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Oct. 22, 1946.
2,409,762
R. G. JANES
- CONTROLLER MECHANISM
Filed Nov. 20, 1942
41 if
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Oct. 22, 1946.
2,409,762
R. G. JANES '
CONTROLLER MECHANISM
Filed Nov. 20, 1942
5 Sheets-Sheet 2 ‘
767 3"
l7
| l7
' Oct. 22, 1946.
R. G. JANES'
2,409,762
,, CONTROLLER MECHANISM
Filed Nov. 2_0, 1942
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_ 5 Sheets-Sheet 3
Oct. 22, 1946.
R. G. JANES
2,409,762 ’
CONTROLLER MECHANISM
Fi'léd Nov. 20, 1942
5 Sheets-Sheet 4 _
‘Oct. 22, 1946;
R. G. JANES
' 2,409,762
CONTROLLER MECHANISM
Filed Nov. 20, 1942
‘
5 Sheets-Sheet 5
[1.
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Snnenior
?zwa/ 6: ?ner I
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ttorneg
Patented ‘Oct. 22, 1946
2,409,762
UNITED STATES’ PATENT OFFICE
CONTROLLER MECHANISM
Russel G.‘ Janes, La Grange, 111., assignor to Gen
eral Motors Corporation, Detroit, Mich., a cor
poration of Delaware
Application November 20, 1942, Serial No. 466,387
5 Claims. (Cl. 74-483)
2
1
' mg base is adapted to be supported on the deck
of the locomotive. The lever l is a throttle con
The present invention"relates to a manually
operable controller and more particularly to a
controller mechanism for a Diesel electric loco- '
motive.
‘
_ The principal object of the present invention is
to provide a compact controller mechanism for
controlling a generating electric traction and
.trol'lever which is movable clockwise, as best
shown in Figure 4, from the idle position in which
it is shown, toward the full throttle position to
increase the engine speed and also movable in
the opposite direction from the‘idle position to
an engine stopposition. The lever 3 serves as a
braking system, of the type used 'on locomotives,
combined ‘transition and braking control lever
trol means ‘are interlocked together to prevent 10 which when moved clockwise from the neutral
or off position, in which it is shown in Figure 4,
unauthorized operation thereof and‘to provide
to driving positions 8,} SS, P and PS causes the
proper cooperation therebetween, certain of said
traction motors to be connected to the generator
control means being also provided with motion
in series parallel, series parallel shunt, parallel
regulating means to insure proper rate of manual
movement thereof in ‘order to obtain e?icient op 15 and parallel shunt respectively. The ‘shunt posi
tions SS and PS controlling‘the shunting of the
eration of the locomotive and to provide maxi
traction motor ?eld windings with the motors re
mum protection for both the controller and‘the
spectively connected in series-parallel or parallel
combined locomotive driving and braking means
with the generator. Movement of the lever 3 in
controlled thereby.
’
The combined controller mechanism by which 20 the opposite direction or counterclockwise from
the neutral position causes the motors to be con
the above and other objects are obtained will be
nected in a ‘dynamic braking circuit relation and
better understood by‘ reference to the following
also operates a. rheostat, shown generally ‘at 15
detailed description of the combination of means
included in the controller, which is illustrated in . in Figure 10, to vary the motor excitation in steps
in which a plurality of manually operable con
,
25 to vary the braking action from zero to maximum‘
as indicated in Figure 4'. The lever 5 is a, reverse
Figure 1 is a vertical elevation of the controller.
control lever movable in either direction from the
Figures 2 and 3 are enlarged views of the ‘upper
portion of the controller shown‘ in Figure ‘1, Fig- , I neutral or o? position, as shown in‘Figure 4, to
either a forward position F or a reverse position
ure 2 being a vertical sectional view taken on line
the accompanying drawings.
2-—‘2 of Figure 4 with certain parts broken ‘away ,30
and Figure 3 being an elevation view‘taken on
lines 3—3 of Figure 2.
'
R to reverse the traction motors.
‘
‘
‘
Each of the above levers I, 3 and 5 as best shown’ ‘ I
in Figures 2,4, 5, and 8to 11 are operatively con
nected, by means to be described, to individual
,
Figures 4, 6, '7, 9, and 11 are section views taken
respectively on lines 4-4, 6-6, 1-—T,,9—-9 and
I l-l l of Figure 1 with parts removed or broken
Figure 5 is a sectional view taken on line‘5-—,5
control shafts, ll, [9 and 2| rotatably supported
in vertical parallel relation in the-housing l3 by
anti-friction bearings 23 shown in Figures 5 ‘and
10 located in transverse portions of the controller
of Figure 6 having certain of the parts“ broken
housing I3. To each of the shafts l1, l9 and 2i an
away in; certain of these ?gures.
