US691625A - Means for propelling cars, &c. - Google Patents

Description

No. 69|,625. Patented. Ian. 2|, |902.

' E. HAYWARD.

`MEANS FOR PBOPELLING GARS, 81.0.

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No. 69|,625. v E. HAYWARD.

MEANS FOB P'BOPELLlNG GARS', &c. (Appmipn-med Feb. 2s, 1901.) (No Model.) 2 Shams-Sheet 2.

ll-lllll' UNTTED STATES PATENT OFFICE.

EUGENE HAYWARD, OF CHICAGO, ILLINOIS, ASSIGNOR OF TlVO-THIRDS TO JOHN T. LUEDER AND .ICI-IN B. MORRIS, OF CHICAGO, ILLINOIS.

MEANS FOR PROPELLING CARS, C.

SPECIFICATION forming part of Letters Patent No. 691,625, dated January 21, 1902.

I Application filed February 28, 1901. Serial No. 49.191. (No modeL) To @ZZ whom it may concern:

Be it known that I, EUGENE HAYWARD, a citizen of the United States, and a resident of Chicago, in the county of Cook and Stateof Illinois, have invented certain new and useful Improvements in Means for Propelling Cars or the Like; y and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to improvements in means for propelling cars, and more particularly to means whereby the energy exerted to stop or retard a train or car maybe stored to be utilized to start the same.

The object is also to provide means whereby energy may be stored when the train is running downgrade and utilized again when desired or in assisting the train up a grade.

The invention consists of the matters hereinafter described, and more fully pointed out and defined in the appended claims.

In the drawings, Figure 1 is a bottom plan view of a car provided with a device embodying my invention. Fig. 2 is a detail of -the means for automatically operating the valves. Fig. 3 is a fragmentary front elevation of the valve-operating means. Fig. 4 is a plan View of the valve-operating mechanism, the casing therefor being shown partly in section. Fig. 5 is a plan view of the casing. Fig. 6 is a sectional View of the valves. Fig. 7 is a detail of another form of the operating-valve. Figs. 8 and 9 are'details of valve-operating means at the `end of the car opposite that shown in Figs. 2 and 3.

As shown in said drawings, A indicates the car-bottom, the trucks A and A2 thereof being shown somewhat diagrammatically. Operated by the axle As of the truck A2 and secured to the car-bottom is a compressing device, as shown, similar in all respects to that shown and described in my application for means for utilizing compressed air filed the 15th day of February, 1901, Serial No. 47,490. Said compressor consists of a cylindric cam B, journaled parallel with the -shaft or axle A3 and rotatively connected therewith, a piston-rod having a head on each end and re- `ciprocated by said cam in the cylinders B."

and B2. From said cylinders the compressed air is deliveredthrough the pipe b to a tanky C, extending longitudinally of the car between the trucks. This tank may be of any desired form or construction and is rigidly secured to the bottom of said car. D indicates the cylinder of a fluid-motor of any desired construction, also supported from the car-frame. Driving-pulleys d d are provided on the shaft of said motor, over which chain belts or other suitable connections extend around pulleys on the shaft Aof the truck A. The tank C is pneumatically connected with the cylinder of the motor by means of the pipe c, which is in alinement with the tube b, leading from the compressor, and together therewith unites in a T with the pipe c' opening into said tank.k Obviously it is unnecessary that either the compressor' or the motor be in effective operation at all times, and,asv shown, means are provided whereby the compressor operates to force air into the tank C only during the time that the train is stopping or (as upon a downgrade) whenever the train is retarded by pressure on the drawheads. When pulling strain is exerted on the draw-head,however, the compressor ceases to operate, as when the train is starting or on 4an upgrade. The motor at such times comes into operation as an aid in propelling the car. To secure these results, atwo-way valve B3 is connected in the pipe b, adjacent to the connection of said pipe with the pipe c', and a valve C is similarly connected inthe pipe c, said valves being approximately at equal distances from said pipe c'. The valve-closure for each of said valves extends downwardly and is provided at its lower end with a gearwheel b c2, and rack-bars E E engage both of said gears on opposite sides thereof. Rods e e e e are connected with the ends respectively of thev rack-bars E and E and extend longitudinally of the car to near the ends thereof, at which points sprocket-chains are secured to the adjacent ends of said 'rods and IOO in Figs. 2 and 3.) segment-gear F, pivotally secured on the draw-head and provided with an arm extending beyond the same to one of the center sills, whereon the same is pivoted. It follows that when the draw-head is pressed inwardly in buffing said segment-gear is forced longitudinally of the same toward the center of the car, while in pulling it is pulled in the opposite direction, thereby rotating the sprocketwheels E2 and E3 and moving the rack-bars E and E longitudinally, thereby shifting said valves. The shaft of the sprocket-wheel E2 is likewise provided with a gear E4, and a segment-gearF,similarto thatalreadydescribed, is in like manner secured to the draw-head at that end of the car. For the purpose, however, of enabling said segment F to operate in conjunction with the segment F in shifting said Valves a gear is provided, meshing with said segment-gear and with the gear E4 beneath said sprocket-wheel,so that when both the draw-heads of the train are forced inwardly at one and the same time both segment-gears operate conjointly to shift the Valves. Said valves are so set that when said draw-heads are forced inwardly the compressor is directly connected with the tank through the valve B3, while the valve-closure to the valve C is rotated sufficiently to shut off the connection between the tank and the motor. Vhen, however, pulling strain is brought to bear upon the draw-head, the rackbars E and E are actuated oppositely, thereby rotating the closure of the valve B3 to the position shown in Fig. 6, where any air coinpressed is permitted to escape into the atmosphere, while the tank is connected directly with the motor through the valve C.

