p 5' purposes and cliaracteris; tic features willin part be obviousfroin the accompanying. drawingsan'd in part pointed as the, descripti'onv of the invention Ipro; J

' smcmormvmm'vmjvs Q 1929. Seria1-N'o; 361,330..

- Yi'g. 2, is side elevation of the electropneu natic valve as included Within the presentinvcntion, showing the valve; chambers andcoilin cross section;

, FigBis an end view of the electro-pneuinatic valve as shown in Fig. 2;

-,Fig. 4 is a cross section, view ofthe arma r turesho-Wn in Fig.1.- y r Although invpracticc, a train'control sys tern, anay-govern the, passage of trafiic over a railroad in accordance with the indication of Waysidesignals at passing siding, intermediate ,signals,-, and signals at cross-overs and the like,the present invention has for con venience been shown as applied to the appa-i rat/us located at the permissive-hl.ock-signa].

'SE,=.which governs the passage of traiiic in air-east b ound direction'over a track section TK, This track section has the usual track battery located at the east end (not shown) and theusual track relay TR atthe west end, which governsthe energization or de-enjergization ofthe electro-pneuma-tic valve EPV through a front contact-F0 of the relay- TR Tli-I'Olh tll line Jtransitornier T3 The precedng track section rlll has its similar control apparatus ofwhiclithe-trackbattery TB" and-track relayTR only areshown.-

,- Thevalve inturn governs the applicationormnon-application of a r pressure to the -cylinder RC, which either forcesjavleverL associated with a piston =PT, to rotate in clock-Wise direction or permits a weight W to "force lever Lin a counterrclock-wise direction in, respgect to the pivot point P,- moving ramp R whichis attached to the right hand endof lever L, outof', or into, anengaging positionrespectively. Thus; an arrangement is theprosent invention, having an armature A, placed within a suitable recess in a stator S,

being a combination so arranged as to furnish control means for a valve combination V.

The stator S 18 made of soft iron laminations 1, so shaped that, when said laminations are held together by bolts 2 and nuts 3, an in verted U-shaped stator is formed having a recess," in' which the armature A- may be mounted. WVith the coil i -placed upon the cross pieces of the stators, and the stop 5 fastened to the stator by a bolt 2, the complete stator-S is mountedupon the frame 6.

The armature A is composed of soft iron laminations 7, that are stamped into a circular shape, being formed with flat portions 011 two opposite sides,vto'allow'a continuous copper band 8 to fit within the circular out line of the armature. The lamina stampings 7 also, have centrally located holes, to receive an axle 9.- These laminae 7 and copper band 8 are held together by the bushings 10 and 11 riveted together at 12 and 13. The axle 9 passes through thearmature A and a lever 14, and are fastened together by rivets 15- and 16. This axle 9- has bearings 17' and 18, which turn on hearing set screws 19 and 20, with the set screws mounted in frames 21 and 6, and locked with usual lock-nuts." The armature A is mounted within the recess in the stator Sin such a manner that the center line of theaxle 9 is slightly lower than the center line of the recess in the stator; This makes the air gaps 6 and 6 slightly less than the air gaps 6 and 6, for reasons hereinafter explained. I

The valve V consists of three chambers which have suitable passages for external connections. The lower chamber SC is a supply chamber connectedpermanently to a suitable suply of air pressure through an external passage. This. chamber SC is connected to thecontrol chamber CC through the port-22, and is connectedtothe exhaust chamber EC, through port 23. Thecentra'l control chamberCC is connected through an external passage 'tocontrol cylinder RC and piston PT, while the exhaust cham-.

her is opened' to" the atmosphere through a suitableexternal passage; The ports 22 f and 28 1' are controlled suitable" verve plun'gers- 24 and 25' re'spectively', which are circular" mounted upon the valve stem 26, and biased to an upper extreme position, by the co l spring 27. However, the valve stem 26 1s normally held in a lower extreme posltion with coil spring 27 compressed by a foot 28 of a lever 28, which is pivotally suspended upon hearing set screws 29 and 30 mounted upon the frames 6 and 21. This lever 28 is connected to the armature A through the toggle lever 31 and the lever 14, transmitting the motion of the armature A to'the valve stem 26.