, ‘
"
insulated control drum is ?xed; these drums be
Figure 8 is a sectional view taken on linejl 84-8 40 ing'fshown at 25, 21 and 29, in Figures 5, 8, and 9‘.
away.
7
'
‘
’
'.
.Aplurality of electric contacts 3| are carried on
each of these movable drums which are movable
into. and out of contact with electrical contact
of Figure ‘7'with certain parts broken away‘. “ ,
‘ Figure 9a is an enlarged view taken» ‘on line
9a-—9a of Figure 9 with parts broken ‘away to
clearly. show the construction of one of the con—
troller contact ?ngers and
‘
?ngers shown generally at 33. The electrical con¢
45 tact ?ngers for each drum are supported on sepaq
.
rate insulating blocks 35.?xed adjacent to each
Figure 10 is a‘ sectional view taken ‘ on line
‘ID-J0 of Figure 11 with. certain of‘the parts
broken away.
. ‘
‘
‘
drum on the controller housing l3 as best shown
in Figures 5, 8 and 9. All of the contact ?ngers
33, are identical, and as best shown in Figures 9
and 9a each ?nger comprises a :pair of contact
’
Referring to Figure ,1 ‘it will be observedthat
the controller is generally‘ cylindrical in 'formj
“provided with three control lever handles l, 3
and; 5 shown projecting horizontally outward
plates 36 and 38 ‘having bent end portions 36a and
38a connected bya hinge pin ‘42. An adjustable
stop screw 44 is shown extending through an
opening in the end portion 36a' and threaded to
through horizontal slots 1, 9 and l l ‘in the vertical
side wall of the cylindrical controller housing l3
serving as'control lever quadrants, and the housi
55
the end portion 38a and locked thereto by a nut
52,409,762
3
4
44a. A compression spring 46 is carried on the
screw 44 between the end portions 36a and 38a
65 and 56 in the collars to prevent angular move
ment thereof. The locking lever 6'! is pivoted at
‘H to housing bosses 13 and is biased by a spring
and a ?exible conductor 55 is provided to elec
75 so that the locking lever dog 69 normally tends
trically interconnect the contact plates 36 and
38. The contact plate 38 is provided with a re 5 to enter the upper slots 65 in the collars 63. The
spring 15 is shown placed between the lover El
movable contact tip 48 ?xed thereon by a screw
and a transverse housing portion.
48a. The contact plates 36 are ?Xed to the in
The reverse lever *5 cannot be inserted or re
sulating blocks 35 and the springs 46 of each
moved from the housing 13 respectively to un
?nger urge the respective contact tips 48 of each
lock or look the shafts H and i9, and consequent
contact plate 38 into contact with the controller
drum contacts 3!. The amount of inward move
ment of the contact plates 38 and contacts 48 may
be adjusted by the stop screws 44. It will be evi
dent that any well known type of electromagnetic
or electro-pneumatic actuating means may be in
dividually connected to the contact ?ngers and
contacts of each of the drums for energization
and actuation thereof in any desired sequence, in
order to operate the respective engine and motor
ly the throttle lever l and transition and braking
lever 3, until the throttle lever shaft i1 is in
the idle position and the transition and braking
‘lever and also the reversing shaft 2| are in the
’
neutral position.
The structure for accomplishing this protective
feature includes a cam 19 formed on the inner
end of the reverse lever 5 and a cam 81 formed
on the outer end of the locking lever 87.
The
control means previously described upon move-. 20 reverse lever 5 can only be inserted or removed
through an enlargement 83 in the central por
ment
_~lEachof of
any
the
one
shafts
of theIT,levers
l9 ‘and
l, 3,Zl'a're
and also pro
tion of'the slot II in the controller housing ad
jacent the neutral position of the reverse lever
vided with vsimilar 'det'en't means for allowing man
ual movement ‘thereof ‘to any one of a plurality of
angular positions and vfor holding each of these
shafts-inany one ofthe'se positions.v Each of these
detent mechanisms ‘include aster wheel j?xed ‘to
each ‘shaft having a 'pmmnty or notches‘in ‘the
periphery thereof and 'a ‘spring biased detent lever
savings detent engageable with the {peripheral
portion of the respective ‘star wheels and ‘indi
5.
