DE101388C - - Google Patents

Description

PATENT OFFICE.

PATENT LETTERING

CLASS 20 / ELSEN RAILWAY OPERATION.

in NUREMBERG.

Patented in the German Empire on July 4, 1897.

The present invention relates to an underground power supply system for electric railways with partial conductor operation, in which the individual partial routes mediate The switch controlled by the motor vehicle is automatically connected to the main line one after the other will."

According to Fig. 1 of the accompanying drawings, in which the overall arrangement is schematic is shown, each switchgear consists of

1. an electromagnet α (Fig. 1 and 3), the rotatable armature b is firmly connected to the power circuit lever c;

2. A trigger device which returns the power switch to its rest position as soon as the contact rail attached to the carriage has reached the partial conductor in the direction of travel. The trigger device is composed of a reset electromagnet d and an armature /, which is rotatably mounted on the axis of the armature b ■ , and a short circuit contact g for the winding of the electromagnet a ;

3. a double relay h, the armature i of which closes a circuit to one side or the other, depending on the current direction of travel;

4. a series resistor k.

The coils of the contact apparatus are all in a bypass to the feed line relocated, which is used to lift and hold the contact lever.

To explain the mode of operation of the new power supply system, FIG. 1 It is assumed in the drawing that the motor vehicle is on the sub-ladder 4 to start off stand ready and the latter is completely de-energized, as is actually the case when it is put into operation the case is.

In order to bring the Stromschlufsschiene r under the carriage into conductive connection with the partial conductor 4, a power source t (accumulator battery) arranged in the carriage is connected in a known manner with one pole to the earth or to the earth. Rail return, with the other pole connected to the power supply rail. The battery current then flows from the contact button through the. Windings of the electromagnet a _{i of} the contact apparatus to the armature Z _{4 of} the associated relay / i ₄ . Since the contact levers Z _{4 of} the latter are in contact on both sides, the current branches from here on the one hand to the lower right coil of the relay /? ₃ , on the other hand after the lower left coil of the relay /? _{5 of} the contact devices 3 respectively. 5, the levers of the relays h ₃ and /? ₅ assume the position indicated in the drawing with solid lines and at the same time the contacts Z ₃ and Z _{5 of} the relays /? ₃ and h _{5 are} interrupted on one side. The car can now be driven both to the right and to the left in the manner described below.

From the lower right coil of the relay 1ι _Ά the current goes to the upper right coil of the relay ft ₄ and from here through the withdrawal coil of the electromagnet d _{5 of} the apparatus 5 to the associated series resistors and from there to earth. In the same way, the current goes from the lower left relay coil of the switching device 5 to the upper left

12th edition, issued on July 6th igoo.J

Coil of relay A ₄ , from there to the withdrawal coil of the electromagnet d _s and through the series resistor k _a to earth. Therefore, two forces act on the armature of the relay h _i in the two upper coils, which keep their equilibrium and cannot move the armature.

The electromagnet, excited by the battery _{current, turns the power circuit lever C 4,} which is firmly connected to the armature b _i , to switch on the feed line s in the electric circuit of the car engine, so that the journey can take place in one direction or the other. If the carriage now drives to the left, for example, when the contact rail touches the partial conductor 3 (corresponding to the dotted position of the contact rail), the current flows through the latter and the winding a ₃ to the right contact of the relay h _B and from there to the trigger device d ₄ , which the latter becomes effective before the contact rail has left the partial conductor, since the length of the contact rail is greater than the distance between two consecutive contact buttons. The draw-off device, the particular arrangement of _t by means of the Figs. 3 and 4 illustrate in this case is effective in such a way, that f by tightening of the lever of Kurzschlufscontactes g _v which case a contact e ₄ touches the lever C _4, Magnetwickelunga ₄ shorted and is de-energized, whereupon the power-closing lever returns to its rest position (shown in dotted lines). As a result, the feed line s from the sub-conductor 4 is switched off and the sub-conductor cannot remain undercurrent after the car has passed. The short circuit device causes the coils of the electromagnet a _i to be de-energized before the contact lever c _{4 is} withdrawn. With the mentioned direction of movement of the carriage, the relay h _{3 is} already set in such a way that it is the armature of the relay /? ₂ also pulls to the right as soon as the contact rail of the carriage touches the partial conductor 3 and sends current into the secondary loop winding of the associated contact apparatus. The upper coil of the relay h _B causes the armature of the latter to remain in the position given to it by the relay behind it for ₄ , even when the contact bar leaves the partial conductor 4 and thereby the further circuit in which the lower right coil of the relay h _ä lies, has interrupted.

For the journey of the carriage from part-ladder 4 to the right against part-ladder 5 there is a corresponding current curve.

If the first partial conductor is connected by means of the accumulator battery, the former can be switched off again. In order to avoid that two neighboring subconductors which, because of their length, accidentally make the contact rail at the same time could touch, receive power from the accumulator battery at the same time, As can be seen from Fig. 2, the rail is expediently designed in two parts, so that in Raising the first contact, depending on the direction of travel, the relevant half for itself can be connected to the accumulator battery. After the first contact is raised is / are both rail halves electrically connected again. .

Claims (2)

Patent claims: ι. Underground power supply for electric railways with partial conductor operation, in which for each partial conductor an electromagnet located in the secondary circuit to the main current is used to control the apparatus causing the current circuit, characterized in that a double relay (h) is provided in series with the said electromagnet (a) The armature (i) of which, when the motor vehicle is started up for the first time, is activated by a special power source, but during the journey by the auxiliary circuit of the operating current, the relays of the forward and backward partial conductors are excited, for the purpose of moving a rearward partial conductor after the motor vehicle has passed with the aid of one of the electromagnets (a ) of the switching device to switch off the short-circuiting device (efg) and at the same time to flip the relay armature of a partial conductor lying ahead in such a way that the switching device belonging to the latter is set in the direction of the direction of travel. 2. An embodiment of the subterranean power supply for partial conductor operation characterized under claim 1, in which the reset electromagnet (d) belonging to each partial conductor works together with the armature ffJ influenced by the electromagnet (a) and a short-circuit contact (g) in such a way that the electric circuit lever ( is c) by means of the Contactes (g) into its rest position fed back as soon as the contact rail fr) of the motor vehicle reaches the BEZW lying ahead in the traveling direction, the relay (h) associated part conductor. with the help of this relay has excited the reset electromagnet connected to the circuit of the latter. 1 sheet of drawings.