it can be readily understood, that if the armature A is rotated in a clock-wise direction, until the lever 28 comes into contact withstop the ioot28 willfni'ove upward allowing the valve stem 26 to be forced upward by the coil spring 27 thus closin the outlet port 22 of the supply chamber S and opening the outlet port 23 venting the control chamber CC to atmosphere through the exhaust chamber EC. But, with-the armature in its energized position asshownin-Fig. 1, the valve stem 26 is forced down, compressing the coil spring 2Tand closing the port 23 and opening the port22. a i

It will be noted, that the-stop 5'is mounted upon the stator S in such a position, that it allows the armature to rotate in a clockwise direction to a predeterminedpoint.

Assuming thecoiM'to be energized with alternating currentof a suitable potential, flux passes through the magnetic circuit including the stator laminations- 1 and the armature laminations 7. As the air gaps 6 and 6 in cluded'in this magnetic circuit, are of a lesser value than the air gaps6 and 6, a greater amount of magnetic pull will be applied below thanabove-thecenter line of the armature A. This gives a desirable'resultin that, the greater magnetic pull is in a common direction with the-force of gravity, eliminating the natural vibration of a non-rotating magnetic body withina field of alternating flux.

Vith the coil 4 energized and the copper band 8 on armature A in a vertical or 90 degreeposition, there is no torque produced on thearmtaure'A although there is a currentfl'owing in the copper band 8, due to the iactthat-the direction of the flux produced by the induced currentis opposite and para]- lel't-o thediroction of the primary flux. Also, there is no torque on the armature A, when it is ina: horizontal or 180 degree position, hecauselhere is; nocurrent induced in the copper-band 8; Thus, the torque produced 011 the armature A varies from zero at the 90 degree position, to a maximum value at approximately the 135 degree position, and back to'zeroat the180 degree position.

Themechani'caladvantage obtained by the levers 14, 28and' 31 in alto'ggle combina tion, varies from unity at such time that the-lever-l t is perpendicular tothe direction ofvthe force app'lied to'--the' lever 28, to an approach to infinity as the 1 direction of the iuU force. applied "to lever 28 :coi-ncides center lineofarmature A; l i r A combination can thus be obtainedllby combining the characteristicsz ot the above with l he described armature and toggle arrai-igement,

to obtaina maximum out-putof force-onthe lever 28 over arlimited movement oi arotationi 1 11-.the electropneumatic:valve of the present inven ion, this maximum value, isaob tained by varyingtheangle between the copper band .8 and the lever 14. 1

It is also, readilywunderstood, that'witli: a,

fully energized position chosen such that the copper bandi8 zisflapproaching the 1 80 degree position, the current flowingintlie copper, band 8 isapproachingzero. Hence, theal'otal power required to QOPGIQCG the bneumatie valve EPV is at a mini-i mum value when in the energizedposition,A

The above I rather specific description of one form of thisinvention,isgiven solely tor.

the sake of illustration, and isnot intendediin any mannerwhatsoever, in limiting sense,

as obviously, the invention can be embodied in many differientiphysical 'i0rms,. and: is 'suscep-,

tible: of numerousmodifications, and all such terms andimod fications are intended to vbe included in thisinvention as come Within the scope ot'theappended claims/r Having claim 2 1 'l rackway apparatus for traincontrol systems of the mechanical rtri'p' traiir stop type comprising, ian electro-responsivel de vice, which, When energized, placesaa me turn through an angle ,to;holdsaidinech-an ical tripin its inactive position by:ma'gnetie: repulsi on ,ot 3 sa d short c1 r'cmted: 1 :Wll 1(llll,{-,;

said devicebeing,non-respoiisive:to tlie flow oli directcurrent in said stator Winding.

