US507831A - Reverse-lever - Google Patents

Description

(N o Model.)

J. T. MUNDY. REVERSE LEVER.

No. 507,831. Patented Oct. 31,1893.

I WITNESSES:

' UNITED STATES PATENT OFFICE.

JUDSON T. MUNDY, OF MARLBOROUGH, NEW YORK.

REVERSE-LEVER.

SPECIFICATION formingpart of Letters Patent No. 507,831, dated October 31, 1893.

Application filed December 1, 1892- Serial No. 453,741. (No model.)

To all whom it may concern.-

Be it known that L'JUDSON 'I. MUNDY, a

- citizen of the United States, residing at Marlborough, Ulster county, New York, have invented certain new and useful Improvements 1n Reverse-Levers; and I do herebydeclare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, in which Figure'l is a front-edge elevation'of my reverse lever; Fig. 2, a plan (or side) elevation; Fig. 3, a combined rear edge elevation and longitudinal section on dotted line w, to, Fig. 2; Fig. 4, an enlarged transverse section taken at dotted line w, m, Fig. 1; Fig.5, an enlarged isometric detail of one of the gibs embodied in my device; Fig. 6 an enlarged cross-sectional detail (taken on a line corresponding to Fig. 4) illustrating a modification of construction; and Fig. 7 is an enlarged isometric detail of a modified form of gib.

Like letters and numerals denote corresponding parts.

Myinvention relatesto levers employed to control the throttle-valves of locomotives and engines, retaining the throttle valve in desired position with respect to its seat.

The object of my invention is to provide a device of the character stated, which will readily and positively lock the valve-lever and connecting operating rod in any desired position, and as readily unlocking the lever for disposal at different locations.

My invention consists in the novel construction, arrangement and combination of parts as hereinafter described, and specified in the annexed claims.

My device is constructed as follows:A is a bifurcated valve-lever, pivotally connected at one end by a pivot-pin or bolt 3 with the link A pivoted in turn to the boiler or apparatus (not shown) whereto my device is applied. Said lever has pivotally secured to it at 2 (by a pivot-pin or bolt) the throttle-valve rod A which connects with the boiler head as usual, andoperating the throttle-valve or reversing mechanism of the locomotive.

a is the handle portion of the lever A, and 13 its bifurcated part located about midway the levers length, the divergent-convergent forks or divisions b, b, resultant of the bifurcation, creatinga rectangular opening or passage 1 through which centrally passes (and is upheld) a segmental arm (or quadrant) D, pivoted on a link D, in turn pivoted on the boiler or apparatus as customary.

O, 0 denote gibs or clamp-blocks preferably of brass or analogous metal, comprising respectively a flat portion 9 and end flanges d, cl, creating conjointly a cavity (or slot) 1 extending from edge to edge of the gib in a direction parallelwith the flanges, which gibs are movably seated within the opening 1, hereinbefore mentioned of the lever A at either side of the arm D, and adapted by means hereinafter enumerated to instantaneously bear or set against the sides of the aforesaid arm, interposed between them. Said arm D is devoid of the notched periphery common to old style forms of quadrants for reverse levers, contrarywise being smooth and even of surface both at its parallel sides and peripheral edge.

E, E are actuating arms, horizontally disposed, located at either side of the swelled bifurcated portion B of the lever A, respectively fulcrumed to thrust screws F; F. penetrating each the protuberant walls I? b of the part B of the lever on a plane transverse to the direction of the arm D, the pointed end of said thrust-screws normally impinging tightly the contiguous depressed face of the respective gibs. The armsE E are f ulcrumed at end to the thrust-screws F, F, by the fitting of the square heads 0 cthereof into the square orifices in the attachable ends of the arms,

said stated connection insuring concurrent when rotatedJ Springs 6 6 (preferably coiled) are arranged at the opposite sides of the valve lever, slightly forward thereof, their lower ends attached to the ends of a cross pin g, retained by a lug projecting from the forward edge of the lever A, beneath the enlargement B thereof, the upper ends of the springs passing through a hole f in the arms E midway their lengths, and there secured by a hook shaped bend of the spring ends. The forward ends of the arms E are pivotally con nected by pins 0 to a vertical rod (or link) H located contiguous the valve-lever, which rod at its upper end is pivotally fulcrumed to a latch or curvilinear lever G, by a pivot-pin l; the latch in turn by a pivot-pin m, being fulcrumed upon the valve lever beneath its handle. The latch-leverG of customary form, having arm portions k,j, and handle part 1' has a curvilinear spring 11, secured at its lower end in a cavity existing between the lever and handle of the latch, the upper portion of said spring movably bearing against the latch handle, and held against lateral dis placement thereat by being seated in a groove or concavity located in the rear face of said latch handle. The coiled springs e e (of stiff strong wire) rotating the thrust screws in the direction of impact with the gibs or side blocks, insures thorough tightening of the screws against said gibs. The parallel sides of the arm or quadrant D present smooth flat surfaces 7', 1', to the parallel smooth faces, 19, p, of the gibs or clampblocks, thereby insuring uniform frictional contact or impingement one with the other when the normally pressing gibs are bearing against the interposed arm.

