Patent GB-291495-A (GB)
Title: Improvements in or relating to rail motor transport apparatus
IPC: B61C9/14
Filed: 1927-02-25
Abstract: 291,495. Invernairn, (W. Beardmore), Lord, and Chorlton, A. E. L. Feb. 25, 1927. Automatic speed or power control; hydraulic and pneumatic transmission; relay or power apparatus; controlling two or more units from a single point. - Relates to means for controlling simultaneously from a single point or any one of a number of points the speed or power of two or more self-contained internal-combustion-engine power units each mounted on a separately usable car, and comprises a member associated with each engine so as to be capable of controlling the speed or power thereof and adapted to be moved by fluid pressure so as to take up any one of a ceries of positions dependent on which of a series of ports is opened, a valve controlling each port and adapted to be actuated by an electric or fluidpressure circuit which is common to the corresponding valves of each of the control devices, and a master control member at each control point for selectively controlling the circuits whereby the valves are actuated. In the construction shown a centrifugal governor N<1> controls each engine, which may be of the type operating with airless fuel injection on the compression ignition cycle, and the spring of each governor is adjusted by means of a radial vane G<2> wording in a chamber G to which pressure fluid is admitted on both sides of the vane through valves K<1> set to five a predetermined rate of flow. A number of openings H in the chamber lead to separate exhaust valves H<1>, normally closed but adapted, to be opened by solenoids H<2>. When any Particular valve is opened the pressure on one side of the vane is relieved and the vane is moved by. the pressure on the other side until the edge of the vane covers the exhaust opening, no more fluid can escape and the vane is locked in position. The circuits for the solenoids H<2> are arranged as shown in Fig. 2, so that any one of the master controllers J can energize simultaneously the solenoid in each power unit corresponding to any desired position of the vanes G<2>.' Thus all the governor springs can be equally and simultaneously stressed from any one of the master control points. The vane G<2> is fixed on a shaft G<6> which may act directly on the governor spring or may act, as shown, through a relay comprising a piston and a piston valve L<2> rotated by the shaft G<6>. The valve has inlet and exhaust passages L<3>, L<6> co-operating with a port M formed in the bore of the piston L, so that as the valve is rotated a fluid space M' behind the piston is put in communication with either the pressure or exhaust pipes L<5>, L<8> and the piston moves until the exposed passage is closed again. The governor sleeve N‹ acts on the spindle N<5> of the fuel-injection valve of the engine through a lever N<2> and rack-and-pinion gear N<4>. The lever N <2> may be a simple one or, as shown, may have a floating fulcrum N<6> controlling the valve P of a relay cylinder O<1> acting on the rack N<3>, so that the rack is moved by a power piston O and follows up the movements of the governor spring. In the case where each engine drives an electric generator supplying current to one or more motors driving the track wheels, the field circuit of the generator is controlled by means of a rheostat. Q<2> operated by a fluid-pressure device Q the valves of which, are actuated in pairs by solenoids Q<5>. These solenoids are energized by switches Q<6>, Q<7>, by means of an arm R pivoted at R<2> and having a lost-motion connection R<3> with two stops R<2> on the rack N<3> so that when the rack moves appreciably in either direction one or other switch is operated and resistance is put in or cut out of the field circuit. When the engine slows down or is idling resistance is inserted and the field thereby weakened so that no power is transmitted to the track wheels. When one of the master control switches J is operated the governor springs will be compressed, the engine speeds will increase and sufficient power will be delivered by the generators to drive the track wheels. The casing G of the governor spring relay may be rotatable in bearings S so that the vane position, and therefore the power output of the engine, may be varied by rocking the casing. This rocking may be effected by a link S' connected to the switch arm R so as to take place simultaneously with the actuation of the rheostat Q<2>. Modifications are described in which (1) a sliding-piston relay is used instead of the vane G<2>, and (2) a sliding-piston and floating-link relay are used instead of the rotary valve L<2> and piston L, and (3) fluid-pressure circuits are used instead of the electric circuits and solenoids shown in Fig. 2. Specifications 248,016, 248,017, and 248,427, [all in Class 102 (i), Pumps &c.] are referred to.