2.; Trackwayapparatiisitor train control systems of the mechanical trip train stop type con'iprising, an eiectre res'ponsive: device, i which, when energized,qplacesa' mechanical trip in its inactivepositimn and including a ins stator having a stator Winding associated therewith, a circujla 1-.r'otor having: ashort cir-. v

' means comprising, 7 a stator having a stator Winding, rotor having a short circuitedlow' cuited winding lying in one plane on said rotoigsaid circular rotor heingmounted' :to

turn through predetermined angle lwithiir a= eircular recess in said stator, whereby, if, alternating current is. applied to said;s1ator winding, saidroton will turn" through an 1 angle to hold, Said mechanical"trip in its inaetivepos short cincuited: winding and sa-id: mechanical lot be ield i'nits inaetive positionby the flow oiidirectcurrent-in said stator .Wi-nd f saidcngcularrotor haying its airs. of"

described my invention, I now,

onb nia 'netic repulsion ofsaidfi ta tioni positioned below the center line of said ,icircular recess in saidst'ator to thereby T minimize vibration-during energization.

, Apparatus fortraincontrolsystemsofthe mechanical trip train stop type-"comprising, an;electro.-responsive device including a sta tor having asatorWinding.associatedtheree v with, a circular rotor having a loW resistance short; circuited Winding lying in oneplane; on

said rotor,fsaid eircularrotor being inounted to turnthrough a predetermmed angle within acircular'recess 1n. said stator, theaxis ofn-rotationv'o'f said "rotorheing ripositioned below thie center line of said -.circular recess in said stator, operating means to holda me-, chanicaltrip in its inactive position, and to allow, ridmechanicaltrip to assume its ac .tive position, inter-connecting means to trans mit; motionof said rotor to said operating meansincluding, acontrolled lever, a power lever connected to said rotor, anda connecting' leversog connecting said power leverto; saidr controlled ,leveiythat saidcontrolled lerenreceives. a maximums-Value of energy dueto a predetermined vangle between the plane of; saidshort eircuited ,Winding and the levera rm of said poWerf-lever so that said rotor, turns-toan energizedposition inresponse to the, application of alternating cur renttosaid statorwinding to hold said mechanicalftr-ip inone-position. H 1 4. lira-n. electro-pneumatic valve torautomat c train control p on ,ra1lroads, an electroa responsive means comprising, a;stator'liav ing a stato rwvindi-ng,a rotor havingashort;

circuite(l:Windi11g lying in one; plane on rotor,- sa d rotor beingmounted pivotally to rotate through a limited angle insuch 'aposisaid stator :a valve controlledlb saidelec V i i i trolled lever and said driving lever, whereby,

alternating current be applied to, said sta-v tor; WlllCllIlg, sa d, rotor turns 7 through an tion to com )lete vthe ma netic circuit ,ot f

. l r C! angle to control said valve from one biased] extrei i ieposition to another extreme position, sa d electro respons ve ,devlee be ng, non-ree sponsi-Ve to the flow of direct current in: sa d,

stator :Win ding.

train controlsystenis, an eleetro-responsive resistance metal liand lyingin one plane 5, Ina controlling device for automatic thereon, saidrotor being mounted to rotate] through an angle Within the magnetic flux path of said stator"; controlling device as soei'a'tedWit-h*said electro-responsive means such that-said controlling deviceacts in ac.-

cordance' with the energizationan'd (le enere giza't i'on of said f}eleetroaresponsive; .means threuglrlever means eompri'singpa controlled Q lever, a driving lever, and a toggle lever sotro-responsive means insuch a manner, that Connecting said controlled lever and said driving lever that said controlled lever re. ceivesa maximum value of energy due to a predetermined angle between: the place of said shortcircuiteda low resistance metal band onsaid rotor and said driving lever attached to said rotor, through said angle of rotation, said rotor being in response to the application of alternating currentbutnotto the application of direct current,

