US795243A - Railway-brake apparatus. - Google Patents

Description

No. 795,243. PATENTED JULY 18, 1905. G. T. 6; L. WOODS.

RAILWAY BRAKE APPARATUS.

APPLICATION rum) APR.10,1903.

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mm, mm 6M- 4' UNITED STATES Patented July 18, 1905.

PATENT OEEIcE.

GRANVILLE T. WOODS AND LYATES WVOODS, OF NEW YORK, N. Y., ASSIGN- ORS TO WESTINGHOUSE ELECTRIC & MANUFACTURING CO., A COR- PORATION OF PENNSYLVANIA.

RAILWAY-BRAKE APPARATUS- SPECIFICATION forming part of Letters Patent No. 795,2l3, dated July 18, 1905.

Original application filed December 31, 1902, Serial No. 137,350. Divided and this application filed April 10, 1908. Serial No. 152,053.

To all whom, it may concern:

Be it known that we, GRANVILLE T. VVooDs and LYATES WooDs, citizens of the United States, and residents of New York, in the county of New York and State of New York,

have invented certain new and useful Improvements in Railway-Brake Apparatus, of which the following is a specification.

Our present invention relates to certain fea- Io tures of the apparatus described in our prior application,filed December 31,1902, Serial No. 137,350, of which application our present application is a division.

The object of our present invention is to provide effective and reliable means whereby the motion of an electrically-driven car or train of cars may be controlled by the motorman or driver, or in case of the sudden disability of the motorman said car or train of cars will 2 be automatically stopped, or said car or train of cars may be brought to rest by any passenger and from any one of said cars.

Another important feature of the present invention is that a flagman or a station agent 2 5 may stop such car or train by adjusting a trip device along the roadway, so that the power will be cut off and the brakes applied independently of the motorman.

Many of the advantages of our present system will be more clearly set forth hereinafter and then pointed out in the claims.

To more fully appreciate the present invention reference is made to the accompanying drawing, in which similar reference characters indicate corresponding parts.

The drawing is a diagrammatic representation of one way in which to arrange our apparatus in the equipment of one car.

The parts are indicated as follows: A is a 4 group of circuit-wires having four sets of terminal contacts or connectors B O D E and a set of branch wires E, which connect each with a predetermined part of the motive portion of the motor-controller device or apparatns G G. The terminals or contacts B O when not in use are normally open; but they are adapted to be coupled up to similar equipment apparatus on other cars (independently of the sequence or end relation of such cars) to form a train. The terminals or contacts 5 D E are arranged at the respective ends of the car and remain in open circuit until a commuting switch-arm is brought into use, at which time switch-arm 1 will be moved over the terminals or contacts D or switch-arm 2 will be moved over the terminals or contacts at E. When either of such arms is moved, it

is for the purpose of actuating the motor-controller apparatus G G. Springs 3 3, respectively, normally hold said switch-arms at open circuit.

H is an emergency-brake applying or check device whereby the car or train of cars will be brought to rest (independently of the commuting switch-arms 1 2 and independently of 5 the speed or action of the propelling-motors) when such device is caused to be actuated from any suitable position.

I is the contact-shoe through which the electrical equipment obtains its power from the 7 power-circuit or contact-rail.

J is an electromagnet and its armature J, the arrangement being such that when an abnormal amount of current is fed to the motors M M the armature J of said magnet will interrupt the circuit, and thereby prevent the burning out of said motors.

K K are magnets either of which when energized will act upon the appropriate end of lever N, and thereby cause bar O to be shifted, and thus motors M M will be reversed. Bar O carries the motor-reversing contacts P P P P. The latter contacts are brought into electrical connection with the fixed contacts R R R R as bar O is shifted. Said 5 fixed contacts are connected to the terminals of motors M M and arranged upon a support which is represented by dotted lines S.

T T are reversing-switches which are adapted to divert energy from power-wire 4:, over 9 wire 5 to magnet K, or over wire 6 to magnet K to reverse said motors M M. If switch T is thrown to the position shown in the drawings, current will flow from contactshoe I over wire 4, thence to switch T over wire 5, magnet K, wire 7, part 8 of device H, wire 9, armature 10, car-wheel l1, thence to return-rail 12. Such action of the current causes magnet K to attract and move end 13 of the reversing-lever N. Such movement causes contacts P to make connection with iixed contacts R R. hen it is necessary to change the direction of the movement of the armatures of motors M M, switch T is shifted so as to make connection with wire 6. Then current will flow from contact-shoe I and pass over wire 4, switch T, wire 6, magnet K, wire 7, part 8, wire 9, armature 10, car-wheel 11, and rail 12. Then end 14 of the reverselever N will be moved by magnet K, thus causing contacts 1 to connect with fixed contacts R R and contacts P to connect with fixed contacts R R. It is obvious that switches T and T are arranged at the respective ends of the car and when one of such switches is in use the other is out of the circuit. \Vires 4 5 6 extend upward to the conductors of group A and there connect with conductors I) c (.5, respectively. hen several equipped ears are coupled up to form a train, each conductor or wire in group A will be united to a corresponding conductor or wire on an adjacent car. Therefore when switch T or switch T delivers current to wire 5 or to wire 6 such energy (in addition to energizing magnet K or magnet K) passes over the appropriate one of said group of conductors at A and energizes the appropriate reversing-magnet on each equipped car of the train. The shaft G of the motor-controller has an extension or flange Ur, to which lug 16 is attached, and when such controller is not in use said lug rests against stop 17. Spring 3, acting through strap Z or other suitable device, constantly tends to rotate shaft G to the position shown in the drawing.