This enlargement 83 is of such dimensions to
25 allow the reverse lever cam ii! to pass there
through and permit the inner end of the lever
5 to enter a key slot 84 in a lever 85 shown
?xed to the upper end of the reverse control
shaft 2|. Further inward movement of the cam
30 19 initially causes it to contact the cam 8| 0n
the locking lever 61 ‘and move it upwardly against
vidual peripheral ‘notches provided therein. The
peripheral portions of the star wheels vare labeled
the action of the spring 15 to cause the dog 69
on the other end to move downwardly out of the
in Figures 6 and 9 to indicate'these control ‘posi
upper slots 65 ‘in the colla'rs‘tii and enter the
tions and ‘the direction of ‘movement of the star 35 lower slots 36 in the collars when the cams are
Wheels tothe'se positions. As best'show'n in Figure
G‘t'heNdetent mechanism ‘for the throttle control
shaft ‘ll comprises a star ‘wheel Sl?x'ed ‘thereto
and‘ a 'detent lever 39 pivoted at 45.! on the housing
vertically aligned ‘and to ?nally be moved up
ward by the spring 15 out ‘of the lower slots 66
when the cam 19 is moved past the cam 8| and
reaches the position between the lower and upper
l3 and having a detent “roller 'él carried thereby 40 slots as best shown in Figure 8. When the re—
which is biased. “into engagement with any one
ofthe peripheral notches of the‘star wheel 37 'by
a springt3 placed between the lever 3E! ‘and the
verse ‘lever is fully inserted into the controller
and is in the neutral position, as shown, it is
retained in this position in the housing I3 by the
wallof the housing 'I 3'. The det-ent mechanism "for
spring '55 and the cams BI and 19 formed re
the combined ‘transition and braking control 4‘5 spectively on looking lever 61 and reverse lever
5 as best illustrated in Figure 8. The reverse
shaft i9 comprises a star wheel 45 fixed thereto,
savings plurality of'n'otche’s'in one extremity'of
lever '5 is also retained in this same relative posi
its-periphery and "a smooth ‘portion ‘adjacent
tion on the lever 85 ?xed to the shaft '2! when
thereto'and ‘a dEt‘B‘Iit-JéVéI‘ A41 ‘pivoted at ‘139 on‘the
these'leve'rs'and vthe shaft are ‘moved angularly
housing i3-having a‘detent'roller'tl 'c'arried‘th'ere4 50 with resp'eotto ‘the locking lever ‘61, from the
by which is biased into engagement with the pe
riphery'of the star wheel'é‘it by a spring 53 ‘placed
neutral position to the vforward or reverse posi
tions F or R, by an arcua‘te’re'ta'iner 86 which
between the lever '41 and'the Wall of the housing
extends angularly on both sides of the central
|3I The "detent mechanism for the reverse ‘con;
enlargement 83 of the‘ slot H and is ?xed to the
trol shaft 2‘! .is best shown in Figure 9 ‘and 'in 55 inner wall 'of ‘the housing l3,v as best shown in
cludes a star ‘wheel 55 '?xed to the’shaft '2! and
Figures '7 and 8. It will be apparent that the
a 'de't‘en't' lever 5'l‘pivot‘ed at 53 on the'housing l3
retainer 86 prevents ‘radial outward movement
and having a roller 59 carried thereby ‘which is
of the reverse lever 5 with respect to the lever
biasedinto engagement vwith‘any one of th'e'thr'ee
85 and housing l3 when it is moved angularly
notches in the periphery of the star wheel 55 by 60 away fromgthe neutral position as an outer ver
a sp'ring'?! placed between the lever 5'! and the
tical ‘edge 81"provided‘on an upstanding por
wall of the housing l3.
'
'
'
tion "88 of the reverse lever. 5 which will then
Toiprevent unauthorized movement of the con
contact the inner vertical surface retainer 815.
troller' shafts 11, I9 and v2| the reverse ‘lever 5
In addition 'to they above described locking
also serves‘ as a ‘removable key to permit move? '65 means described between'the three shafts l1, l9
ment ‘of these shafts only when it is inserted in
and 2|, interlocking means’ as best shown in
Figures 10 and 11 are also provided between these
the controller and to lock these shafts when'it is
removed from'the'controller. The shaftlocking
threeshafts to allow only proper relativejang'ular
mechanism operated by the reverse‘lever is best
movement thereb'etween‘for certain relative'an
shown in Figures 7 and 8 and includes two collars .70 gular ‘positions of ‘the "respective control shafts.
