US1130612A

US1130612A - Trolley protective system.

Info

Publication number: US1130612A
Application number: US59832910A
Authority: US
Inventors: Albert Klimes
Original assignee: JAMES KOLDA
Current assignee: JAMES KOLDA
Priority date: 1910-12-20
Filing date: 1910-12-20
Publication date: 1915-03-02
Anticipated expiration: 1932-03-02

Description

A. KLIMES. TROLLEY PROTECTIVE SYSTEM.

APPLICATION FILED DBO. 20, 1910.

Patented Mar. 2, 1915.

1 K1 in es.

3 SHEETS-SHEET 1.

' NORK| PETERS CO. PHOTO-LITHO. WASHINGYUN. D. .C.

A. KLIMES.

TROLLEY PROTECTIVE SYSTEM.

APPLIGATION FILED 1320.20, 1910 Patented M21112, 1915.

3 SHEETS-SHEET 2 THE I'M/KRIS PETERS 53-. PHUIO'LITHCL, WASHINGTON, D. c.

A. KLIMES. TROLLEY PROTECTIVE SYSTEM.

APPLICATION FILED DEC. 20, 1910.

Patented M21122, 1915.

3 SHEETS-SHEET 3.

Mum

5mm fll WIT/f Z in es.

UNITED STATES PATENT @FFlCE.

ALBERT KLIMES, OF CHICAGO, ILLINOIS, ASSIGNOR- OF TNG-FIFTHS TO JAMES KOLDA, OF CHICAGO, ILLINGIS.

TROLLEY PROTECTIVE SYSTEM.

Application filed December 20, 1310.

T all whom it may concern:

Be it known that I, ALBERT KLnrns, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented new and useful Improvements in Trolley Protective Systems, of which the following is a specification.

This invention relates to improvements in trolley protective systems and has particular application to a trolley protective signal system wherein controlling mechanism operates in conjunction with signaling mechanism.

T he principal objects of my invention are first, to arrange a trolley conductor in special sections; second, to safely energize each section when it is in normal condition or trolley wire formation; third, to disconnect each energized section from the source of power when such section happens to sunder, thereby decnergizing such section and rendering the same harmless; and fourth, to pr vent a section from becoming dangerously energized while it is in sundered condition.

With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling *ithin the scope of the claims.

In the accompanying drawings; Figure l is a diagrammatic view of a trolley protective system constructed in accordance with the present invention. Fig. 2 is a similar view of the mechanism controlling the energization of the special line conductor, parts being shown in section. Fig. 3 is a diagrammatic view illustrating an auxiliary power supply for the special line conductor. Fig. i is a diagrammatic view of the control switches and associated parts for the energization of a trolley conductor section or sub-section. Fig. 5 is a diagrammatic view showing a modified form of testing appara tus. Fig. 6 is a similar view of another modified construction of testing apparatus. Fig. 7 is a diagrammatic view of a still further modified form of testing device. Fig.

. 8 is a modified form of a detail of the mech anism illustrated in Fig. 3. Fig. 9 is a further modified form of the same detail.

Referring to the accompanying drawings, Fig. 2 illustrates the mechanism by which an operator has control over a special line conductor, that through a series of relay magnets (to be later described) serves the Specification of Letters Patent.

Serial lilo. 598,329.