Z Z Z, &c., are straps or other suitable dcvices which are wound around said shaft G and attached thereto, and each such strap is connected to the appropriate one of the solenoidcores-as, for instance, core W connects with strap Z, core V connects with strap Z, &c. VV V, &c. ,are solenoids into which said cores W V VV &c., are guided by their non-magnetie extensions. Itshould be understood that the dark parts indicated by V W \V, &e. are composed of iron, while the light parts, such as those indicated by 20 21 22, are composed of brass or some other non-magnetic material. Such extensions pass through said solenoids and slide into the receptacles, as 23 24,-&c., extending from the lower parts of said solenoids. Each of said solenoids has one terminal connected to Wire 25, which leads through magnet U, wire 26, thence through part 8, wire.9, armature 10, wheel 11, and rail 12. The remaining terminals of said solenoids are each connected to an appropriate one of the branch wires at F. hKIotor-contreller brake X is normally held against its back-stop, as illustrated in the drawings, by spring 27. Upon the movement of arm 1 or arm 2 magnet U is cut into the circuit and so maintained until the retrograde movement of said arm or handle cuts said magnet out of the circuit. Upon being energized the latter magnet draws brakeX against flange G of the motorcontroller shaft. The influence of magnet U is destroyed as soon as arm 1 or arm 2 makes connection with the first contact of group I) or group E, respectively. Such connection cuts magnet U and solenoid V into the circuit and in series with one another. As soon as magnet U destroys the influence of magnet U then spring 27 draws said brake away from flange (jr. The object of magnet U and brake X is to hold motor-controller (l .r stationary while one ofsaid commutingswitcharms is passing along the blank spaces between the contacts alter such arm has leftone contact and before reaching another contact.

At 10 is shown a motor-armature which is adapted to be used instead of a resistance to regulate the current which is emphiyed to operate motor-controller (Jr (i. It is obvious that the regulation of such current is accomplished by the counter electromotive force of armature 10.

29 is a resistance which is adapted to be used to shunt around armature 10 in case said armature becomes disabled.

3() 31 is an electromagl'letic brake device which when energized uses wheel ll and rail 12 as a part of the magnetic circuit.

33 is an adjustable resistance which is adapted to be actuated by hand when it desirous to gradually apply brake 3O 31 from the car- Matform.