This interlocking means comprises ?anges 89, 90,
G3, one‘?xed to 'the'shaft ‘H. and the other ?xed
to the ‘shaft ‘l9 adjacent the other collar. These
191 and'92‘?xed'on the'control‘shafts vI'l, I 9 and
collars are provided with axially aligned slotsv 65
21' yinlthe positions as 'shown best in Figures '10
and 66. ‘A locking lever 6''! having andog portion
and 11. lEach-of'the ?anges‘have integral axially
69 on its inner'end‘is adapted to “enter ‘the slots 75 extending ‘projections oflsuitable dimensions and
2,409,762
5
6
are positioned on the control shafts so that for'
iliaries such as air compressors to
certain relative angular positions of the control
shafts the axial?ange projections either permit
or block relative movement of these shafts. The
the air reservoirs, not shown.
?ange vI39 is ?xed to the throttle control shaft
quickly charge
' With the ?anges89, 90, 9| and 92 in the posi
tion shown in order to cause the traction motors
to drive the locomotive in forward direction the
reverse lever 5 is moved to the forward position,
the transition lever 3 is moved to the series par
allel position S and the throttle lever ,I is moved
toward the full throttle position. The projec
is ?xed on the control shaft I9 and is provided
with ‘projections 91 and 98 extending axially 10 tions I09, IOI, I02 and I03 of the ?ange 9| on the
shaft I9 then being between the projections I05,
upward. The ?ange 9| is integral with the ?ange
I09 and I01 of the flange 92 on’the reverse con
90 and axially displaced upwardly therefrom and
trol shaft 2| when it is in the forward position
is provided with projections 99, I00, IOI, I02 and
makes it necessary that the transition and brak
I03‘ extending axially downward. The ?ange 92
ing control shaft must be moved. back to the
is ?xed on the reverse control shaft 2| and ex
series-parallel or neutral position before the re
tends horizontally between the ?anges 89 and 9|
I1 and-is provided with projections 93 and 94
extending axially upward and projections 95 and
96 extending axially downward. The ?ange 90
verse control shaft 2| can be moved back to the
and is provided with projections I04, I05, I06
neutral position. Also with reverse control shaft
and I01 extending axially upwardly and projec
‘2| in the forward position the throttle control
tions I08, I09 and III] extending axially down
ward. The upwardly extending projection I01 20 shaft I1 may be moved from the idle position to
the full throttle position so that the projections
is directly. above the downwardly extending pro
93 and 94 of the ?ange 89 on the throttle control
jection I09, as shown in Figure 11. The ?anges
shaft I1 are then moved between the projections
89, 90, 9| and 92 and the axially extending pro
jections thereon are arranged on the shafts I1,
I9, and 2| so that the downwardly extending pro
jections 95 and 99 move in the same plane as
the upwardly extending projections 91 and 98 of
the ?ange 90 and the upwardly extending pro
jections 93 and 94 the ?ange 89 move in the
same plane as the downwardly extending pro
jections I08, I09 and III] of the ?ange 92 and
the upwardly extending projections I04, I05 I00
and I01 of the ?ange 92 move in a plane with
the downwardly extending projections 99, I00,
IOI, I02, and I93 of the ?ange 9|. With the
I09 and I if! of the ?ange 92 on the reverse control
shaft I1 which also makes it necessary for the
throttle control shaft I1 to‘ be moved back to the
idle position before the reverse control shaft 2|
can be moved back to the neutral position.
Movement of the throttle control shaft I1 to
the full throttle position causes the projection 95
of the ?ange 89 on the throttle control shaft I1
to be moved into blocking relation with the pro-‘
jection 9B of the ?ange 90 on the transition and
braking control shaft I9 making it necessary that
the throttle control shaft be moved backward to
ward the idle position an amount necessary to re
control shafts I1, I9 and 2| and the ?anges 89,
duce the engine speed to a lower value before the
90, 9| and 92 in the positions shown in Figure
transition control shaft I9 can be moved between
11 corresponding to the idle position of the
the series-parallel-shunt and parallel positions
throttle lever I and the neutral position of both
SS and P respectively. This insures a smooth
the combined transition and braking lever 3 and
transition of the motor connection between the
reverse lever 5 the following movements of the
series-parallel and parallel circuit relations.