purpose of putting into operation trolley switches, and all apparatus pertaining to said trolley switches for the control of an overhead trolley conductor system, said figure also illustrating the mechanism that automatically places into operation the necessary electrical machinery for the electrification of the said special line conductor. In said construction 1 is a switch blade, with handle 2, and contact piece 3, closing against the contacts 4. The handle 2 should be thorougaly insulated from blade 1 and it is advisable to inclose the blade 1 with its con tacts 3, and the contacts l, and the magnet 5, in a suitable cabinet 6, and ermit the insulated knob of the handle 2 to protrude therefrom. 5 is an electromagnet, operating blade 1 and 7 is a short circuiting plug wired across the magnet 5. lhis plug 7 is heavily insulated and is inclosed in the cal'xinet 6. lz lug 7 will be seldom used being designed and reserved only as an emerto aid some incidental condition that may unexpectedly arise requiring the immediate manual short circuiting of the magnet 5 and so opening up the auxiliary circuit to be later described. 8 is a solenoid operating switch blade 9 against contacts 10 and 11. 12 is a counter spring aioing switch blade 9 to open when solenoid 8 hecomes dei nergized. 13 is a dashpot having a piston 14, and 15 and 16 are valves capable f being regulated. These valves 15 and 16 respectively regulate the sliding action of the piston 14. so that the speed of the core of solenoid 8 effecting the movement of blade 9 is adjusted to last for a predetermined interval. 17 is a solenoid operating switch blade 18, against contacts 20 and 21, and 12* is a counter spring therefor. In the modified form illustrated in Fig. 3, a blade 19 is connected with the core of the solenoid below the blade 18 and is adapted to engage contacts 22 and 23 when the core is drawn upwardly against the action of the spring 12 2 terminals of an auxiliary circuit, connected to source of supply 2 L that feeds the particular feeder system supplying energy to the system of trolley conductors controlled. 25 is a knife switch and 26 are fuses. 27 is a magnet of an annunciator signal mechanism. 28 is an armature of said magnet 27 with an 0n and Off index afiixed as shown. lVhen the magnet 27 becomes inactive the armature 28 closes against contacts 29 of a local circuit containing a bell, or buzzer 30,,battery 31, and a restorative switch 32. 35 are spring contacts of the said local circuit and are held in place by the force of a spring mounted 'onsaid switch 32. One end of said switch has acatch 38 to engage with the plug of the locker 36 and this plug is actuated to engaging position by a spring as illustrated. 37 is a cord with one end attached to the armature 28 ofsaid magnet 27, while the other end of said cord is attached to said plug, as clearly shown. When the operator closes the switch blade 1, by means of the handle 2 this act closes an auxiliary circuit so that the current flows from one of the live terminals 24, passed one of the blades of switch 25, and over one of the fuses 26', to magnet 5, which magnet serves to hold switch blade 1 and contact piece 3 firmly against contacts 4 without the operators assistance. From magnet 5 the current passes over

contacts

3 and 4 through solenoid 8, through solenoid 17 and through release magnet 33, returning to one of the other live terminals 24, as is 7 shown in Fig. 1'. When solenoid 8 is active the blade 9 gradually rises toward contacts 10 and 11. This blade 9 is restrained from suddenly closing against contacts 10 and 11, by means of the counterpull of ,dashpot 13 acting against the working force of the solenoid 8, so that the blade completes its operation in a predetermined period, that isadjusted bymeans of valves 15 and 16. The

' required interval is equal to a lapse of time sufficient to give all the switches operated in controlling'an overhead trolley conductor system and all apparatus pertaining to said switches a full chance to operate. The switch blade 9 bridges contacts 10 and 11, which act automatically short circuits the -magnet 55. The magnet 5 is-thus deenergized, and blade returns to normal. position, so restoring solenoids 8 and solenoid 17 to a new starting position. When solenoid 17 is active the

switch blades

18 and 19 rise toward their

respective contacts

20, 21, and 22, 23. The closing of the blade 18 against contacts 20 and 21 energizes the special line conductor connected to contact 21 for the relay duty to be later explained. In the present instance the special line conductor is energized from the source of energy 24 feeding the particular overhead trolley conductor system and the conductor 47 connected to one side of said source 24 forms the connection between said source and special line conductor. The required energyfor the special line conductor, in this case, passesfrom one side of source of energy 24" to wire 47 to contact'20,over blade 18, to contact 21, then over the special line conductor.

