Patent GB-190305294-A (GB)
Title: Improvements in Pneumatic Systems of Motor-control.
Inventor: CAROLAN EDGAR ALFRED
Filed: 1903-03-06
Granted: 1904-04-06
Abstract: 5294. Carolan, E. A., [General Electric Co.]. March 6. Electric locomotives and motor vehicles; switches. -Relates to systems of motor control and is especially applicable to systems of train control in which a number of motor-controllers located on electrically-propelled vehicles coupled together to form a train are operated simultaneously by pneumatic pressure from any desired point on the train by means of a motorman's valve. The invention further relates to improvements on the system of train-control described in Specification No. 5286, A.D. 1903. 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 electricallydriven air compressor, B the reservoir, C the motor controller, and RS the current-reversing switch. The compressed-air or other fluid-pressure for operating the system is preferably derived from the air-brake system of the train or a separate compressor may be used. The compressed fluid is admitted to the train pipes 1, 2 by one of the handactuated valves V, V<1>. Fig. 10 shows a plan of one of these valves, the upper casing 65 being removed, Figs. 8 and 9 show sectional elevations taken at right angles to each other. These valves consist of two parts, a disc valve 63 operated by the handle h<2>, and a plug valve 67 operated by the handle h<1>. The plug valve is provided with a groove 73 having enlarged ends 74 in which the elongated valve-spindle 64 is adapted to operate. The end of this spindle is so constructed as to form an interlock between the two valves so as to only allow either of the valves to be operated when the other is in a definite position. The disc valve 63 is provided with ports 85, 78, 80 and 79 and an undercut portion 81, which co-act with the ports 76, 77 and exhaust port 82 in the valve seat. The passages 76, 77 are connected to the train pipes 1, 2 by the grooves 71, 72 or the apertures 69, 70 in the reversing plug valve. The direction of movement of the car is determined by which train pipe 1 or 2 the compressed-fluid is first supplied to, and this is determined by the position of the plug valve 67. As shown in Fig. 9, the plug valve is turned so that when the disc valve 63 is moved into its first operative position or, when the port 85 registers with the port 77, the train pipe 2 receives the compressed-fluid from the supply pipe 3. The compressed-fluid then forces the piston 20 and the reversing switch RS over into the desired position, and, by means of the pipes 8, 9, passes to the oil chamber D<1>. The disc valve is then moved into its next position so that the port 80 registers with the port 76 allowing compressed-fluid to pass to train pipe 1. The adjustable valve G is then forced open and the oil in the chamber D<1> is forced through passages 32, 33 into the cylinder D driving the piston against the spring shown and operating the controller C by means of the rack and pinion 16, 17. Simultaneous with the opening of the valve G, the stop 14, Figs. 1 and 13, is forced downwards, the spring-pressed catch 46 catching against the cam 48 and being forced inwards, thus allowing the stop to pass into the slot 45 in the rack. The rack moves outwards turning the controller to the end of its series positions when the stop 14 prevents further motion. The disc valve is then moved so that the undercut part 81 covers ports 76 and 82 thus exhausting train pipe 1 and allowing the stop 14 to leave the slot 45. Upon moving the disc valve to its next position so that the port 79 registers with the port 76, the controller is moved through its parallel positions. When the controller is moved to the end of its series positions, the passages 38, 35 in the piston 36 register with the port 34 so that the oil has an additional passageway into cylinder D. The controller is, by this means, moved quickly from its last series contacts to its first parallel contacts. To avoid arcing, the controller is moved quickly from one parallel position to the next by means of the starwheel 51, spring-pressed dog 52 and air-chamber 39. To move the controller to its "off" position, both pipes are exhausted by a further movement of the disc valve when the oil returns to chamber D<1> through the ball valve 31. Fig. 6 shows the apparatus as attached to a motor controller on the car.