USRE11543E - henry - Google Patents

Description

4 sheets-[Shed 2i.

, J. G HENRY ELEGTRIG LOGOMOTIVE."

Reisu'ed' May 26, 1896.

UNITED STATES JOHN HENRY, 0F DENVERQC'O OR fl ggses'rnl-e LocoM O-riye.

srneu on'rion formin a' sz B eissued Letters Iatent no. 1 1,"543, da,ted my 264896; Y t "Original mt-soesn, u mites,- mime m mime mumm 24, 1896. sen-11 ,590, 89,

To all zdhom it 'may conee'zgm H Be it known-that I, J QHN 0., tllENRYla citi zen of the United 'Stetes','ifbtmer1y of New York, 'Y., no\v,:resid ing%$ nver', county 5 of Ampahoe, and when! Cfolom do, have 'in vented certain new gn'd-usef; in Electric hocomoth'esgfdf ing is) specifi ation.

speedib A "-ij p In order-thnt-my invention mayheifully' understood; I' will first deseribe the Same with. reference to the'neco ppenying drawings and vnftegrwa rd, point out with-more particularity the noveltyfinthe annexed elnin'is. V I ip said dr wings,'1*igure I is a; plan view of ii motor}'trn'ekembodying my improvements.- Fig'JII is aside elevation of the same, one wheel'beingfpartlyhroken to show the clntch and brake mechanism, Fig. -III is an '-axial secti'o tilview off. the epieyele gearing, 2 5 Fig; IV is' a sectional yiewof the clutch and "l'i'f'akehiechanism. 11ig.V is a plan of the t'ruekjivith motor -removed, illustrating the clutch end brake mechanism; Fig; V1 is a plau'view, part1 y diagrammaticpf parts of the motor-truck and ear-platforms, "illustrating. theapplication theretoof my improved air kfifl d l .1 1 P Ri V is detail? view showing the operating-levergr the three-" way ,valye. -.'Figs.- VIII, IX, and X. are "seetiomil views illustrating three positions of yea-id valve.-

-I{ig;. XIis a deteil plan yien: of, the three-way valve casing and its operating meehnnism adjaeent thereto, 3 y The a. les 1 of track-wheels 'zlarejoined by.

4 si li m rba s 3, mins 'i e. beer-f ings {on the axles. The brake-be? 515 are hnngbyflinks rG-from-the iprojectin feuds of the bnrs 3, x-oss-l )ms 7 tie the longitudinal b'ars together, nnd-o11..them the field-mag nets 8 of the motor are hung at their nentrhl ,poin ts,;f Snch field-magnets are preferably an-h ngedjellipticnlly, ns;sl1own,; jahout their-f. ,nnpture 9, "providing .a strong -donbletjeizeh, The top or the upper: arch .of the. field-meg.

in onewith the'eore and whi'eh'entersga is'ocketi plat-e11 on the ear-body, (indigntd'nt 12.)

- "rds'entinventipneomp 'se pertaining nets bears a pa nter pin 10; Which maybgcast net core and pie-tell; afiords a yieldi'ngsnp port to. the car-body; "The Weightof the cm? an ordinary'boxinglfi. At the other side of:

the truck the said shaft passes througlra- I The springlliii placed between the nt1z1 fi1sgt and add to its rigidity; The armature-shaft 143s carried in-bearings in the center of the.

bars 3 nnd mid way between the flxles, i The commutator-brushes]5aresupportedbymms or biaekets 16 from "one half 3,. {hid the snpj-t port of vthe nrmatureshaft in this bar maybe sleeve 18, which is formed 'on or rigidly fi'xed' the armature-shaft inthe plane of the teeth, 21 of gear 19;" the disk 22 free on the end-of 4 the armeiture-shaft audfbea ring 3/ wrist-pin to the internal gear 19 of my planetary power- 23, engaging the center ofmrigid oonneetingrod 24, in (the endspf" which; engage wristpins 25 on the ear-wheels, and-intermediate l'i. pinions 26, key'ed or pinned t9 pins 27, mount zed so as to rotateinflisk 22. y a olutved flange 33.8 snrreundin g the internal I gear 19, andn. packing-ring 2I,--o f 'any shit-1;" able materiahinterposed between said flange and gearexclndes d renders itjneiseles. 'lubricants. ft

nsttf-ijtom the gearing and The disk 2:? has,

capable of ret-nining- The operation ofthegeering isias'fpllews;

The; armature is a. constant-running one f preferably of slow speed. While the entrent is on, therefqre; the shaft 1-1 and its' pinion- 20 revolve constantly anddl ivo'the interme-j diate pinioiis'26. jILnow the'internahgearlflrj beheld fast; th iiiter nedinte pinions 26 will travel around init, em'rying. \ifith1them'the disk 22, -its wrist 23, and the eonneeting-roi l Y 2i and turning the carwheels, so-that so.-

long asjthe internal gear is locked the car willmovein the direction of notation 0f the "armature; L I elmraeterize this arrangement of the'internalgeer and the meansiwherebyr tx'may' be heldfast 1'01: let runfree' as a slip snpport, the ,idea h,ein v-flmtmthe internal gear may he flxedl'yhel ot-allowed to run V a" v 11,543

.clutch, which. may or may herein opened or closed.

freely on its support or to slip thereon under any desired rcgulatable frictional resistance.

