Patent GB-190305170-A (GB)
Title: Improvements in Electric Motor-control Systems.
Inventor: CAROLAN EDGAR ALFRED
Filed: 1903-03-05
Granted: 1904-03-05
Abstract: 5170. Carolan, E. A., [General Electric Co.]. March 5. Electric locomotives and motor vehicles switches. - Relates to systems of motor control, and more particularly to systems of train control in which a number of motor controllers located on electricallypropelled vehicles coupled together to form a train are operated simultaneously by pneumatic pressure from any desired point on the train. Fig. 1 represents diagrammatically a single car equipment of the pneumatic control apparatus; 1,2 are the train-pipes, m the means for connecting them to the corresponding train-pipes on the adjacent cars, A an electrically - driven air - compressor, B the reservoir, C the motor controller, and RS the currentreversing switch. The shaft 25 of the controller C is attached to one member 21 of a clutch G, the other member 19 being integrally formed with or attached to the ratchet - wheel 19'. This ratchet - wheel is operated by the piston - rod 16 which carries a spring-pressed pawl 17, as shown in Fig. 2. The clutch members 19, 24 are brought into, or out of gear, by the motion of the piston 21. When released, the shaft 25 of the controller is returned to its off' position by a spring 65. The compressed air is admitted to the train-pipes 1, 2 by one of the hand-actuated valves V, V<1>. Fig. 3 shows a plan of one of these valves with the upper casing removed and Fig. 4 a similar view with the disc valve v<1> removed. Figs. 5 and 6 show sectional elevations taken at right-angles to each other. These valves consist of two parts, a disc valve v<1> which is operated by the handle h<2> and a reversing plug valve v<2> operated by the handle h<1>. The plug valve is provided with a groove 53 having enlarged ends 52, 55 in which the elongated valve spindle 35 is adapted to operate. The end of the spindle 35 is so constructed as to form an interlock between the two valves, and only allows the valve v<2> to be moved when the handle h<2> is in the off' position. The valve v<1> is formed with a port 39 and a triangular undercut portion 40. The valve seat has two circular grooves 44, 45, the first of which is connected to the air by the passage 56, and the second to the train-pipes 1, 2 by the passages 46, 50 or 49 in the plug valve. The valve seat also contains ports 60, 61 which are connected to an annular chamber 43. The triangular cavity 40 connects all these ports and passages to the exhaust passage 56 when the valve v<1> is in the off' position. In Fig. 4, p<0> corresponds to the off' position and p<1> to p<10> the operative positions, which are indicated to the motorman by notches in the collar 38 and with which the detent 36 is adapted to engage. The chamber 43 is also connected to the train-pipes by the passages 48, 51 in the plug valve. When the valve v<1> is moved into its first operative position p<1>, compressed air is admitted to pipe 2 and thus into cylinders D, H The diaphragm 23, in cylinder H, is made of flexible material so as to yield sufficiently to allow the piston 21 to be moved forward and yet prevent the compressed air from passing from pipe 11 to pipe 12. The compressed air moves the pistons 28, 21 forwards, thus reversing the switch RS and causing the clutch members 24, 19 to engage. When the piston 28 has moved past the port leading to the pipe 13, the compressed air passes into cylinder F, driving the piston downwards and moving the ratchet-wheel 19<1> through one tooth and the controller C to its next operative position. To move the controller C to its second operative position, compressed air is admitted to train-pipe 1 while the pressure in pipe 2 is maintained. The compressed air passes to the right side of the piston 28, along the passage 8, through opening 30 in the hollow piston 28 and along the hollow guide-rod 27 to the cylinder F. The piston in this cylinder is then raised by the spring. The pipe 1 is then put to exhaust when the rod 16 is again driven downwards moving the ratchet-wheel and controller. These changes are caused by moving the valve v<1> from position p<1> to p<2>, and are repeated as the valve is moved to the different operative positions. The train-pipe into which the air is first admitted determines the position of the switch RS and thereby determines the direction of motion of the train. To reverse the train, the valve v<1> is first moved to its ' off' position and the plug valve v<2> then reversed, when the same movements of the valve v<1> causes a reverse motion.