In Fig. 3 of the drawings, 1 have shown a modified construction wherein a blade 19 is connected with the core of the solenoid 17 below the blade 18 and is adapted to engage contacts 22 and 23 when the core is drawn upwardly under the action of the solenoid winding. This construction will be found especially useful when it is necessary to energize the special line conductor from a source of energy other than the source 24 and in such cases the conductor 46 connected with contact 22 is connected to one side of the source of energy 24" as at 48 and, when blade 19 is in engagement with contacts 22 and 23, current flows from one side of the source of energy 24, through the conductor 46, contact 22, blade 19, contact 23, conductor 49 and through the motor side ofthe motor generator set 50 to ground and then, back to the other side of the generator 24, by way of the ground. The generator set 50 has one side grounded as at 51 and the other side connected to'on'e end of a conductor 57, terminally connected with the contact 20. Thus, the specialline conductor will be supplied with current from the generator of the set 50 when the contacts 20 and 21 are bridged by the blade 18, while the driving motor of the generator set 50 will be energized from the source of energy 24 owing to the switch blade 19 engaging the contacts 22 and In such cases, it is evident that the current is returned to the power source 50 after flowing through the special line conductor, as the end of the special line conductor'i'emote from the generator set 50 is grounded as-clearly illustrated in Fig. 1. r

The lower mechanical parts of solenoid 17 comprising

switch blades

18 and 19 and their

respective contacts

20 and 21, and 22 and 23 can be inclosed in a suitable case filled with oil as illustrated in Fig. 2, so

that whatever arcing happens between the said switches and said contacts will be safely extinguished by the oil. The feeders leading from the source of energy 24 as shown in Fig.1 furnishing power to the particular trolley system controlled will be wired from the ordinary switchboard as usual thus making no fundamental changein the general wiring of traction switchboards.

The following information serves to indicate to the operator having control over the special line conductor whether the trolley conductor system is dead or alive. The magnet 27 is connected to the terminals 24, as illustrated, and as these terminals24 are connected as aforesaid to the very same source of energy that furnishes power to the trolley conductor system, it is evident that when the energy of the said supply source fails, magnet 27 also becomes inactive. The switch armature 28 will drop against contacts 29, closing the local air-- cuit containing the battery 31, bell or buzzer 30, and the restorative switch 32. The battery 31 should be of the storage type with enough ampere capacity so as to furnish as many local circuits as necessary. The dropped armature 28 becomes locked by locker 34, which, when not influenced by magnet 33, is held in latching position under the action of gravity and causes the bell or buzzer 31 to operate, thus giving the operator audible notice that the power supply is cut OE and his service is required at switch blade 1, as soon as the power supply becomes active, noted by the illumination of a pilot lamp X connected in series with magnet 27, that gives the usual visual signal. The dropped armature 28 also operates an index marked Off. Evidently, when the source of power at fails and the trolley conductor system is dead the said Off sign appears thereby advising the operator that the trolley system is deenergized so that such system can be made alive by the effort of the operator manipulating switch blade 1 when the pilot lamp X, being energized, shows that power is again available. To restore the dropped armature 28, it is necessary to pass current through release magnet 33, by manipulating switch blade 1, that also operates

solenoids

8 and 17 placing into operation the concerned trolley conductor system controlled as hereinafter fully described. The necessity of passing current through magnet 33, as said is apparent since the locker or lever 3 1, must be withdrawn from interfering with the movement of armature 28, when attracted by magnet 27. As the bell or buzzer 30 operates whenever the power supply fails, it is evident that at the close of a days work, when the power is generally taken off of the line feeders, the hell or buzzer 30 tends to operate continuously. To avoid this the switch 32 can be used to cut out thelocal current. By pressing the button of switch 32, the clip 38 becomes locked by the plug of the locker 36. The spring contacts 35, now leave each other and so break the local circuit, stopping the operation of the hell or buzzer 30. he switch 32 is self restorative, for when the pilot lamp X illuminates, the operator knows that power is available from the power house to energize the trolley conductor system and under such condition, the index would show Off. The operator therefore operates switch blade 1, as said, which act energizes magnet 33, that attracts locker 8 1, from interfering with the free movement of the armature 28, which is attracted by magnet 27. As one end of a cord 37 fixed to armature 2, while the other end of this cord is fastened to the plug of the locker 37, the upward movement of armature 28 draws the cord 37, so pulling on the plug of the locker 36, which draws the said plug out of the way of the clip 38, of switch The compression spring on switch 32 then draws in switch 32 t the normal position shown, to set spring contacts 85, together at this point closing the local circuit. The now free upward rise of armature also breaks contact of the local circuit at contacts 29, and the bell or buzzer 30, is therefore not energized. As the Un mark of the said index appears it indicates that the trolley con ductor system is energized as required. The current is on the special line conductor only for short periods so that the electrical strain. due to the voltage. en the insulation is not hard, and grou faults consequently will have but a slight chance to happen. The fuse 61 is used a protection to the special line conductor against abnormal. current. The said circuit protection can be increased by the use of a circuit breaker inserted into the said special line conductor as shown in Fig. 2.

