US296679A - Foueths to william de waggstaff - Google Patents

Description

(No Mode.)

E. R. E. C-OWBLL.

SPEED INDIGATOR.

Patented Apr. 8, 1884.

, NGs 296,679.

N. PUER mm-Mbegnvher. washingum, D. C.

vllnurn Sinins EDWARD R. E. COVVELL, OF DETR IT, MICHIGAN, ASSIGNOR OF THREE- FOURTHS TO WILLIAM DE VVAGGSTAFF, OF RUSSIA.

SPEED-INDICATOR.

SPECIFICATION forming pari: of Lette rs Patent No. 296,679, dnien'nprn e, 1834,

Application filed December 1K2, 1883. (No model.)

To all ich/ont it 711-61132/ concern:

Be it known that I, EDWARD R. E. GownLL, of Detroit, in the county of Wayne and State of Michigan, have invented new and useful Improvements in Speeddndicators; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which form a part of this speciiication.

This invention relates to certain new and useful improvements in the construction and operation of devices by means of which the speed of a railway-train may be indicated to lthe engineer or conductor.

The invention consists in the peculiar arrangement and construction of the several parts, all as more fully hereinafter set forth.

Figure l is a sectional elevation of my invention, and Fig. 2 is a section on the line .t .c

of rig. i.

In the accompanying drawings, which form a part of this specification, A represents the axle ofthe forward truck of a locomotive, upon which is rigidly secured or formed the worm B, designed to engage with the pinion C upon the shaft D, which has bearings in the side walls of the casing E E,pendent from the truck and embracing the axle, the parts being so arranged' that the said worm and pinion are at all times in engagement. The casing is made up of two parts, E and E', the former being se cured to the bottom ofthe truck, and having the shield or guard e cast integral therewith, which incluses the pinion C on its forward side, except at its lower end,where it meshes with ythe worm B. The part E is secured to E by bolts passing through the same on either side ofthe axle. The counter-shaft D, which carries the pinion 0, is mounted between the two parts E and E, and has the flexible shaft F secured to its outer end. It will be noticed that the part E performs a double ofce-that of strengthening the axle A at the parts c, where it is cut away, and also supports the counter-shaft I). The guard e prevents all sand, grit, and such like foreign matter from getting onto the wearing parts of the worm and pinion.

F is a flexible shafting, one end of which is secured to one end of the shaft D, while the opposite end is connected to the upper end of the shaft H, journaled vertically in the casing I, which is located at any convenient point within the locomotive-cab. Rising from the casing I and stepped` in an offset tube. I', is aglass tube, K, provided with an index showing speed in miles,and upon the shaft H, I se cure a screw or propeller wheel, G,which rotates 1n oil J, or other resistance-fluid with which the casing is filled.

Inpractice, the movement ofthe locomotive through the connections herein named imparts a rotary motion tothe propeller-wheel G, and the power developed by this wheel tends to to force the oil up the tube, the height of the oil in the tube indicating to the engineer the rate of speed at which his engine is being driven, the gravity of thevoil acting as a counterbalance. If the top of the tube K be closed I have an additional resistance in the com)- pression of the air within the tube.

I consider it important that the casing should be provided with an offset tube, as it affords an easy means for securing the graduated tube to said casing,besides forminga separate chamber, the opening of which is in the same plane as the wheel G. The bottom of said offset, curving up'ward,guides the fluid more easily in its ascent. As the liquid in both chambers of the casing will be on a level when the vehicle is at rest, a very slow movement of the propeller, with my construction and arrangement of parts, will cause the liquid to be displaced and rise in the graduated tube. Another novel feature is the iiexible connection between the motive power and the indicator, said connection being directly attached to the propellershaft and to the counter-shaft, deriving its motion from the main shaft, said construction admitting of the indicator being placed in a variety of po sitions,l as occasion may require.

I am aware of the Patent No. 153,470, and make no claim tothe ccnstructi on shown there 1n, as I deem my invention as essentially different therefrom and an improvementl thereon, inasmuch as my bracket E supports and strengthens the axle at a point where strength is most needed, while in the above-mentioned patent the axle is in no way supported bv the bracket, but is forced to carry the bracket and shaft and help to support the gearing carried by said shaft, and connections running from IOO said axle to the speedindicator, besides having to sustain the strain which is incident to lateral and forward lunges ofthe gearing caused by the same being loosely supported.

What I claim as my invention is In a speed-indicator, the combination of the axle A', car1yingtheWormB,the pendent bracket E, secured to the under side of the truck and supporting said aXle and strengthening the same at a, the shaft D,supported at one end by the bracket E,and at the other by the part E', attached to the bracket E,which has the shield e cast integral therewith, pinion C,carried by said shaft D, and inclosed Within the casingE E, and meshing with the Worm B, and the fleXii 5 ble shaft Rattachcd at one end to the shaft D, and at its other end to the indicator, substantially as and for the purpose described.

EDVARD R. E. GOWELL.

Vitnesses:

H. S. SPRAGUE, E. ScULLY.

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