Improvements in Pneumatic Controlling Mechanism for Electric Railway Cars.
Year: 1899

page_text: Date of Application, 19th Aug., 1899-Accepted, 28th Oct., 1899
COMPLETE SPECIFICATION.
Improvements in Pneumatic Controlling Mechanism for Electric
Railway Cars.
I, SIDNEY HOWE SHORT, of 110, Cannon Street, in the County of London,
Electrical Engineer, do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement:-
This invention relates to improvements in pneumatic controlling mechanism
for electric railway cars.
One of the objects of my invention is to provide pneumatically-actuated means
for operating the controller, wherein the desired rests of the controller cylinder
may be effected in the positions thereof corresponding to different speeds of the
motor.
33
A further object of the invention is to provide pneumatically-operated means
whereby the motor circuits are properly connected up for "ahead" or "reverse
movements in advance of the resistance-varying changes that are introduced
into the working circuit, and in advance of the changes in the relation of the
motors, where more than one motor is employed, through the usual controller
cylinder. By means of this part of my invention I avoid the use of separate
controllers for the "ahead' and reverse movements of the motor
motors.
46
وو
or
In order that my invention may be clearly understood and readily carried
into effect I will describe the same fully with reference to the accompanying
drawings, in which:-
Figure 1 is a view partly in side elevation and partly in longitudinal section
of an apparatus embodying the principles of my invention, wherein the desired
rests of the controller cylinder may be effected in the positions thereof corre-
sponding to different speeds of the motor.
<<
"
Figure 2 is a similar view of pneumatically operated means whereby the
motor circuits are properly connected up for "ahead" or reverse movements
in advance of the resistance-varying changes that are introduced into the working
circuit, and in advance of the changes in the relation of the motors, where more
than one motor is employed, which changes are effected through the usual
controller cylinder.
Figure 3 is a view similar to Figure 2, showing a slightly modified arrange-
ment; and
Figure 4, is a view partly in longitudinal section and in a plane at right
angles to the plane of section of Figure 3.
I will first describe the pneumatically-actuated means for operating the con-
troller, wherein the desired rests of the controller cylinder may be effected in
the positions thereof corresponding to different speeds of the motor, particular
reference being had to Figure 1 of the drawings.
It has been the custom heretofore, in systems of controlling mechanisms for
electric railway cars, wherein the motors throughout the train may all be
simultaneously and coincidently controlled pneumatically, to employ a pressure
TD
077

page_text: cylinder, to which the air pressure is admitted to act upon a piston arranged
to operate therein, the movement of such piston effecting, through suitable
gearing, the desired actuation of the controller. In the operation of a system
embodying these principles, I have found that when the pneumatic pressure is
admitted to the train pipes and to the various pressure cylinders for effecting
an actuation of the controllers, such pressure exerts its influence directly upon
the piston in the air or pressure cylinder to move such piston at once from
one of its limits of stroke to the other, thus effecting a complete actuation of
the controller. Now, in the practical operation of electric railway cars it is
important to provide means whereby the controller may be arrested at certain
or different points in its movements in order that the motor may operate at
different speeds. For instance, in certain roads it may be desirable to run the
cars at the maximum speed only on portions of the road, and at a reduced
speed on other portions of the road; and in elevated railways, for
instance, where the same roadway is employed by several branches of roads
at certain points in the length thereof, it may be desirable to operate
the cars at a reduced speed on that portion of the way or track used conjointly
by the several roads as a safety precaution against accident, while on the
separate branches or independent portions of the several roads it may be desirable
to run the cars at a higher speed. It is difficult to accomplish this result without
some means for efficiently controlling the pneumatic devices through which the
motor controllers are actuated. The desired result is secured in the ordinary
controllers usually employed on surface lines, where the motorman or operator
manually operates the controller handle, by providing certain notches or points
at which the motorman may arrest the rotation of the controller handle. In a
pneumatic system, however, the problem is not so simple, and particularly in
a system wherein one or more cars in a train carry their own motor equipments,
all of which are controlled from one point.