is a resistance and is used in the special line conductor circuit to tap said circuit to a voltage source of a higher value than is required for present needs, yet anticipated future needs may warrant the use of said high pressure through said circuits increase of length or capacity.

Fig. i illustrates the switches appropriated to the control of an overhead trolley conductor section or sub-section. 63 is a trolley switch blade working against contacts 6-l and 65 and 66 is the overhead trolley conductor section. The overhead trolley conductor is wired or split up into in dependent sections or sub-sections, as illustrated in Fig. 1. 67 is a return conductor wired as illustrated from the extreme end of the trolley wire section 66 back to an opposite switch blade 68. This opposite switch blade 68 works against

contacts

69, 70. '72 is a locker magnet wired as follows: From contact 69, a wire 71 leads to magnet 7 Then connection is continued from said magnet 72 by wire 73 to contact M of a clouble blade circuit breaker to switch blade 75. The switch blade 7 5 also contacts with contact 76 that by wire 77 leads to contact 78 of a spring operated switch blade 7 9. The said blade 79 also contacts with contact 80 that leads by wire 81 to common ground return of trolley circuits. This blade 79 is held closed against its contacts 78 and 80, by stop 82 locked in place by the spring operated latch 83. To latch 83 fixed a pendant 84, operable to release the locking action of latch 83. 85 is an insulated handle used for restor ng blade 79. In accordance with the usual practice, one side of the generator at is, in addition to being connected to one side of the switch 25, connected to the ground as shown in Fig. 1, while the remaining side connected to the other side of the switch 25 is also tapped ontoterminal 86 and by wire 87 contact is inade to contact 88 over a main against contacts 125126.

switch 89 engaging contact 90, then connection is made by wire 91 through main fuse 92 to wire 93 to trip magnet 94. The trip magnet 94 controls latch 95 .which in turn holds in place as is seen stop 96 of the toggle mechanism 97. From trip magnet 94 contact is made by wire 98 to contact 64. 107 is a lift solenoid, the plunger of which is suitably ailixed to the frame 108 suitably guided and carrying the mechanism illustrated. .109 and 110 are terminals of said solenoid 107, and contact for this solenoid is made under conditions to be explained from wire 129 energized as follows: From terminal 111 which is tapped to the source of energy 24 current passes over switch 112, to wire 113, to distributing point 114, through fuse 115, to wire 116,. to contact 117, over blade 118, mounted on armature 119, to contact 128, through wire 134, contact 135, lever 138 in engagement with contact 135, when the

switch blades

68 and 63 are in the down position, wire 137, contact 141, blade 142, contact 143, wire 144, winding of solenoid 107, wire 146, contact 74, blade 75, contact 76, wire 77 and bridged contacts 78 and 80 to ground throughwire 81. The current takes the path through the resistance 131 as just described when the armature 186" is in lowered position and when such armature is elevated the blade 133 engages the

contacts

130 and 132 and so short circuits the resistance 131, thereby en- ,abling the solenoid 107 to become effectively energized to elevate the