control shaftsby the control levers are permitted:
As previously described the transition and
The transition and braking control shaft I9
braking control shaft I9 cannot be moved coun
may be moved clockwise by the control lever 3
to any of the motor driving control positions S, F terclockwise from the neutral position to the
braking positions when the reverse control shaft
SS, P and PS but it cannot be moved counter
is in the neutral position as the projection I04 is
clockwise beyond the neutral position to the
in blocking relation with the projection 99 of the
braking positions as the downwardly extending
?ange 9| on the transition and braking control
projection 99 on the ?ange 9| ?xed to the tran
sition and braking control shaft I9 engages the Cr: 0 shaft. This blocking relation also takes place
when the reverse control shaft is in the reverse
upwardly extending projection I04 on the ?ange
position. In order to move the shaft I9 to the
‘92 ?xed to the reverse control shaft 2|.
braking positions the reverse control shaft 2|
The throttle control shaft I1lmay be moved
must be in the forward position and the throttle
counterclockwise to the engine stop position by
control shaft I1 must be in the idle position so
the throttle control lever I but it cannot be ad
that the projections 99, I00, I92 and I03 on the
vanced clockwise toward full throttle position to‘
?ange 9| and the projection 91 on the ?ange 90
increase the engine speed as the projection 96
on the ?ange 89 on the throttle control shaft I1.
is then blocked by the projection 91 on the ?ange
90 on the transition ‘control shaft I9 when it is.
in the neutral position. Upon movement of the
transition and brake lever 3 to any of the motor
driving positions S, SS, P or PS the projection
mayrnove past the projections I90, I05, I00 and
W101? the ?ange 92 on the reverse control shaft
O and past the projection 96 of the‘ ?ange 89 on
the throttle control shaft.
With‘the reverse control shaft 2| in the for
ward position the projections I00, IilI, I02 and
I93 of the ?ange 9| ?xed thereon may be moved
between the projections I05, I06 and I01 of the
91 on the ?ange 90 is moved out of blocking re
lation with the projection 96 of the ?ange 89 on
?ange 92 on the reverse control shaft 2| and with
the throttle control shaft I1 so that it may then
the throttle control shaft I1 in the idle position
be moved by the throttle control lever I toward
the projection 91 of the ?ange 90 on the shaft
the full throttle position. If the reverse lever 5
I9 may be moved past the projection 99 of the
is retained in the neutral position when they
transition and braking control lever 3 is in any 70 ?ange 99 on the throttle control shaft I1 to allow
the shaft I9 to be moved to any of the motor
of the positions S, SS, P‘ or PS ‘the throttle mayv
braking positions. The motor braking connec
be moved from the idle position to the full throttle,
tions therefore can only be established when the
position'to increase the engine speed without
reverse lever 5 is in the forward position and
causing movement of the locomotive by the trac
tionimotors. Thisallows the engine to drive aux 75 when the throttle lever in the idle position.
2,409,762
8
With the reverse control shaft 2 I in the reverse‘
position the projections I00", IIII, I 32 and I03 of
the flange 9I on the transition and ‘braking con
trol shaft I9 and also‘ the projections 93 andv 94
of the‘ throttle control shaft I‘! may be moved‘
past the projections I05, I01‘, I08, I09 and III) to
establish the reverse driving connection of the
notch only. When the pawl I2I has been fully
entered into a notch the pawl I23 will have been
rotated clockwise about the pivot I24 on‘ the pawl
block I-I5 until it contacts a stop in I29 ?xed on
the pawl block and the end of the pawl I23 will
then be in a position to enter a notch of the star
wheel adjacent that of the notch it initially oc
cupied. The only way of advancing the throttle
motive which makes it necessary to return the
lever I another notch is to momentarily release
transition and braking control shaft I9 to the 10 the manual pressure on the throttle lever I tend
neutral position and to return the‘ throttle control
ing to advance the throttle shaft which allows
shaft I‘! to the idle position before the reverse
the spring I25 to return the complete pawl mech
control shaft 2I~ may be returned to the neutral
anism II3’ back to its original position as shown
position. The motor braking connections cannot
in Figure 6, in which it is positioned for similar
be established when the reverse control shaft is
action to allow another notch of advance move
in the reverse position for the reasons given above.
