US434687A - Electric-railway system - Google Patents

Description

G. J. VAN D EPOELE. ELECTRIC RAILWAY SYSTEM.

3 Sheets-Sheet I.

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Patented Aug. 19, 1890.

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(No Model.) 3 Sheets-Sheet 2. O. J. VAN DEPOELE. ELECTRIC RAILWAY SYSTEM.

No. 434,687. Patented Aug. 19, 1890.

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O. J. VAN DEPOBLE.

ELECTRIC RAILWAY SYSTEM.

No. 434,687. Patented Aug. 19, 1890.

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CHARLES J. VAN DEPOELE, OF LYNN, MASSACHUSETTS.

ELECTRIC-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 434,687, dated August 19, 1890.

Application filed August 13, 1889. Renewed July 3, 1890. Serial No. 357,628. (No model.)

To all whom it may concern:

Be it known that I, CHARLES J. VAN Dn- POELE, a citizen of the United State's, residing at Lynn, in the county of Essex and State of Massachusetts, have invented certain new and useful Improvements in Electric-Railway Systems, of which the following is a description, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon.

My invention relates to electric railways, and it comprises a system by means of which I adapt alternating,pulsating, or intermittent currents to general electric-railway service. Furthermore, by means of the present invention all the motors upon the train, whatever their number, can be stopped, started, and reversed from any part of the train or from any one ofa number of points along the train. Thus it will be seen that by means of the present invention a train may be run in either direction with equal facility, and also that the person in charge of said train can exercise control from any point.

The invention will be explained in the following description, in connection with the accompanying drawings, and will be referred to in the appended claims.

' In said drawings, Figure l is an elevation, partly in diagram, illustrating a system of electric railways embodying the invention. Fig. 2 is a diagrammatic view showing the motors and connections as arranged upon a train of cars. Fig. 3 is an enlarged detail View, partly in elevation and partly in diagram, showing one of the principal or currentcollecting motor-cars arranged according to my invention. Fig. 3* is a detail view showing a slightly-different form of current-controlling mechanism. Fig. 4 is an enlarged detail view of one of the couplings by which the circuits are rendered continuous throughout the train. Fi .5 is an enlarged detail view, principally in diagram, showing one of the motors with its circuits, connections, and reversing mechanism.

As indicated in said drawings, A is the generator or generators or source of alternating, intermittent, or discontinuous electric currents capable of supplying currents of such tension-as may best suit the plan of distribution of the railway. The currents may also be distributed in any manner found most convenient or desirable. As shown by way of illustration, one terminal of the generator is connected to an exposed suspended conductor P, which, as here indicated, extends along the line of way and is suspended t-hereover. The return-conductor N may be a separate suspended conductor; but for economy and convenience it will in many instances be connected to the rails of the railway-track, as here indicated.

It is designed, according to the present invention, to operate numbers of railway-cars in connected trains. Such an arrangement is shown in Fig. 1. In some instances I prefer to supply each car with a propelling motor or motors, and it may be necessary in some cases to provide more than one set of current-collecting devices for the whole train, and such an arrangement is indicated in said Fig. 1.

B B are the motor-cars, each of which is provided with a current-collecting device 0 and a propelling-motor D. A number of other cars E are also seen, the cars E and B B being all suitably connected mechanically by a coupling 1) and electrically by connections 6, also provided with suitable couplings, as will appear.

Vhile I have shown a motor upon each car of the train seen in Fig. I, it will be understood that the invention is not limited to such an arrangement, since motorless cars may be connected in between those so provided,suitable circuit-connections of course to be used e to span the gaps. Obviously any desired number of tow-cars may be attached to the rear of such a train, as here shown, up to the limit of the tractive power of the total number of motors. The arrangement seen in Fig. 2 shows the circuit-connections and wiring of a train of four cars, the front carB being provided with current-collecting devices, and each of the remaining cars E with motors and reversing mechanism which, though fully shown, is more readily explained in connection with the enlarged view, Fig. 5.

The mechanisms seen in Figs. 2 and 5 being similar, one description will answer for both.