blades

68 and 63, as more fully hereinafter described. lVhen the special line conductor 131 is energized current flows from one side of the source of energy connected with the terminal 48 of the wire 47, through the contacts 20, 21 and switch blade '18, through the special line conductor 121 and the relays 120 connected in series therewith, back to the other side of the source of energy by way of the ground. 124 is a spring holding back armature 119, Contact 125 is wired bywire 122 to the special line conductor and contact126 is wired to the resistance or impedance element 127 in turn wired to the special line conductor. It is plainly seen that so long as magnet 120 is inactive the switch 119 bridges contacts 125-426, so connecting the said element 127 across the relay magnet 120, this element thus forming auxiliary path for the special line conductor current to take and shouldthe winding of magnet 120 become wire 129 current flows to contact 130 where there is a divisible path, contact being made either through resistance or impedance element'131 to wire 134 or from contact 130 over switch blade 133 to contact 132 to wire 134; 6., if blade 133 bridges contacts 130 132 under circumstances to be explained. From wire 134 contact is made to an adjustable stud 135 which forms also a divisible path like contact 130, contact being made either through resistance 136 to wire 137 or, from stud 135 to upper part of switch blade 138 to wire 137 i. 6., if said switch blade part 138 is in contact with stud 135 under circumstances to be explained. This switch blade, illustrated, has its upper part 138 insulated at 140 away from its lower part 139. From wire 137 current flows to. contact 141, to switch 142, of a circuit breaker to contact 143, to wire 144, to binding post 1.29, through solenoid 107 to binding post 110, to wire 145 to contact 74, then to common ground path. The switch blade 142 of the said circuit breaker can be omitted if desired, in this case wire 137 is connected directly to wire 144 instead of through blade 142 as explained. The magnet 149 is manually controlled and designed for substantially the same purpose as the relay magnet 120, while the relay magnet 120 is controlled from' the power house or sub-station. The circuit for magnet 149 is formed from point 114, through fuse 146 to wire 147 to binding post 148, forming a divisible path to wire 155, over contacts 156 when they are bridged by blade 157. Contact is then continued by wire 159 to wire 129. Connection is then formed from wire 129 to solenoid 107, and then to common ground path. The divisible path of contact 148 branches into magnet 149 over contacts 150 when the armature 151 (separated from blade 157 by insulated piece 158) bridges over contacts 150 to wire 152, over contacts 153 when blade part 139 bridges then to wire 154. Connection is then made by wire 73 over switch 75 to wire '77 that plainly leads to ground path through switch 79, as explained. The energization of conductor 129 also makes conmotion for an electric motor M employed to execute an appertaining function of my invention as hereinafter described. 166 is a direct current series dynamo driven as hereinafter described and the current from this dynamo is conducted through alternative paths and used to test the continuity of the particular trolley section. When frame 108 is elevated one of these said paths is from terminal of said dynamo over wire 167, through magnet 168, over wire 169, fuse 170, to spring'clip 171, contact 173, through resistance element 174, to contact 175, spring clip 176, wire 178, fuse 179, wire 180, back to the otl er terminal of said dynamo 166. When frame 108 is in its lower position the first-mentioned path is opened and the other path is from terminal of dynamo 166, over wire 167, through magnet 168, over wire 169, fuse 170, contact 172, over blade 190, (when down) contact 189, wire 206, trolley conductor 66, return conductor 67, wire 207, to contact 187, over blade 188, (when down) to contact 177, to wire 178, over fuse 179 to wire 180, back to the other terminal of dynamo The resistance element 174: is equal in resistance to the resistance of the trolley conductor 66 plus the resistance of the return conductor.