Obviously, if preferred, when either the compressor or motor is not in use auxiliary means of any preferred kind may be employed to hold the same inoperative until the same is automatically brought into action.

When all the cars of the train are provided with devices embodying my invention, it will not be necessary to connect the same with the draw-head, as hereinbefore described. Instead, train-service pipes G G may be connected from car to car and with the locomotive-cab in a familiar manner, whereby the operation of the compressor and motor may be at all times under the control of the engineer. Such connections for operating,r the Valves may be made in any desired form. As shown, however, in Fig. Ll, each of said rackbars is provided with a projection g g, extending through a slot in the casing. An operating-valve g g', containing a piston and rod, is located in close proximity to each of the projections g g, and the rod is connected therewith in such a manner that when air is forced into said valves the rods of both valves act conjointly, forcing the rack-bars E and E oppositely, with the effect of moving the The 0'ear is engaged b f a j D D C) valve, as before described. Obviously comi pressors of any desired construction may be employed and any preferred motor used, and

I have herein shown but one of many forms of motors and compressors and but one of the many ways of connecting and operating the j same which might be advantageously employed.

Many details of construction may be varied Without departing from the principle of this invention.

I claim as my inventionl. The combination with a car and its trucks of an air-compressor operated from one of the truck-axles, a tank adapted to receive the air under pressure therefrom, a motor communicating with the tank and means operated by compression on the draw-head for actuating the compressor and means actuated by pulling strain upon the draw-head for actuating the motor.

2. In a device of the class described, a car, an air-compressor operated thereby, a pressure-tank to receive the air therefrom,a motor in operative connection with the compressor and adapted to propel the car and means operated by pulling strain on the draw-head acting to open the communication between the tank and motor.

3. In a device of the class described, a compressor, a tank to receive the air therefrom, a motor operatively engaging a car-axle and driven by the compressed air from said tank and valves in the connection between said compressor and tank and said tank and motor whereby when the motion of the car is retarded the compressor operates to lill the IOO tank, and automatic means for opening the connection between the tank and the motor when pulling strain is brought upon the drawhead.

i. The combination with a car, of an aircompressor operated from a car-axle, a tank adapted to receive the air therefrom under pressure, a motor connected with said tank and rotatively engaging one of the car-axles, and means whereby compressing strain on the draw-head of the car acts to start the compressor and pulling strain thereon to permit the ow of air from the tank tothe motor, substantially as described.

5. The combination with a car, its trucks and draw-hcad,of a compressor operated from a car-axle, a tank to receive the compressed air therefrom, a motor pneumatically connected with said tank and rotatively engaging a car-axle, valves in said pneumatic connection, segment-gears pivoted on the drawhead, and acting to operate the valves in the connection between said compressor and tank and tank and motor whereby compressing strain on said draw-head causes the air to be compressed in said tank and pulling strain thereon permits the same to flow to the motor, substantially as described.

u, In a device of the class described, the

combination with a car, its draw-heads and IIO tuatingsaid valves, to start and stop the compressor and motor.

In Witness whereof I have hereunto subscribed my name in the presence of two subscribing witnesses.

EUGENE HAYWARD.

In presence of- O. N. HILLS, LOUIS J. DELSON.

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