ment only of the throttle control shaft.- The
The above described interlocking means provides
inertia arm I I9 is provided to prevent undamped
protection for both the controller and also the
oscillating movement of the pawl block I I5 about
engine generator and traction motors controlled
the pivot I I?‘ which would allow other than notch
thereby by insuring proper relative angular move 20 by notch advance movement of the throttle con
ments of the control shafts‘.
trol shaft IT. The above described pawl‘ mech
Any movement of the transition and braking
anism II3 allows unrestrained backward move
control shaft I9 is transmitted to the driving gear
ment of the throttle control shaft I‘I upon move
I I I ?xed thereon which rotates a gear I I2 mesh
ment of the throttle lever I back to the idle posi
ing therewith ?xed to the shaft of the rheostat 25 tion, as the pivoted pawl I23 will then be moved
shown generally at I15. This rheostat as previ
clockwise about the pivot I 2d which prevents‘
ously mentioned controls the excitation of the
any blocking action of the star wheel 37 by the
motors when connected in the braking circuits.
pawl I2I. The throttle lever I is prevented from
The farther the transition and braking lever 3
being moved beyond the idle position to the stop
is moved from the neutral position toward the
position by the following means. The lever I, as
maximum braking positions the greater the motor
best shown in Figures 2 and 4 is provided with a
excitation and hence the greater the dynamic
pawl I3I ?xed to a rod I 33' movable in a central
braking force exerted‘ by the motors on the loco
bore I35 in the lever I and having a thumb button
motive traction wheels.
l3? ?xed on the end of the rod and extending
In addition to the above described locking and
outwardly beyond the outer end of this lever.
interlocking mechanisms included in the con
The pawl, rod and thumb button are held in this
troller, motion regulating means is provided for
position by a spring I39 placed in a counterbore
the throttle control shaft I‘! and the transition
MI in the lever I and bearing on the thumb but
and braking control shaft I9 to insure step by
ton. When the throttle lever is therefore sud
step movement thereof in controlling the loco 40 denly
moved toward the idle position the pawl
motive in a manner whereby maximum accelera
I 3I- will‘ be biased by the spring I39 to engage a
tion rates may be obtained without overloading
stop I43 formed in the housing, as best shown in
and damage to the combined locomotive driving
Figure 4, making it necessary to press the thumb
means controlled thereby,
button I31? in order to move the pawl I 3| away
The motion regulating means provided to regu
from the stop I43 to permit the throttle lever to
late step by step manual advance of the throttle
then be moved to the stop position from the idle
lever I in order to increase the engine speed at
position.
a controlled rate is best shown in Figure 6. This
The transition and braking control lever 3 and
means comprises a pawl mechanism shown gen
shaft I9 are likewise con?ned to step by step
erally at I13 which includes a pawl block II5
movement in either direction between the neutral
mounted on a vertical pivot pin I I1 ?xed on a
position N and the driving control positions S,
transverse portion of the housing I3. An inertia
SS, P and PS to control change and transition of
arm I'll-l and a pawl I2I. are ?xed to the pawl
the traction motor driving connections by the
block H5 and a second pawl I23 is pivotally
following means. The horizontal slot 9 through
mounted at I24 on the block HE. A spring I25
which the transition and braking control lever
is connected between the pawl I2I and the hous
3 extends, is provided with ?ve vertically aligned
ing I3 to normally hold the block “5 in the
pawl slots in its horizontal upper and lower edges
position shown in Figure 6, with the pawls I2I‘
adjacent the control positions N, S, SS, P and PS
and I23 immediately adjacent the star wheel 31
as best shown in Figures 2, 3 and 4, The lever
which is ?xed to the throttle control shaft I1. 60 3 is mounted on a horizontal pivot pin I35 carried
The pivoted pawl I 23 is normally held in the
on a lever M‘I ?xed to the shaft I9 as best shown
position shown with reference to the block I I5 so
in Figure 2. An upwardly projecting pawl por
that one end thereof is normally positioned be
tion I39 is provided on the lever 3 which is
tween the sides of any notch in the star wheel 3'!