The means for holdingthe gear fast or allowing it to run free is what I refer to in the claims as a yielding abutment, and as herein illustrated it comprises anoscillating cylinder adapted to contain water, and having a return-passage bet ween its ends, a piston in said cylinder, and a valve, controllable, in said passage, for more or less, or said liquid.

To hold the gear and release it as much as and when desired, I have shown in my application, Serial No. 473,583, tiled May i i893, a clutch and friction brake apparatus. In the present one I adapt to this use aliquidnot be combined, as shown, with an air or vacuum brake for stopping the car. Said liqnidclutc'h comprises a pinion 30, keyed to the sleeve lS'of the internal gear, a spur-wheel 31, having wrist 32 jccting from one of the bars 3, a plunger-rod 34, havingone end pivoted on said wristand lmaring on the other 556, in which said plunger plays, hung so as to oscillate in brackets :37 or other support on the truck-1' ramc', and having a gateway or bypath 38,, eonnecting its opposite ends, and a arresting, allowing free motion to the 'valve in said path controlled by an arm 40,

whicl 'is connected by rod iljwith a'leveror levers 42 on one or both car-platform 1'. Any sui able arrangement may be adoptc to prov it the oscillati n ot the valve 3!; in the by, path in synchronis n with the oscillation of the cylinder. 'In'ordcr that said valve may move with the cylinder in its oscillations, and

may nevertheless be shifted by movement ofthe lever or levers 42, the-connection of the rod 41 to the arm 40 may, for example, be by pin and slot 43, as shown. of the levers 42 the valve 39 may be either It opened, free passage is allowed through the by-path for the liquid whiclrfiils the cylinder and by-path, and the movement of the plunger will not be materially resist-ed by the liquid. The rotation of the train of gears and pinions 20, 26, i9, 30, and 31 under the action of the armature will be free and unresistcd, so that the armature will turn and actuate such train of gears without driving the car; but if by the shifting of one of the lovers 42 the valve 39 be.

closedthc flow of the liquid is arrested, stopping the movement of the plunger and loci:- ing the train of gears 19, 3t), and ii so that, as beforedescribed, the intermediate pinions 2U, traveling on the internal gear'lti, will carry with them the disk 22 and its accompanying reciprocating connection with the car wheels, thus propelling the car at the full speed corresponding to the maximum speed of rotation of the armature. It will be seen that opening the valve stops the movement of the car and allows the armature to operate continuously. 'Closingthe valve moves the car with manually V coime'ction\vitli this and running on a stud or pin 33, pro-' at plunger 35, ,a cylinderbrake-beams- 5.

on either platform of the car.

By shifting one the cylinder of the air-pump'lfi.

a fixed connection. Between. these-two extremes any car is attained bya corresponding opcningoi the valve and removal, therefore, of resistance to the movement of the plunger. I describe this variable lock or clutch for my dilil-rcutia l gear, and hereinafter reEer to it in the claims as a ,yielding liquid abutment." l'u yichling liquid abutment (andipreferably actuated bythe rigid connection therewith herein shown) is au-air or vacuum brake, whichI will nowdeseribc. In this connection it is noted that. for the reason that it is desirable that both'the air-pu mp of the brake system andthc plunger of thiyielding abutmentbe driven at slow speed. so as to act most'eiiiciently and with less friction, the pinion and gear 30 and-Ill. are made, preferably, shown-that is to say, the gear 3! .is made oi a size larger than the pinion 3i), corresponding to thereduction in speed desired.

In the'application of my brake herein shown the plunger-rodil-t is continued through the end all of the cylinder 36 and bears the plum ger 45 of the air-pump 46,.whieh has usual desired speed of movementof the of the proportions herein connecting-pipes'fl (controlled by valves-.48) I with reservoir 49, valved pipe 50, and brakev The plunger ,52 of such brakecylinder 51. v cylinder-is connected tobrake-1cver53, winch is hung from any suitable part of the carer truck an'd-has usual rods 54, connected to the Connected to the reservoir 49 I place a whistle 5 5, which'isnnder the control of valve 56 at the motor-man's hand Seeing that the plunger -15 with its positively-connectcd mechanism is in this device only in action while the carisstanding still or moving at reduced speed, it is only at such times that energy is absorbed in of the brakc system. I