It is one of the special purposes of the present invention to provide an arrange-
ment wherein variations in the pressure admitted to the pneumatic controller-
actuating mechanism are employed for accomplishing the desired result. In
Figure 1, I have shewn an operative embodiment of the idea as illustrative of
the principle involved, wherein A, designates the controller; C, the air cylinder;
B, the piston; 1), a rack actuated by the piston and engaging a pinion E, on
the shaft of the controller, for actuating the latter. In the operation of the
construction above specified, fluid under pressure is admitted from any suitable
source to the cylinder C, thus moving the piston B, from the position thereof
indicated in the drawing toward the right, thereby effecting the desired actuation
of the controller A. If the maximum pressure is admitted to the cylinder,
the piston B, will be moved to the extreme limit of its travel before it stops,
thereby moving the controller cylinder to its extreme limit of movement, which
corresponds with the maximum speed of the motor. Of course by suitably
controlling the admission of pressure to the cylinder C, the piston B may be
caused to move through only a portion of its travel, but as it is difficult to
control the exact degree of pressure thus admitted, and since the spring F,
which opposes the pneumatic pressure exerted upon piston B, becomes weakened
in the course of time, and the force of such spring in one controller-actuating
cylinder may vary from that in another controller-actuating cylinder in the same
system, it is evident that no uniformity of positions of the pistons B, throughout
the system can be secured, and consequently it is difficult to maintain absolute
uniformity in the positions of the controllers, and hence in the speeds of the
motors. To avoid this objection, I provide upon each controller a lug G, arranged
to be engaged by the hooked end of a lever H, pivotally mounted, and adapted to
be rocked by means of a rod J, connected to said lever and forming the stem or
rod of a piston K, working in an auxiliary cylinder L, to which fluid pressure
can be admitted one one side of the piston K. A spring M or other suitable
means is arranged to oppose the movement of said piston, and the normal action

page_text: of said spring is to maintain the piston K in position for the hooked end of
the lever H to intercept the lug. G, and engage the same when the controller
cylinder is turned through the desired angle. In practice, I so relatively arrange
the lug G upon the controller that, when the said lug engages the hooked end
of the lever H, the controller cylinder is in any desired predetermined position;
for instance, where two motors are employed this position of the controller corre-
sponds to that condition of the motor circuit wherein all resistances are cut out
and the motors are in series relation to each other. This position corresponds
to the slow speed condition of the motors. Of course any other suitable point
in the movement of the controller may be selected, and if desired two or more
of such points may be employed in connection with each controller, the essential
feature being that when the controller is moved through a certain arc it is
positively locked against further rotation until released by the actuation of the
auxiliary piston which controls the lock.
I will now describe the construction, arrangement and operation for effecting the
movements of the auxiliary piston. Pressure is supplied to the main cylinder C,
from any suitable source and in any suitable manner. As merely illustrative
of the principle involved, I have shown a pipe P, adapted to communicate with
a source of pressure and delivering into the main cylinder through a valve
chamber Q. In this valve chamber is arranged a valve R, adapted, to be seated
to close the passage traversed by the air or other fluid under pressure on its way
to the cylinder. A spring S, is shown for seating said valve. This spring may
be regulated so as to permit the valve to unseat only when a certain degree of
pressure is admitted to the pipe P, say, for example, fifty pounds pressure.
From this construction it will be seen that when a pressure of fifty pounds is
admitted to the supply pipe P, the valve R is unseated, thus permitting the
air pressure to enter the cylinder C, and actuate the main piston B, thereby
effecting an actuation of the controller cylinder until such cylinder arrives in
position to be arrested and positively locked against further rotation by the
hooked lever H. The controller will continue in this position and will be held
against further movement even though the air pressure admitted to the cylinder C
be increased. In order to release the lock, however, I provide a pipe connec-
tion T, leading from the valve chamber Q, and delivering into the auxiliary
cylinder L; and I so arrange the tension of the spring M, by which the piston K
is maintained normally at the limit of its movement, that said piston K will
move only when a certain air pressure is admitted to said auxiliary cylinder.
For instance, suppose the tension of the spring M be arranged to be overcome only
when a pressure of seventy-five pounds is admitted to said auxiliary cylinder.
It will be seen that, by the motorman controlling the air pressure supply so as
to admit fifty pounds pressure to the motor controller-actuating cylinder, the
controller will be actuated up to a certain point and there arrested. Now, by
admitting seventy-five pounds pressure, which would otherwise have no influence
on the action of the controller, the auxiliary piston will be actuated, thereby
releasing the lock and permitting the controller to be moved a further step or
steps to introduce additional variations and circuit conditions in the motor
circuit.
In this manner the motor controller may be arrested at any desired point,
and maintained at that point under the perfect control of the motorman, thus
securing absolute uniformity in the positions of the controllers throughout the
entire system.