Referring now to Fig. 3, which represents one of the motor-cars, it will be seen that the current collected from the conductor P by the device C, carried by said car, is transmitted down the arm 0' or part provided to carry the contact device 0, and from thence by conductor 1 to a reactive coil F or other suitable device for controlling the how of current-as, for example, an adjustable resistance G, as seen in Fig. 3*. From the current-controllin g device current passes by conductor 2 to a switch-lever f, a switch similar to which is placed upon each car of the train or upon each car provided with a motor. The switch-lever f is permanently connected with a conductor L, which extends throughout the train. In 'the path of the switch fare two terminals H H, from each of which extends a conductor h 71.. The conductor h connects with and supplies current to a second eonductor L traversing the length of the train, while the conductor h is connected to and supplies current to a third train-conductor L The conductors L L L extend throughout the train and are arranged in any convenient manner, so as to be readily coupled or uncoupled. As seen in Fig. 3, the conductor L is provided upon the motor-car, said conductor serving as the main returncircuit and connected to the metallic parts of the carrying-wheels, and thence to the wires forming the return-conductor N. As seen in Fig. 2, however, the conductor L is continuous, being coupled between each car, the said return-conductor L being connected to the main return N by a connection it at any suitable point. This difference in arrangement is shown,as it maybe convenient under some circumstances to assemble all the contact devices at a single point or pointsviz., in connection with the motor car or cars.

The motors shown and described in the present application are similar in many respects to the motors shown, described, and claimed in my application for Letters Patent, Serial No. 304,234, filed March 22, 1889, and comprise, broadly speaking, a field-magnet having a primary winding thereon in circuit with a source of alternating or intermittent currents, an armature provided with a closed circuited winding, said winding being connected at desired points in order to establish the lines of polarity therein, an induction system over the armature, said induction system being in circuit with and receiving its currents from secondar coils placed in inductive relation to the main energizing-conductor of the field'magnets.

In operation a phase of primary current circulating in the field-magnet coils proper magnetizes the poles thereof, the same reacting upon the armature. This magnetic eifect in the field-magnets produces secondary currents in .the auxiliary conductor thereupon, which said currents flowing through the induction system over the armature induces tertiary currents therein, said currents aeting to polarize the armature, the poles-therein being determined by the lines of the crossconnections of its winding. The secondary and tertiary effects having occurred between the phases of main current, a succeeding phase thereof will magnetize the field-magnet poles, which will then react upon the poles established in the armature, as just described. As pointed out in my said prior application, I prefer to use alternating currents only moderately rapid in phase, since great rapidity of phase diminishes the torque of the armature, no matter how constructed.

According to the presentinvention the motor or motors upon a train are reversed by changingthe direction of the flow of second.- ary currents in the inducing system over the armature, and the object of providing a multiple-conductor train-circuit is to place all this reversing mechanism under the control of the operator in the motor-car, whereby the entire train is under immediate and absolute control.

As best seen in Fig. 5, I I are the main field-magnets of the motor, between the polar extensions 1' t" of which is rotatively mounted an armature J, which is provided with a core j, upon which is a closed circuited Winding The armature-conductor j is connected by conductors j j An inducing system, hereinafter referred to as the induction-coil K, is placed over the armature, the armature in inductive relation thereto, but not of course in mechanical contact therewith, the said coil being maintained in stationary position in any convenient manner.

- 75 7c are secondary coils wound upon the cores of the field-magnets I I and adapted to be connected with the induction-coil K through a switch, as will appear.