6. Ina controlling device fortrain control systems, an electro-responsive means comprising, a laminated stator having a primary coil, a laminated circular armature having a short-circuited secondary coil; said circular armature being mounted to turn through a predetermined angle within acircular recess in said'stator, said circular armature having its axis of rotation below the center lineof said circular recess in said stator, a controlling means associated with said elecsaid cont-rolling means acts in accordance withthe energ zation or de-energization of said electro-res'ponsive means through a lever arrangement comprising, a controlled lever, a power lever, and a link lever connecting said controlled lever with said power lever, whereby said-controlled lever receives a maximum v'alueot' energy" due to a certain angle between the plane of said short circuited secondary coil and the lever arm of said power lever attached tosaid armature, and whereby said armature turns to'an energized position inresponse to the application of alternating current to said primary coil, but will not respond to} the application oijdirect current to saidprima-ry coil; I

7 g In acontrol, device'for use in systems for the automatic governing of train movements on railroads, an electro-responsive means comprising, a soft iron-laminated statorhavinga primary coil, a soft iron laminated circular armature having a short circuited secondary. coil, said circular armature beingsupportedfto turnthrough a certain angle Within a circular recess iii said stator, said circular'armature having its axis of rotation positionedbelow. the center line of said circular recessin said stator, whereby, the flow of alternating currentinsaid primary coil cannot cause ericessive mechanical oscili ti u iss-id armature, a cont olling means so ia e. With'Said e ectro spon j e m an so that said controlling means acts ill. 1 w dl nce wi h, he ne gi atien. and de-encrgiaation, of said electro=responsive 1 means irougha ever-a r ng men c mprls ng,

con -ral i d lever,- a: dri 1 g. le r n ted tcrsaid ar ature,aadaatggle lever con ec ingsaid controlled leverwithsai d dri g lever: whereby; said: controlledlever is moved; ti -om a biasedpositigntoan opposite extreme position in responseto-tkeapplicatmnof alternating current to said primary coil, said electro-responsive means being immune to operationby D. C.

8. Apparatus for train control systems of themechanical trip train stop type comprising, an electro-responsive device including a stator having a stator winding associated therewith, a circular rotor having a low resistance short circuited winding lying in one plane on said rotor, said circular rotor being mounted to turn through a predetermined angle within a circular recess in said stator, the axis of rotation of said-rotor being positioned below the center line of said circular recess insaid stator.

9. Apparatus for train control systems of the mechanical trip train stop type comprising, an electro-responsive device including a stator having a stator winding associated therewith, a circular rotor having a low resistance short circuited winding lying in one plane on said rotor, said circular rotor being mounted. to :turn through a predetermined angle within .a circular recess in said stator. the aXis of rotation of said rotor being positionedbelow the center line of said circular recess in said stator, operating means to hold a mechanica-ltrip in its inactive position. and to allow saidmechanical trip to assume its active position,intenconriectingmeans to transmit motion of said rotor to said operating meansincluding, a controlled lever, a power lever connected to said rotor, and a'connecting lever so connecting said power lever to said controlled lever that said controlled lever receives a maximum value of energy due to a predetermined angle'between the plane of said short-circuited winding and the lever arm of said power lever so that said rotor turns to an energizedposition'in response to theapplication of alternating current ,to said stator winding to hold said mechanical trip in one position, said electro-lresponsive device being immune tooperation by direct current.

10. In a controlling device for train control systems, an electro-responsivemeans comprising, a laminated stator having a primary coil, a laminated circular-armature hav ing a short-circuited secondary coil, said cir-' cular' armature" being mounted to turnwith a short-circuited secondary coil lying in one plane on the rotor, a control meansoperated by said device, and operating means connecting the device to the control means, comprising, a controlied-lever, apower lever.

and a link lever connecting said controlled. lever wlthtsaid powerleverg whereby said, centroiled levergmeei ves mm'aximnm valaezbf energy due to a certain angle betweenthe plane of said short-circuited secondary coil and the lever arm of said power lever attached to said armature and whereby said armature turns to an energized position in response to the application of alternating cur"- rent to said primary coil, but will not-respond to the application of direct current to said primary coil. In testimony whereof I afiix my signature.

7 AINSLIE T. CARTER.

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