US1838703A - Selective controlling means for alpha plurality of locomotive booster motors - Google Patents

Description

' Dec. 29, 1931.

SELECTIVE CONTROLLING F. R. PETERS 1,838,703 L MEANS FOR- A FLURALITY OF LOCOMOTIVE BOOSTER MOTORS Filed Sept. 27, 1930 2 Sheets-Shet l F. R. PETERS Deg 29, 1931;

SEL ECTIVE CONTROLLING MEANS FOR A PLURALITY OF LOCOMOTIVE BOOSTER MOTORS Filed Sept. 27, 1950 2 Sheets-Sheet 2 v QWM Patented Dec. 29,1931

' outrun stares;

PATENT m c FRANK RIor-rARn PETERS, or new YoRK, N; Y, AssI noR TO FRANKLIN RAILWAY SUPPLY COMPANY, or new YoaK, n.1, n ooRro arIcn or DELAWARE SELECTIVE CONTROLLING MEANS FOR A PLURALITY or nocoirrorrvn Boos'rER MoroRs Application filed. September 27, 1930. Serial No. 484,853.

This invention relates'to locomotiveboost er motors and particularly to an improved means for selectively controlling any one or more of said boosters where a plurality of them has been employed.

Many of the modern locomotives are now or the tender, and since the wheels of such axles are generally of a diameter which is considerably smaller than the diameter of the main drivers of the locomotive, it is customary to provide suitable mechanism for entraining the booster only at times whenit is to become operative as a driving factor so that it may be disentrained when not in use.

Furthermore, controlling mechanism has been provided for the boosterswhich isa1- ranged so as to be subordinated tothe controlling mechanism for the. main locomotive in order to impose no additional burden upon the engineer in running l'llS train.

As the use'of booster motors has become plurality of boosters by means of which any one or any combination of the boosters may be put into operation without in any way interfering with the automatic character of the customary booster controlling devices and regardless of whether or not the locomotive is running forwardly or backwardly.

Specifically considered, it is the object of my invention to provide what I have termed a selective valve which I place in the air supply. lines provided for, controllingthe boosters, which valve is so constructedasto make possible by means of the actuation of'a single'lever, theoperation in either aforward or abackward direction of any one or all of the boosters on a locomotive. i

[The foregoing, together with such other objects asmayappear hereinafter, or are. incidentto my invention, areobtainedby means of aconstruction which is illustrated in the preferred formin the accompanying draw ings, whereinl Fig.1 is a diagrammatic showing of a doule booster installation in which I have incOrpOfrated myimproved selective control niechanism; V Fig. 2 is a vertical longitudinal section through my improved selective valve. Fig. 8 is a front elevation ofmy improved selective valve. v

,Fig. 4 is a plan viewof the said valve, and Fig. 5 is a section on the line 55. of Fig.2.

Fig. 1 includes a diagrammatic showing of 'well known booster controlling mechanism, the details of which per se form no part of the present invention and which, therefore, will not be more fully illustrated, but in connection with which, if so desired, reference may be had to the Forker Patent No. 1,778,757,issued on October 21, 1930,

illustrated and they are adapted to be connected to drive the axles 8 and 9 through the gearing indicated as a whole by the characters 10 and 11 respectively.

Steam is" supplied to the boosters through the steam pipes 12 and 13 which are con nected to the locomotive steam chest and in which are located the booster throttle valve mechanisms 14.- and 15.

In addition the controlling mechanism for throttle valve 16, the customary cylinder cock mechanism 17, dome pilot valve 18 and timing reservoir 19.

From the foregoing it will be seen that each booster is provided with a complete controlling system and these systems are preferably fluid actuated in accordance with customary practice, the fluid being taken preferably from the air reservoir and entering the controlling systems through the pipe 20.

The pipe 20 delivers the air to the reverse lever pilot valve 21 which isalso well known in the art and which is directly associated with the reverse lever 22. The details of this reverse lever pilot valve are disclosed and'cla-imed in the Forker Patent No. 1,778,- 757, above referred to, but in the said patent one booster only is shown.

The description so far relates to devices which are well knownin the art. My invention involves the use of the selective valve 23, the details of which are illustrated in Figs. 2'to 5 inclusive and which can be constructed in accordance with the present invention, as will hereinafter appear, so as to make possible the operation of any one or any combination of boosters on the locomotive.

To complete the brief description of the diagram of Fig. 1 it should be noted that upon manipulation of the lever 24 the engineercan deliver air pressure to the line 25 which -is"connect'edto the port 25a onthe top of my improved selective valve. When the reverse lever 22 is in the forwardcorner or in its right hand position air pressure is delivered tothe pipe 26 which is connected to the port 26a at the top of my selective valve, and when the reverse lever 22 -is moved to the rear corner or to its left hand position air pressure is delivered to the pipe 27 which isconne'cted to the port 27 won the top'ofmy selective valve. 7

The air coming through *the pipe 25 and the port 25a is for the purpose of operating the preliminary'throttle valves 16, and upon proper m'anipulation of-the lever28 this air can be delivered to'either or both of thepreliminary throttle valves 16 through the pipes -25b-and 250 which are connected, respectively, to the ports 25(land 25;: at each side of my selective valve.