A simple means of reversing the motors by changing the direction of the flow of currents in the induction-coil is carried into effect by placing circuit-changing mechanism in the said secondary circuit, said mechanism being operated by electromagnetic devices connected with the train-circuit. Such an arran gement may be carried into cifect by means of a pair of solenoids M 0, the solenoid M being by conductor m connected with the trainconductor L while the solenoid O is connected by conductor 0 with the train-com ductor L Either of the conductors L L may be closed upon the main supply-conductor from any car in the train through any one of the switches f, and by said means either set of solenoids M 0 may be energized, as desired. The solenoids M O are provided with a common return-conductor m, which is connected to and forms a part of the main field-magnet conductor, which, after traversing the cores of the field-magnets I I, issues thence by conductor m thence to switch m and thence by conductor -m to the return conductor L. Electromagnets might of course be substituted for the solenoids for actuating the reversing-switches, and when so employed they would be the equivalents thereof. Adoubleended core Q is sustained at the lower extremity of a pivoted lever q, and said core will be attracted and drawn into whichever of the solenoids M O is at the time receiving current. The upper extremity of the switch-lever q is bifurcated and provided with insulated contacts 3 4.. To the contacts 3 4 are connected conductors 5 6, which represent the terminals of the induction-coil K. The contacts 3 4 are adapted when in one position of the lever Q to engage a pair of contacts 7 8, which said contacts are connected by conductors 9 10 with the auxiliary field-magnet conductors. hen in said position, as indicated in dotted lines in Fig. 3, the secondary or induction circuit will be closed and the motor in operative condition. A third contact 11, connected to contact 8 by a span-wire 12, is so located that by changing the position of the switch f, and thereby diverting the current into the other solenoid-circuit, the position of the lever q will be reversed and its contacts 3 4 carried over to the stationary contacts 7 11, thereby which will be of course to reverse the direction of rotation of the armature of the motor.

It will be understood that all the devices here referred to being connected in a single continuous circuit, the effects produced will be the same throughout the train, thus placing all the mechanism thereof completely under control.

The circuit-connection in Fig. 5 are somewhat differently arranged, but are in all electrical respects the equivalents of those just described, and the same lettering is applied thereto.

In Fig. 3 a single motor R is shown as applied to the propulsion of the car. It will be distinctly understood that any form of motorcar, whether including one or a number of motors, may be employed with the present system; but I will here refer specifically to the form shown. The windings of the motor R- are not seen in said Fig. 3, being explained at length in the various diagrams. The motor R is mounted upon a spring-bed, the frame-work S which is carried at its extremities upon the axles a. a of the carryingwheels A A The frame S is bifurcated at each extremity and the bifurcations tu rned upward and longitudinally-apertured or otherwise formed into bearings r r r r". The motor, as stated, being maintained upon the central portion of the frame S, its armatureshaft 0" is extended and its opposite extremities rotatably mounted in the said bearings r 0' r W. Each of the driving-axles a a is provided with a worm-gears 8, arranged directly beneath the bearings r r r r, and each end of the armature-shaft 'r is provided with a worm-pinion 5 3 said worm-pinions engaging the worm-gears and operating during the rotation of the armature J of the motor to propel the car in either direction, as desired.

As indicated in Fig. 4, the various conductors extending throughout the train are assembled in a strong well insulated and wellprotected cable E, one end of which depends from each of the cars, the said extremities being coupled by spring-couplings of the arrow-head and jaw-type, or any other that is found convenient, the said couplings fitting together, as indicated at e, and being springheld in their operative position, so that in case the mechanical couplings of the train should give way the circuit-couplings will readily part without injury.

While I have described the system particularly in connection with an alternate-current source of supply and have also referred to a particular form of alternate-current motor, it will be understood that the invention is not limited to the employment of any particular form of motor, nor to the use of any particular character of current in connection therewith. Furthermore, it is immaterial which circuit of a motor is reversed in order to control the direction of rotation of the armature thereof.

Having described my invention, what I claim, and desire to secure by Letters Patent, 1s

1. An electric-railway-train system comprising a plurality of vehicles, a plurality of electric motors arranged to propel said vehicles, a local circuit carried by the moving vehicles and including all the said motors, and reversing-switches connected with the circuit of each of the said propelling-motors, and means for operating all of the circuitcontrolling switches from any desired point.

2. An electric-railWay-train system comprising a plurality of vehicles, a plurality of electric motors arranged to propel said vehicles,a duplex local or train circuit carried by the moving vehicles and including the motors, duplex motor-circuits, switches for changing the relative arrangement of one of said circuits for reversing the motors, and means connected with the duplex train-circuit for operating all the said switches from any desired point.