adapted to enter the upper pawl slots when the
by means of a spring I27 connected between the
lever 3 is moved upwardly about the pivot point
pawl I23 and block- I55. The pawls I2I and I23
Ill-5 from the position it normally occupies as best
are spaced on the block I I5 and are of such form
shown
in Figure 2 when it is adjacent each of
that upon clockwise or advance movement of the
the control positions N, S, SS, P and PS. The
throttle control shaft I1’ and star wheel 31 ?xed
thereto the pawl I23 will be contacted by one 70 lever 3 is held normally in a horizontal position,
as shown. A pawl. IN is pivoted on the lever 3
side of any notch of the star wheel 31 to cause
and. biased downwardly in vertical alignment
the pawl block to be rotated counterclockwise
with respect to the pawl portion I49 by action of
about the pivot pin II‘! and cause the pawl I2I
to enter an adjacent notch. of the star wheel to
a spring I53 ?xed between pawl I5I and the lever
stop movement thereof after it has moved one 75 3 which also biases the pawl I 5I so that it is
motors to cause‘ reverse movement of the loco
172,409,762
110
caused to enterthelower pawl~slots,‘-as shown-in
i said control shafts,“ and a control lever‘ adapted
Figure 2'} when‘ the lever ? is adjacent ‘to ‘ the con
'to'be-slideably mounted on oneiofr-said control
‘trol‘positions N, s," lss, -P~and'PS‘;‘ With the
pawl‘ 1-5! fully‘ entered into lany-one'of the-lower
‘sh‘afts‘to engage and‘move‘said locking means to
slots, the upper’pawl portionVMSof the lever 3
is entirely removed from the “upper rpawi slot in
vertical alignment withsaid lower pawl slot.‘ The
‘upper pawl‘portion"Milofthe‘lever‘ii is‘ made
narrower tha‘nthat' of the pawl slot, measured‘ in
“ 2.’ A controller of the type ‘described comprising
a housing having a control lever slot therein pro
the‘unlocked position.
-
a
‘
‘
>
‘
vided with‘ an enlarged portion, a ‘plurality of
control shafts moveably supported in said hous
ing, locking ‘means moveable with respect to said
a direction transverse to the axis of the lever 3, 10 housing‘ and biased into locking relation ‘with
so that the following 1vertical and horizontal
certain of said shafts, and a control lever adapted
movements of the lever-tare necessary to-move
it in either direction ‘from any control ‘position to
another immediately adjacent thereto. Vertical
to be ‘entered only through said slot enlargement
for slideable engagement‘ with one of ‘said control
shafts‘to engage andl'move said locking means to
movement of ‘the lever 3 ‘about the pivot [45 re
moves the pawl I51 out of any of the lower pawl
‘the unlocked position,
slots and causes the pawl portion 149 of the lever
to then enter the upper vpawl slot in vertical
alignment with this lower slot. Horizontal move
ment of the lever with the lever held in this up
ward position then caus'esthe pawl portion of
tive, a‘ throttle shaft having a' handle thereon
for moving said shaft to stop,'idle and full throttle
positions, a motor control shaft having a handle
thereon for moving said shaft to braking, neutral
‘and driving “ positions, notches in said throttle
and motor control shafts, a lock adapted to enter
the lever to contact one “side of the ‘upper slot
which moves the pawl I5! to a position where it
said shaft notcheswhensaid shafts are ‘in ‘the
idle and neutral ‘positions, resilient means for
cannot‘ again enter the lower slot it originally
occupied, so that subsequent downward move
i
3. In a controller for a Diesel electric locomo
25 moving said lock into said shaft notches, a reverse
ment of the pawl portion out of the upper pawl
control shaft movable between forward, neutral
and reverse positions, a reverse lever adapted to
be operatively engageable with said reverse con
the pawl IE! to enter the next adjacent lower
trol shaft and said lock in order to move said
pawl slot by action of the spring I53 connected
thereto to stop movement of the lever 3. > The 30 lock out of said shaft notches and to move said
reverse control shaft to reverse, neutral and for
same sequence of vertical and horizontal move
slot and horizontal movement of the lever causes
ments of the lever 3 must be followed when it is
desired to move the lever between any adjacent
pawl slots for either horizontal direction of move
ment of the lever to cause a change between the
neutral position and each of the control positions
neutral S, SS, P and PS adjacent to the pawl
slots. No pawl slots are provided in the slot 9
in the braking control range, and movement of
the lever 3 to the braking positions is restricted
only by the detent mechanism previously de
scribed to control the establishment of the motor '
dynamic braking connection and to ‘control the
motor excitation to vary the braking force‘ exert
,
ward positions and interlocking means associated
with each of said shafts and arranged to block
movement of said motor control shaft to the
braking positions unless said reverse and throttle
control shafts are in the forward and idle posi
tions, respectively, to block movement of said
throttle shaft to full throttle position unless said
motor control shaft is in the driving positions,
to block movement of said motor control shaft
to certain driving positions unless said throttle
shaft is out of the full throttle position and to
block movement of said reverse control shaft to
the neutral position unless said throttle and
ed by the motors on the locomotive traction 45 motor control shafts are in the idle and neutral
wheels,
In order to clearly indicate the positions in
positions, respectively.