One mode of opi'rrating the system is as tollows: Suppose current now delivered to contact-shoe 1, then energy would pass along wire 4, switch T, wire 5, magnet K, wire 7, part 8, wire 9, armature 10, wheel 11, and rail 12. Magnet K then being energized attracts the end 13 of lever N, and therebv shifting bar 0, so that movable contacts 1 are brought into connection with lixed contacts H. R. Then if switch-arm 2 is moved .lorward so as to connect with contact 34: current will flow from wires 4 and 35, switch 2, contact 3 L, wires l. and s, solenoid w, wire 25, magnet U, wire 26, part 8, wire 9, armature 10, wheel ll, and rail 12. Such movement of the current will cause solenoid V to act upon its core W, and thereby turn controller G to its lirst contact position. Such movement is adapted to cause contact 37 to be brought into electrical connection with contacts 38 39 and contact LU to electrically connect with contacts i1 42, and current then flows from contact-shoe l, thel'ice over shoe J, armature J, contacts 38, 2-37, and .39, resistances st?) ski, wire 45, lield of motor M, contacts P and it li,armaturc of motor i l wire 46, contacts 41 42, wire 47 ,field of motor M, contacts P R R, armature of motor M, wheel 48, and rail 49. The motors M M are then in series and start up. A further movement of arm 2 causes it to pass from contact 34 to the blank, insulated space between contact 34 and contact 50. In the meantime arm 2 has come into electrical relation with. contact 51, such relationship established a circuit from arm 2, thence over contacts 51 52, wires Z and t, magnet U, wire 26, part 8, wire 9, armature 10, wheel 11, and rail 12. Magnet U now being energized pulls brake X against flange Gr as soon as arm 2 passes from contact 34. As arm 2 is moved progressively it makes connection with contact 50. Current then flows over contact 50, wires j r, solenoid V, wire 25, magnet U, wire 26, part 8, wire 9, armature 10, wheel 11, and track 12. Such movement of the current causes magnet U and solenoid V to become energized, magnet U instantly destroys the effect which magnet U exerts on brake device X, then spring 27 draws said brake device away from flange G', and thereby permits the solenoid V to act upon its core V and cause the controller G G to be rotated to the second contact position, thus bringing contacts 54 and 55 together, and thereby cutting out resistance 43. The progressive movement of arm 2 cuts the latter solenoid out of the circuit and then cuts solenoid V into the circuit, and this process is repeated upon each successive solenoid as arm 2 advances, and as each solenoid draws its core down it rotates controller G G to anew contact position and also permits the core of the succeeding solenoid to move down to the appropriate position to be acted upon when the appropriate solenoid is energized. As the controller Gr G is rotated to the third con tact position contacts 56 and 57 are brought together, thereby cutting out resistance 44. A further movement of said controller causes contact 56 to pass from contact 57, thus cutting resistances 43 44 into the circuit. Then by a continued movement of such controller contact 40 passes from contacts 41 42, and thereby opening the motor-circuit. This is the fourth contact position of said controller and which is caused by the actuation of core VV by solenoid V. A progressive movement of said controller causes contacts 58 and 59 to connect with each other and contact 60 to communicate with contact 42 and contact 63 to join with contacts 61 and 62. Such is the fifth contact position of said controller, and at such time motors M M are connected in parallel. The current then flows: contactshoe I, thence over armature J, magnet J, contacts 38 37 39, resistances 43 44 to contact 57. At this point the current divides, a portion passes over wire 45, field of motor M, contacts P and R R, and the armature of motor M, wire current passes over contacts 59 58 6O 42, wire 47, field-magnet of motor M, contacts R, R, and P, armature of motor M, wheel 48, and rail 49. A further forward movement connects contact 64 to contact 55, thus cutting resistance 43 out of the motor-circuit. This is the sixth contact position of the controller apparatus. The seventh and last contact position of said controller is taken, contact 65 is made to connect with contact 57, at which time resistances 43 and 44 are out of the circuit. Now if arm 2 is moved backward by hand the aforesaid solenoids will be renergized in the reverse order to that which caused the forward movement of said controller. If anything should cause the motorman (or his equivalent) to release arm 2 while the power was on, then spring 3 would act through strap 74 and cause a rapid retrograde movement of arm 2 and force said arm to make connection with contact 72. When the latter connection is made,currentflowsalong contact-shoeLthence over wires 4 35, arm 2, contact 72, wires 75 76 77 78, coil 79, wire 80, armature 10, wheel 11, and rail 12, when passing through coil 79 causes the brake device 30 31 to become magnetically energized and instantly apply itself to wheel 11 and rail 12, and thereby bringing the car to rest. It should be understood that allowed to come into electrical connection with contact 72, as described, then a portion of the current which flows over arm 2 is diverted from 75 and passes over branch wire 84, thence to conductor a of group A, and as such conductor connects with a corresponding conductor on each of the other cars it is obvious that the current is-thus distributed among the various brake devices on all electricallyequipped cars of the train.

If device H is operated by rope 88 or by the manually-operated trip device 89 or in any other suitable manner, then part 8 disconnects from the terminals of wires 9 and 26, respectively, and connects with the terminal of wire 91. Such action causes the motive parts or solenoids of controller G G to be cut out of the circuit, and then the current which was flowing over 8 and 9 is now diverted from 9 and passes over 91 78 79 8O 10 11 12. In the meantime coil 79 canses brake device 30 31 to go on.

The brake apparatus may be placed in any suitable position or place and may be of any preferred kind and actuated by any suitable power.

The controller apparatus G G may be employed to control motors which are not connected or used upon railways.

Having now described our invention, we do not limit ourselves to the details of construction or the kind of brake apparatus used.

-We claim as new 1. In combination, a controller comprising contacts fixed upon a common support and adapted to move therewith, and a plurality of when a train of cars is equipped and arm2 is 5 electromagnetic devices adapted to be actuated in sequence and independently of each other, the armature of each of the said electromagnetic devices being connected to the said movable support and adapted when the appropriate electromagnetic device is operated to move the said support to a predetermined position and to release the armature of the succeeding elcctromagnet into operative position.

2. In combination, a controller comprising contacts fixed upon a common movable support, a plurality of solenoids adapted to be actuated in sequence and independently of each other, the core of each of said solenoids being connected to the said movable support so as to positively move the said support to a predetermined operative position, a commuting switch adapted to take energy from the prime motor and deliver such energy to said solenoids successively and separately, and means adapted to return said contacts to their normal position.

Signed at New York, in the county of New York and State of New York, this 9th day of April, A. D. 1903.

GRANVILLE T. WVOODS. LYA' ES \VOODS. WVitnesses:

I. 0. KING, PETER CARR.

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