The air coming through the pipe 26 can be delivered to either one or both of the boosters through the pipes 26?) and 260 connected to the ports 26d and 266 at the sides of my selective valve. The air coming throughthe pipe 27 can be delivered to either one orboth of'the boosters throughthe pipes 276 and 270 which are connected, respectively,to the ports27d and 270 at'the sides of myselective valve.

Air-passing through-pipes 26-and either or beth'of said pipes 266 and 260 willactuate theboosters 'for forward motion of the locomotive and the air coming through pipe 2? and passing through either or both of the pipes 277) and 270 will actuate the booster for reverse motion of the locomotive.

My improved selective valve includes the shell or housing 29 provided with a suitably ap rture'd flange 30 by means of which it can be secured in any desired location.

\Vithin the housing 29 is a tapered rotary plug valve 31 provided in its upper part with three slots 25')", 27f and 26;.

In the lower portion of the housing is formed an exhaust passage 32 which is open to the atmosphere through the port 33.

The small end 34 of the plug valve projects beyond the front wall of the housing and carries the operating handle28 illl821 referred to. Wi hin the hub 35 of the handle 28 is a spring pressed ball or latch 36 adapted to hold the valve in any selected position of adjustment which, in the present instance, would be for any one of the positions shown F via, for both boosters, which is the co tral position, for the front booster, which is c right hand position, or for the rear booster, whichis the lefthand position, as indicater'l in 3.

The plug valve 31 is inserted through an opening in the rear of the housing 29 and is held in place by means of the spring 37 and. the threaded cap 38. Under normal or forward operating conditions, in order to ensure a perfectly tight valve regardless of the wear which may talre place, 1 provide a connec tic-n 39 between the dust or channel 267 and the rear face 'lO of the valve so that whenever theboo. rs are in operation and the valve per orming its function, there will always be pressure on its rear face ten .g to urge it forwardly against the taper and thereby maintaining a perfectly tight fit.

it will now be apparent that if the engineer wishes to utilize both of the boosters, he simply moves the lever 28 to tl c position marked Both whereupon the airwhich will be delivered tothc selective valve from therererz lever pilot valvethrough the several pipes 7 26 and 27 will be free to pass outwardly at die sides of the selective valve through the ports 250 25c, 27d, 2%, 26d and 26/2 already do scribed.

If only the front booster (that is, the booster farthest forward on the locomotive) is desired, the lever 28 is turned to the front position and air coming from the reverse lever pilot valve can pass outwardly only through the ports 25d, 27d and 26d, and at the same time any air which may be trapped in the controlling system for the rear booster is free to exhaust through the port 33 by virtue of the slots 25g, 27g and 26g in the lower portion of the plug valve which, as will be seen upon inspection of Figs. 2 and 5, are arranged'to connect the ports 25c, 27c and 25a trolling mechanism, and a movable member to the exhaust port 33. 7

If desired, the hub of the operating lever 28 may be provided with some'suitable indicating device, such as the arrow 41.

I wish it to be distinctly understood that while I have illustrated two boosters in connection with my improved selective valve, it is quite obvious that more than two boosters might be controlled by a device of the same character, it being necessary to increase the number of connections as the number of boosters increases. 7

What I claim is 1. The combination of a plurality of boosters, a controlling mechanism for each boost er, and a common controllingunit for said mechanisms including means for effecting operation of any one 01' of any combination of said boosters.

2. The combination of a plurality of boosters, fluidactuated controlling means for each booster, a source of fluid supply, and a valve for controlling said fluid supply adapted to be moved to positions where any one or any combinationof said boosters may be put into operation.

3. A valve for controlling the supply of fluid to a plurality of fluid actuated booster controlling mechanisms, said valve including a preliminary throttle connection, a forward motion connection and a reverse motion connection for each controlling mechanism,and a movable member adapted to .establish said connections for any one or any combination of said controlling mechanisms.

4-. A valve for controlling the supply of fluid to a plurality of fluid actuated booster controlling mechanisms, said valve including a preliminary throttle connection and a booster actuating connection foreach conpassage 32and the exhaust adapted to establish said connections for any one or any combination of said controlling mechanisms. v

5. The combination of a plurality ofboosters, fluid actuated controlling means for each booster, a source of fluid supply, and a valve for controlling the supply, said valve having a connection to each booster controlling means and an exhaust opening and being adapted to be moved so as to deliver fluid to any one or any combination of said booster controlling means and also to connect the controlling means for an idle booster to said exhaust when other booster controlling means are receiving fluid. V

6. A valve for controlling the supply of fluid to a plurality of fluid actuated booster controlling mechanisms, said valve including a preliminary throttle connection and a booster actuating connection for each controlling mechanism as well as an exhaust opening, and a movable member adaptedto establish said Connections for any one or any combination of said controlling mechanisms and also to connect the controlling mechanism for an idle booster to said exhaust when for any one or any combination of said controlhng mechanisms and also to connect thecontrolling mechanism for an idle booster to said exhaust when other booster mechanls'ms are receivlng fluid.

controlling In testimony whereof I have hereunto signed my name.

. FRANK R. PETERS.

Images