In Figs. VI to XI, I have illustrated a'form of my invention in which the liquid-pump is omitted and the motion of the gear3 lis transmitted by rod 34 directly to the piston 45 in operating the air-p u mp inlet of the air-pump, having ports as con meeting the opposite ends of the said 'm mp. Discharge-ports 59 of the pump connect with the pipe 47. Reversing-valves are shown at 60, having'the cross-head 61 under control oi. the piston-rod 34. The valves are reversed at the end of each stroke, and during the running of the gear 31 a practically constant compression of air through the pipe 47 is effected. The reservoir is shown at 49,11avinginletpipe 4? and combined inlet H pipe 4,7"; The brake-cylinder is shown at 51-, having an ail-supply pipe 50. The pipes 47, i7, -17 and 50 all communicate with the cas-. ing 62 of the three-way valve. v.Thc form of the valve and its method of. ope 'ation are clearly seen in Figs. VIII, IX, and K. On turning to the position shown/in. Fig. \Iii, which is the same as that shown in Fig. ,\I, the airpnmp 46 pumps air througiv'pipe 47 57 is the airand discharge 3'9 f therethrough owing to its retention by checkthrough the three-way valve and through the pipe 47 and 47 into'the reservoir 49. check-valve G4 inpipe 47 prevents return movement of the air.) In this position thebrake-cylinder 5]. is open to the external atm osphere through pipe 50 and the port 65 of the three-way valve.

In theposition of the three-way valve shown in Fig. IX air ispumped through pipe 47- and port 65 into the external atmosphere again. Pipes 47 and 47 are closed by the' three-way valve and connection is made by the pipe 50 and port 66 ofthe three-way valve with tho brake-cylinder. In this position the brake is.on and'the pump is working freely in the atmosphere without resistance. After the car has stopped with the three-way valve in this position by turning the valve to the position shown in Fig. VIII and releasing the brakes the back' pressure of the compressed air in reservoir 49 is caused to react through of the car.

pipes 47, A7, and. {ion the piston and so accelerate the starting of the ear;

In the position shown in Fig. X the pump is connected by the port 66 of the three-way "valve with both the air-reservoir 49" and the air-brake cylinder 51, so as to supply air directly to both simultaneously, while the pipe 47, although arranged opposite the open port 65 oi -the three-way valve, discharges no air valve 64. With the valve in this position the back pressure of the reservoir-air acts automatically to start the piston 45 in aetion on the releasiiigof the brakes after the stoppin g The means for turning the threeway valve to either of these three positions a are exhibited in laigsVII and XI. The valvestaff extending through thetop of its casing has a pinion 67, engaging with a rack 68' on a rod 69, which runs from end to end of the car,

and is connectedat each end to a lever 70,

, pivoted on the ear-platform at 71 and adapted to be oscillated by'a handle 72, which may be remor'cd and carried from one platform to the other.

The valve 56, controlling the whistle 55, is held normally in closed position by the spiral spring 73, and has a handle or lever 74, whosabpposite ends have connected to them rods 70, leading to the opposite platforms of the car and there brought under the control of the operator by alever similar to that shown in Fig. \II, or otherwise.

' The improvements in the truck and motor herein deseribedandillustrated are claimed in mydivisional reissue application filed of even date with my present case. The air-pumpregulating devices and the air-brake system.

described are claimed in my application, SerialNo.'- i7 3,583, filedMayFI), 1893. Other parts of the mechanism herein illustrated and described are claimed in my application, Serial No. 461,928, filed February 11, 1893.

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

1. In combination with a four-wheeled motor-truck and the frame thereof, and a motor carried thereby, speed-reducing gearconneetin g the armature-shaft of said motor with the axles and comprising an internal gear which has bearing on one of the bars of said truckframe, as set forth. 1

2. The combination of the truck-frame, the motor-shaft, and the transmitting mechanism sleeve-1S bearing in said frame, supporting said internal gear and affording bearing for the motor-shaft, substantially as set forth.

3. The combination ofamotor,motor-shaft, the speed-reducing mechanism having the internal gear 19, sleeve 18 and pinion 30, the

gear 31 engaging said pinion, and the yield ing abutment connected with said gear 31, as 'set forth...

4. In an electric-railway car, the combinanation'of a motor, differential transmitting mechanism from theshaft thereof to a caraxle, 'and a liquid abutment for controlling said differential transmit-tin g mechanism and having suitable means whereby it isitself controlled by the operator, substantially as set,

forth.

' 5.. In anelectric-railway ear, the combina- 'tion of a motor, d-iflerential power-transmitting mechanism fromthe shaft thereof to a car-axle, one element of which may run freely or be arrested in order to control the movement of the car, and a liquid abutment, cont prising a cylinder, piston and manually-controlled regulating-valve, connected to said element of the transmitting mechanism, substantially as set forth.

I JOHN C. HENRY.

Witnesses:

MARY Hanrros LLOYD, J nuns -A. Knnou.

. 75 includingv the internal gear '19 having the

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