3. An electric-railway-train system comprising suitable supply-conductors along the line of way, a plurality of vehicles, a plurality of motors arranged to propel said vehicles, a local or train circuit carried by the moving vehicles, traveling current-collecting devices moving with the vehicles and supplying the train-circuit, a primary circuit upon each of the said motors,asecondary circuit, also upon each motor and in inductive relation to its primary, and means for regulating the current supplied to the primary circuits and thereby modifying the inductive effect between the said primary and secondary circuits and controlling the speed and power of the motors.

4. An electric-railway-train system comprising suitable supply-conductors along the line of way, a plurality of vehicles, a pl urality of motors arranged to propel said vehicles, alocal or train circuit carried by the moving vehicles, traveling current collccting devices moving with the vehicles and supplying the train-circuit upon each of said motors, a secondary circuit, also upon each motorin inductive relation to its primary circuit, and means for regulating the current collected by the contact devices and supplied through the train-circuit to the primary circuits of all the motors and thereby modifying the inductive effect between the said primary and secondary circuits and controlling the speed and power of all the motors.

5. An electric-railway-train system comprising suitable supply-conductors along the line of way, a pluralityof vehicles, a plurality of electric motors arranged to propel said vehicles, a local circuit carried by the moving vehicles and including all the said motors, and circuit-reversing switches in circuit with each of the said propelling-motors, and means for operating all of said switches from any one point.

6. An electric-railway-train system comprising suitable supply-conductors along the line of way, a plurality of vehicles, a plurality of electric motors arranged to propel said vehicles, alocal circuit carried by the moving vehicles and including all the said motors, traveling current-collectin g devices moving with the vehicles and supplying the motor-circuit, electrically-operated circuit-changing switches in circuit with each motor, and manual switches, also in circuit with each motor, whereby all the circuit-reversing mechanism may be operated from a single point.

7. An electric-railway-train system comprising a plurality of vehicles and motors arranged to propel said vehicles, a local circuit carried by the moving vehicles and including all the motors, and means for supplying current to the said circuit and circuit-reversing switches to each motor, electro-magnetic devices for throwing said switches into either of their two operative positions, circuits connected with the local circuit for actuating the switch mechanism, and manual switches adjacent to each motor for directing the current through one or the other part of the c rcuit-changing mechanism to throw the said switches as desired, and from any part of the train.

8. An electric-railway-train system comprising supply-conductors connected to a source of alternating or discontinuous currents and extending along the line of way,a plurality of ve'hicles,a plurality of motors arranged to propel said vehicles, said motors having primary and secondary circuits, conductors carried by the train'supplying current to all of the primary circuits of the motors, circuits-also carried by the train and including the secondary circuits of the said motors, and circuit-changin g switches in the said secondary circuits, electromagneticdevices in the primary circuit for actuating the circuit-changing mechanism, and switches adjacent to the motors, whereby the circuits of the elcctro-magnetic devices can be closed from anyone point on the train to throw the circuit-changing switches as desired.

9. An electric-railway-train system comprising suitable supply-conductors along the line of way, a plurality of vehicles, a plurality of motors arranged to propel said vehicles, a duplex local circuit carried by the moving vehicles and including the motors, traveling current-collecting devices moving with said vehicles and supplying current to either part of the duplex traveling motorcircuit, and means connected with the current-collecting devices for controlling the flow of current therethrough to the train-circuit. A

10. An electric-railway-train system comprising suitable supply-conductors along the line of way, a plurality of vehicles, a plurality of electric motors arranged to propel said vehicles, a local circuit carried by the moving vehicles and comprising a main supply-conductor, and connections between said conductor and the local circuits of each motor for actuating the same, a duplex circuit, including part of the circuit of each motor, a two-way switch controlling said circuits, a double solenoid or its equivalent, anda separate circuit for each portion thereof, connections between the switch and the core or cores of the solenoids, and a manual switch connected with the main circuit arranged to close the circuit of either of the solenoids and thereby to throw the switch in the desired direction,and thereby to control the direction of rotation of the armatures of the motors.

In testimony whereof I hereto affix myisignature in presence of two witnesses.

CHARLES J. VAN DEPOELE.

Witnesses:

FRANK L. STAGG, J. SCRIBNER.

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