Lightning arresters

182 and 18 1 each has one side connected to ground and the remaining side connected with the conductors 180 and 169 respectively whereby the lightning arresters are connected across the circuit wires 180 and 169, as clearly illustrated in Figs. 1 and 41- of the drawings, the lightning arresters serving to protect the circuit wires 180 and 169, the dynamo 166 and the magnet 168 from accidental abnormal voltage rise. 186 is an adjustable counter weight mounted on the armature 186. The adjustable stud 186 limits the downward movement of the armature 186 and the counter force of weight 186 regulates the pull necessary to raise the armature 186. The

insulative pieces

191, 192 butt against the respective insulative pieces 19319e when the frame 108 is in its downward position and so cause the respective spring clips 17117 6 to leave their respective contacts 173-175. 195 195? are primaries, of transformers, connected in series and wired as shown by Wire 196 through fuse 196 to wire 129. Terminal 197 leads to ground path through Wire 77. 198 is a grounded, metallic, open circuited shield placed between the primaries 195 195 and secondaries 199-202, the plate 198 being grounded through the wire 77, as clearly illustrated in Fig. 5 of the drawings. This shield 198 prevents the primary current from passing over on the secondaries in the event of a break down in the insulation, as is well known. The secondary 202 is connected through fuse 203 to magnet 168, to wire 20 1, back to secondary 202. The condenser 205 is connected across the magnet 168 and is used for neutralizing the self induction of magnet 168, thus helping to improve the re ulative qualities of the transformers. These transformers are designed to be used as testing means in lieu of the dynamo 166 in a manner hereinafter set forth. 208 is a plate, a part of frame 108. 209 is a clip working under plate 208 and controlled by the magnet 72.

The operator manipulates the switch blade 1, and thereby, in the manner as aforesaid energizes the special line conductor 121. The relay magnet 120 then attracts its armature 119 and brings blade 118 against the contacts 117, 128. The intention is to energize the trolley conductor section 66 from the source 24 providing such conductor section is intact, and to do this it will be necessary to close

switches

68, 68 against their respective contacts by energizing the solenoid 107. To energize the solenoid 107 the resistances 181, 136 must be short circuited, prior to which the electrical condition of trolley conductor 66 and the possibility of safely electrifying it must be tested. The energy supply means for this testing purpose shall be either the dynamo or transformer previously described. A motive means will be necessary to drive the said dynamo of a type suitable to the electrification of the particular traction system. For direct current electrification the use of an ordinary shunt type, direct current motor is contemplated, while for alternating electrified traction circuits an ordinary self starting commutator or clutch type of induction motor would be preferably employed. in these cases, the terminals of said motors would respectively be directly tapped to conductor 129 and contact 74, as illustrated in Fig. .1-. Blade 118 closing against contacts 117, 128, connects the wire 129 with the source 2 1. The motor has one of its terminals tapped to wire 129, while the other terminal of said motor is tapped to contact 7% so that the motor is placed in operation, driving the said dynamo. The motor is suitably coupled to the dynamo. The dynamo current, as hereinafter described, goes from one of the dynamo terminals through magnet 168, wire 169, fuse 170 to contact 172. In this condition the frame 108 is supposed to be down; the respective

insulative pieces

191, 192 then butt with the respective insulatiye pieces 193, 194, so that the downward push thereon removes the spring clips 171, 176 from the

respective contacts

173, 175. From contact 172 the current issues over contact piece 190 to contact 189, over wire 206 to trolley wire 66, back to return wire 67 then down wire 207 to contact 187, over blade 188, to contact 177, wire 178, fuse 179, wire 180, back to the other terminal of dynamo. This estab lished current path tends to electrify the magnet 168. When the trolley wire 66 breaks in a manner that one of its ruptured ends dangles in air, while the other end lies on ground or track, an open circuit is present and the magnet 168 gets no current. lVhen the trolley wire 66 is bro en in such a manner that both its ruptured ends dangle in air, the circuit is open and the magnet 168 gets no current. When the trolley wire 66 is broken in such a manner that both its ruptured ends dangle in air and trolley poles of cars are in contact with either said dangling ends, the electrical path so formed is an open circuit and magnet 168 gets no current. When the trolley conductor 66 is broken in such a manner that both its rupmagnetic power of magnet 168 is weakened so that it fails to do its duty. The field body of said dynamo should be of graycast iron in preference to other metal since the.