Heretofore in the operation of a pneumatic system of control such as above
mentioned, that is, a system wherein two or more or all the cars of a train are
each separately equipped with motors and controllers, all of the controllers
throughout the train being suitably connected or coupled up in a system whereby
they may be all simultaneously and coincidently actuated through pneumatic
devices, it has been the custom to employ two controllers for the motors on each
car, one controller arranged to control the
66 ahead" movements of the motors

page_text: "
and the other to control the " reverse movements of the motors, one controller
being out of operation while the other is in commission. I have conceived the
idea, however, of employing a pneumatically-actuated apparatus for effecting
the actuation of a controller and combining therewith an automatic reversing
switch, whereby I dispense with two sets of controllers and in place thereof
I employ a single controller cylinder for each car, having associated therewith
a reversing switch.
Figures 2 to 4 of the drawings illustrate examples of apparatus embodying
these principles.
"
66
"
Referring to the construction shown in Figure 2, A¹ designates the shaft of
-the controller cylinder A, which may be of any suitable and well known con-
struction and arrangement, for introducing into the working circuit of the motors
the desired resistance variations and changes in the relation of the motors. N is
a reversing switch, which may be of any desired construction and arrangement,
and the purpose of which is to properly connect up the motor circuits for "ahead
or reverse movement, according to the direction in which said cylinder or
switch is moved. It is one of the special purposes of the present invention to
provide an arrangement, pneumatically operated, whereby the movement of the
reversing switch in the proper and desired direction is effected in advance of the
actuation of the main controller, so that the motor circuit is coupled up for
"ahead
or reverse movement, as the case may be, and as may be desired,
before the controller cylinder is actuated. This advance movement of the
reversing switch is effected in the following manner: Pneumatic pressure is
admitted to one end or the other of an auxiliary chest or cylinder O, through
the pipes P, P. Working in the cylinder O, is a piston 01, to the rod W, of which
is connected an arm X, having suitable connection with a crank arm Y on
the shaft of the reversing switch, the arrangement being such that when the
piston moves from one end of the auxiliary cylinder O toward the other end,
the crank arm Y is rocked, thereby rocking the reversing switch cylinder. The
pressure from the auxiliary cylinder 0 is admitted to the main cylinder C, S
through suitable port openings and passages controlled by a valve Z. Upon the
stem of this valve are suitable stops U, V, arranged to he engaged by the
arm X, when moved in one direction or the other, whereby the valve Z may be
moved to open or close the passage T" to the main cylinder C. The main
piston B is arranged to operate in the cylinder C, and the stem of such piston
is in the form of, or carries, a rack engaging a pinion on the shaft of the main
controller, for actuating the same in the manner described with reference to
Figure 1.
The operation is as follows: Air pressure for operating the main piston B
is admitted, first to the auxiliary cylinder 0 through pipe P, for example, the
valve Z being in position to close the passage from said auxiliary cylinder to
the main cylinder. The pressure thus admitted to the cylinder O, acts upon
the auxiliary piston 01 therein, moving the same from the left to the right.
This causes the arm X to move to the right thereby rocking the arm Y, and
hence turning the reversing cylinder into proper position for the "ahead"
movement, for example, of the motor. The movement of the auxiliary piston
a distance sufficient to effect the movement of the reversing switch to the
proper position brings the arm X, into contact with the stop V, on the stem 7,
of the valve Z, thus moving said valve into position to open the passage T¹ to
the main cylinder C, thereby admitting pressure to the main cylinder and
causing the actuation of the main piston and consequently of the main con-
troller. Thus it will be seen that the actuation of the reversing switch is in
advance of the actuation of the controller cylinder.
Similarly, by admitting the pressure to the auxiliary cylinder O, through the
pipe P, the piston 01 is moved in the opposite direction, thereby effecting, 5
through the connection between the stem of said piston and the reversing switch,
the proper actuation of the latter before the arm ✗ engages the stop U, on the

page_text: stom of the valve 'Z, to open the passage to the main cylinder. Therefore, in
any event, the reversing cylinder is actuated in advance of the actuation of
the main controller cylinder, whether for the. "ahead" or the "reverse:"> move-
ments of the motor, and hence the motor connections are properly made before
the resistance variations are introduced, or before the motor relations are varied,
in the ordinary operation of motor controllers.