Fig. 6 illustrates a modification of construction, in that the gibs at their bearing faces have centrally a slight rib or feather s, transversely of pointed contour, which r-ib located parallel with the gibs flanges is adapted to engage depressions or inequalities of surface existing in the faces of the arm D, by the milling of said faces, or other satisfactory roughening, as indicated at t, t which modified arrangement is advantageous in the improbable event, under extraordinary conditions of the primary formation of gibs and arm failing to insure requisite degree of frictional engagement.

When deemed advantageous to,I may as is obvious, utilize a spring or springs so applied as to force the gibs outward from the arm or quadrant D which necessity would arise only in the improbable event of the gibs setting or adhering to the aforesaid arm notwithstanding the release of the thrust-screws from impingement-which slight sticking (if occurrable) might somewhatinterfere with perfect freedom of movement of the throttle valve lever.

Evidently, when preferred, a single thrust screw, double-threaded, having right and left hand threads, may be utilized instead of the two thrustscrews. Moreover, one tightening springinstead of two, is susceptible of utilization, although undoubtedly a pair (as shown) will prove most satisfactory.

My device operates as follows: It being (as represented) in a locked central position; an engineer desirous of moving the throttle valve, grasps concurrently with his hand the handle a of the lever A, and the handler of the latch G, pressing the latch-handle toward the lever handle; which action causes the thrust screws to so operatingly turn by the movement of the actuating levers keyed thereto, (connected with the latch by the forked connecting rod,) as to release the pressure of the screws against the gibs C, and impingement of the gibs against the interposed arm quadrant D terminated, permits unrestricted movement of the valve-lever A, the springs 6 being extended by said inward throwing of the latch G toward the valve-lever. While the gibs are out of contact with the arm or quadrant, the engineer impels the valve-lever to desired degree; and then withdraws his hand from latch G, permitting the rod H to descend and therewith the arms E, allowing the springs e to contract toward their retaining pin g, said contraction of the springs (attached upwardly to the arms E) compelling revolution of the thrust screws in such direction as impels their ends tightly against the contiguous gib faces and insuring thorough frictional hearing of the gibs against the arm D, causing positive locking thereof.

In my modified construction the operation corresponds to the above described. The spring n assists in impelling the pivoted latch G away from the lever A whenever the engineer releases his hold therefrom insuring quick disposal of operative parts in requisite positions for the locking together of the valvelever and arm or quadrant. Obviously, when the latch is in its normal position the thrust screws are impinging the gibs, and when thrown toward the handle of the valve-lever the screws are retracted through their reverse revolution. As is evident, the simultaneous pressure of my gibs centrally against the sides of the quadrant D, attains a perfect locking.

My construction insures expeditious adj ustment and locking or unlocking of the reverse or throttle-valve lever; features of value, particularly when there may be liability or danger of a collision of the locomotive, or other accident, necessitating sudden movement or absolute locking of the valve-lever.

Especially advantageous is my formation by reason that the disagreeable rattle incidental to the working of common forms of reversing-levers is entirely obviated, mine operating practically smooth and noiseless.

Having described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. A reverse or throttle-lever, suitably fulcrumed, provided intermediately its length with an opening, a segmental-arm passing through said opening, gibs operatively seated therein at the sides of the interposed arm, and mechanism capable of both retaining the gibs impingingly against aforesaid arm and releasing their impingement thereof, all combined and operating substantially as described and for the purposes set forth.

2. A reverse or throttle-lever, suitably fulcrumed, having between its extremities a swelled portion provided with a transverse opening, a segmental-arm or quadrant passing through said opening, adjustable gibs dis IOL posed in the opening at the sides of aforesaidarm, and mechanism capable'of both retaining the gibs in frictional engagement, with the interposed arm and releasing the frictional hold thereof from same, all arranged, com-" bined and operating substantially as described and for the purpose specified.

3. A reverse or throttle-lever having intermedia'tely its length an enlarged portion provided with an opening, a segmental arm or quadrant extending through said opening, gibs movably seated in the opening at the sides of the interposed arm and adapted when carried inwardly to clampingly impinge the rant extending through said opening, gibs movably seatedin the opening at the sides of the segmental arm, actuating arms at the sides of the operating-bar contiguous said opening, thrust-screws penetrating the opening at opposite sides and capable of exerting pressure against the'gibs, through the action of the actuating-arms fulcrumed to said screws, said arms and thrust-screws operating in unison, impelling springs extending from the aforesaid arms to the operating-bar, a rod pivotally connected at its forked extremity to the actuating arms and upwardly, pivoted to a latchlever pivotally secured to the upper portion of the operating-bar, all combined and operating substantially as described and for the purposes set forth.

In testimony whereof I affix my signature, in the presence of two Witnesses, this 22d day of August, 1892.

JUDSON T. MUNDY. [L.S.]

Witnesses:

GEORGE E. CLARK, THOMAS WOOLLEY.

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