said material has a perinanency and a mag netization characteristic most suitable for the desired voltage regulation of the employed circuit subjected to the said circuiting conditions. Further, a series dynamo fails to excite initial magnetism sufficiently in its field body at the starting up period if the resistance introduced in the dynamo circuit is too great for the feeble starting armature voltage (due to residual field magnetism) to send enough current through the circuit to build up a working field to supply required power. Advantageis also taken of this fact and thus it will be found in practical conditions that so long as the trolley wire 66 is not intact suflicient additional resistance will be introduced into the dynamo circuit to materially cut down the current strength fed to magnet 168, so that this magnet will fail to get its necessary current to efl'ect a proper magnetic pull on armature 186" against the counter force of regulative weight 186. The blade 133 cannot under the regarded

circumstance bridge contacts

130, 132, to short circuit the element 131 and therefore this element remains in the circuit of solenoid 107 plainly preventing the: required current from passing to solenoid 107 so that it fails to raise frame 108 into a position to electrify wire 66. Even should the case arise that the magnet 168 operates when calculated not to operate the magnet 7 2 will be unable to perform its locking duty with the frame 108 so that but one end of the fallen trolley wire will be but momentarily electrified incident to the opening of the circuit of the solenoid 107 at the contacts 117, 128 due to the breaking of the circuit of the relay 120 at the contacts 20, 21 at the power house, the relays 120 being energized only a sufficient time to enable the solenoid 107 to perform its lifting duty, as previously described. There is a possible way of avoiding the said condition by simply grounding the test circuit at point 81 as shown. It is to be understood that this grounding is inapplicable to the two transformers testingmeans, to be'explained, used inplace of the dynamo 166. Thetwo transformers are more susceptible to the circumstantial resistance changes that are present during a test out period, that is,

when the said two transformers are used circuit, as seen in-Fig.

to testthe condition of trolloy wire 66 in place of the-dynamo166. To preserve the use. of transformer action testing means to t the condition oftrolley wire 66 and at the same time avoid the said possible condition, it is practicable to use a'single transformer, of suitable construction, place of the stud dynamo 166 and ground said transformer similarly an equivalent point 81 as clearly (illustrated in Fig. 7 of thedrawing. The-primary ofsaid transformer substitute l for dynamo 166 shall be tapped to concuctor129-and conductor '73. A trip coil 9%, used for protecting said transformer and also ha "ingcontrol over latch 95 like trip coil 8 can be wired in the said primary F r '1 i 7. The secon ary b of said transformer shall beconnected, when used, to wires 167, 186. As long as the trolley wire 66 is intact magnet 168 will get its proper share of magnetizing current for the desirable operation of blade 133 over

contacts

130, 132. A suitable direct current magneto, or one of the alternating current.

variety, can if preferred be used in place of the dynamo 166. The said magneto, illustrated in Fig. 6, can be driven by the aforesaid motor means. magneto shall furnish the test energy to