: --
In Figures 3 and 4, I have shown a slightly modified arrangement, wherein
air pressure is supplied to either end of the auxiliary cylinder O, similar in
all respects to the same parts shown in Figure 2. In the construction shown in
Figures 3 and 4, however, instead of employing a separate valve for controlling
the passage to the main cylinder C, said passage is controlled by the auxiliary
piston 02, which serves both as a piston and also as a valve for opening or
closing the passage T to the main cylinder. To the stem of the piston valve 03;
is pivotally connected an arm having pivotal connection at its free end to a
crank arm Y, connected to or carried by the shaft of the reversing cylinder N,
whereby, when pressure is admitted to one side or the other of the piston 0%;
to effect the movement thereof, the reversing cylinder is actuated to properly
connect up the circuits of the motor for "ahead" or reverse movement, as
the case may be, in advance of the opening of passage T to the main controller-
actuating cylinder.
<
رو
It is desirable that when the reversing switch is actuated to the desired point
for establishing the proper circuits of the motor, said reversing switch
be locked in that position so as to remain in locked condition during
the subsequent variations and changes introduced into the working circuit
by the actuation of the controller cylinder A. In Figure 2, I have shown one
arrangement for effecting this result, wherein a disc on the shaft of the reversing
switch is provided with suitable notches 10, 11 respectively corresponding to
the "ahead and "
reverse positions of said switch, and a pawl 12, pivotally
mounted, is arranged to have a finger enter said notches when the reversing
cylinder reaches the desired points. A spring 13, serves to normally press said
finger in a direction to enter said notches, and a suitable lug 14, on the main
controller effects the disengagement of said finger from the notches.
"
In the construction shown in Figure 3 and 4, the same result is attained by
providing a sleeve 15, mounted loosely upon the shaft of the reversing switch,
with lugs 16, 17, respectively arranged to engage in co-operating notches in the
reversing switch and in a fixed part of the frame. A lever 18, pivotally mounted
intermediate of its ends, is arranged with one end thereof engaging said sleeve 15,
and the other end arranged to ride in a groove 19 formed upon the main controller.
A lug 20, formed on one wall of the groove 19, and co-operating with a
depression or seat 21, in the opposite wall of said groove, serves to effect the
proper rocking of the lever 18, to throw the sleeve 15, into or out of engagement
at the desired points for locking the reversing switch.
The aforesaid arm Y is formed upon or secured to this sleeve 15 and when the
lug 17 is in engagement with the notch in the frame (as shewn in Figure 4),
the parts are held against movement; but when the lug 17 is moved by the
lever 18 out of engagement with this frame, the lug 16 enters the notch in the
reversing switch cylinder and consequently movement of the sleeve can take place
and such movement will cause a corresponding movement of the reversing
cylinder.
"
6
"
or reverse movements
I thus provide an exceedingly simple and efficient arrangement for effecting
the desired circuit connection of the motor for "ahead
in a single structure, and in advance of the actuation of the controller cylinder,
and I am enabled to dispense with the use of separate controller cylinders, with
the additional apparatus required for separately operating the independent con-
trollers.
I wish it to be understood that the constructions and arrangements above set
forth are designed to be merely illustrative embodiments of practical means for

page_text: accomplishing the desired results, and many changes therein and variations there
from would readily occur to persons skilled in the art, without departing from
the spirit and scope of my invention.
11:
-J
Having now particularly described and ascertained the nature of. my said
invention, and in what manner the same is to be performed, I declare that what
I claim in pneumatic controlling mechanism for electric railway cars is:-
1. A lock for arresting the controller adapted to be released by pneumatically
actuated means for the purpose set forth.
2. The combination of an auxiliary cylinder and piston and of a catch normally
engaging the controller and adapted to be released by said piston substantially
as and for the purposes set forth.
3. The combination with a controller and a reversing switch, of means for
so controlling the pneumatic pressure actuating said parts that the reversing
switch is actuated in advance of the controller, for the purpose set forth.
4. The combination of an auxiliary cylinder arranged in the path of the
pneumatic pressure to the main cylinder for operating the controller, of a
reversing switch connected to a piston working in said auxiliary cylinder, and of
means for opening the passage for the pneumatic pressure to the main cylinder
when the said reversing switch is operated, substantially as described.
5. A controller and means for actuating the same constructed, arranged and
combined to operate substantially as described with reference to Figure 1 of the
accompanying drawings for the purpose specified.
6. Á controller and reversing switch and means for actuating the same, con-
structed, arranged and combined to operate substantially as described with refer-
ence to Figure 2, or Figures 3 and 4, of the accompanying drawings for the
purposes specified.
Dated this 10th da…. nl
1000
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.