which both the throttle lever l and transition and
braking lever are placed, incandescent lights I55
are mounted in the upper portion of the con
troller housing l3, as best shown in Figures 2 and
comprising a housing having three slots, one of
4, and translucent‘ dials I51 and 159 are ?xed re
4. A controller for a Diesel electric locomotive
which is provided with an enlarged central por
tion, a throttle shaft having a lever thereon and
projecting through one housing slot for moving
said shaft to stop, idle and full throttle positions,
a motor control shaft having a lever thereon and
spectively to the throttle control shaft l1 and
projecting out of'another housing slot for moving
transition and braking control shaft. The dials
are marked to indicate the control positions and 55 said shaft to braking, neutral and driving posi
tions, notches in each of said shafts, a lock piv
are illuminated by the lights so as to be clearly
oted on said housing and adapted to enter said
visible through the window IBI and I63 in the
shaft notches only when said shafts are in the
housing as best shown in Figure l in order that
idle and neutral positions, resilient means for
the positions to which each of the control shafts
are moved may be easily observed by the loco 60 moving said look into said shaft notches, a reverse
control shaft movable to a neutral position and
motive engineer by day or night.
‘
forward and reverse positions either side of neu
The above described combined controller mech
anism has been found to satisfy the various serv
tral, a reverse lever adapted to be inserted
through said central enlargement of said other
ice conditions and protection of both the con
housing slot and into operative engagement with
troller and the locomotive driving and braking
equipment controlled thereby and to insure
said reverse control shaft when in the neutral
position and for also engaging and moving said
proper manual movement of the control handles
to obtain more ef?cient operating characteristics
lock out of said notches in said other control
‘
shafts and interlocking means associated with
each of said shafts and arranged to block move
1. A controller of the type described comprising
ment of said motor control shaft to the braking
positions unless said reverse and throttle control
of the locomotive.
I claim:
a controller housing, a plurality of control shafts
supported for movement in said housing, locking
shafts are in the forward and idle positions, re—
means moveably mounted on said housing and
spectively, to block movement of said throttle
biased for locking engagement with certain of 75 shaft to full throttle position unless said motor
72,409,762
'11
12
control shaft is in the driving positions, to block
.having :lever attaching means thereon for moving
.said shaft to a neutral position in alignment with
said central enlargement in said other housing
v‘movement of said motor control shaft to certain
driving positions unless said throttle shaft is out
of the full throttle position and to 'block move
slot, 2. reverse lever insertable through said cen
ment of said reverse control shaft to the neutral
tral housing slot enlargement and into said lever
\position unless said throttle and motor control
shafts are in the idle and neutral positions, re
attaching means on said reverse control shaft and
into contact with said lock to move said lock out
spectively.
‘of said locking notches to permit authorized
5. A controller for 'aDiesel electric locomotive
movement of said shafts and interlocking means
comprising a housing having three slots, one of .10 associated with each of said shafts arranged to
which is provided with a central enlargement, a
block movement of said motor control shaft to
Diesel engine throttle control Shaft having a
the braking positions unless said reverse and
handle thereon and projecting through one of
throttle control shafts are in the forward and
said housing .slots for moving said shaft to stop,
idle positions, respectively, to block movement of
idle and full throttle positions, a traction motor 15 said throttle shaft to ‘full throttle position unless
control shaft having a handle ‘thereon and pro
said motor control-shaft is in the driving positions,
jecting out of another of said housing slots for
to block movement of said motor control shaft
moving said shaft to motor braking, driving and
to certain driving positions unless said throttle
neutral positions, locking notches in said shafts,
shaft is out ‘of the full throttle position and to
a lock pivoted on said housing vmovable into said 20 block movement of said reverse control shaft to
locking notches only when said shafts are in the
‘the neutral position unless said throttle and
idle and neutral positions, respectively, spring
motor control shafts are in ‘the idle and neutral
means for urging said look into said locking
positions, respectively.
notches, a traction motor reversing control shaft
RUSSEL G. JANES.
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