wires

167, 180. When trolley wire 66 breaks in the manner that one of its ends leading to wire 206 falls to ground while its other end leading to'conductor 67 freely dangles in air, blade 133 is inoperative since magnet 168 under this condition is open circuited. Should trolley poles of cars be in contact with the said grounded portion of the said trolley wire 66 the magnet 168 is inoperative. With trolley poles of cars in contact with the dangling portion of the said trolley wire 66 and with or without trolley poles of cars in contact with the grounded portion of the trolley wire 66, blade 133 is inoperative since magnet 168 is deenergized. With the trolley wire 66 broken in the manner that one of its ruptured ends leading to wire 67 is grounded, while the other trolley wire end leading to wire 206 freely dangles in air, blade 133 is inoperative since magnet 168 'is open circuited. lVith trolley poles of cars in contact with the said grounded portion of the saidtrolley wire end leading to wire 67 the result is precisely the same, that is, blade 133 is inoperative since magnet 168 is open circuited. NVith trolley poles of cars in contact with the said dangling portion of the said trolley wire end leading to the said wire 206' and with or without trolley poles of cars .in contact with the said- The armature of said solenoid 107 is supplied by a path as follows: from the energized wire 129 to con tact 130, over blade 133, to contact 132, over Wire 134, to stud 135. The clip 209 (while the mechanism mounted on the frame 108 is in the lowered position) recedes out from the plate 208 in a manner that the upper part blade 138 makes connection with stud 135. This position short circuits the element 136 and current for the lift solenoid 107 continues to wire 137, to contact 1511, over blade to contact 1 13, to wire 14 1-, binding post 109, through solenoid 107, to bindingpost 110, over ire 1 15, to contact 7 1, over blade 75, to contact 76, over wire 77, to contact 78, over blade 79, to contact 80, and then to ground 81. If it is desired to omit the switch blade 1&2 of the circuit breaker, current for the lift solenoid 1.07 continues to wire 137, as said, but instead of passing to contact 1&1, blade 1 12, contact 1 13, the current passes from wire 137 directly to wire 114: and then over the described path through solenoid 107 to ground 81. The solenoid 107, now being electrified, draws up, by means of its plunger, fixed conveniently to frame 108, the said frame 108, so bringing

switches

63, 68 into contact with their respective contacts, normally electrifying the trolley conductor 66.

The trolley conductor 66 is energized from terminal 86 joined to the feeder system and said energy issues over Wire 87 to contact 88, over blade 89, to contact 90, wire 91,

fuse 92, Wire 93, through the circuit breaker coil 91 to wire 98, contact 64, blade 63, con tact 65, to trolley wire 66, that as usual supplies the cars with electric energy. The considered circuit breaker can be provided with magnetic blow out coils or on an alternating current circuit with oil are extinguishing means to help disrupt the are that may occur at the respective contacts when said circuit breaker opens the circuit. The return wire 67 feeds from the trolley wire 66 the magnet 72- by the herein described path that leads as said to common ground. A resistance element (for direct current trolley systems) (see Fig. 8) may be inserted in Wire 71, between contact 69 and terminal of magnet 7 2, to take up the surplus voltage when the trolley voltage is found to be too high for direct application to the magnet. Ordinarily, the magnet 72 offers suficient resistance to the trolley Voltage to prevent short circuiting of the motors of a car taking power from the particular section of the trolley wire. The said surplus voltage can also be reduced by means of a suitable transformer (see Fig. 9). The primary P of said transformer would be between

contacts

69 and 74, and in this

case wires

71, 73 would not be used. The secondary S would have its terminals then connected directly to the terminals of the magnet 72. lVhen magnet 72 becomes active it tends to attract clip 209. The plate 208 is purposely shaped long, as shown, so that it engages the nose on the clip 209, thereby preventing the full movement the clip under the action of the magnet until the full pull of solenoid is accomplished, the nose on the clip 209 being then relieved of the influence cf the plate 208 and engaging the lower end of such plate to hold the frame 108 from falling, as clearly illustrated in Fig. 1. The solenoid 107 then becomes inactive due to the break of path of the solenoid circuit occurring at stud 135, when the upper part of switch 13 leaves said stud due to the said movement of said clip 209, the switch blade 138 being connected to the lower end of the clip 209 as shown in F 4:. The interfering act of plate 208 over clip 209 prevents the premature opening up of the short circuit over element 136 formed by stud 135 and upper switch blade 138. After a proper interval, the said formed short circuit over element 136 opens up placing the element 136 into the circuit of solenoid 107, cutting down the current strength needed for the proper pull of solenoid 107 and under this circumstance the solenoid 107 is rendered inoperative since it has accomplished its duty and is no longer needed. The magnet 72 then takes the place of solenoid 107 holding up frame 108 by the holding action of clip 209 under plate 208, as said, so preventing the

live switches

63, 68 from opening main current. ll hen the trolley wire 66 ruptures, the magnet 72 plainly becomes die-energized and the clip 209 by force of a spring then removes out from under the plate 208, permitting the drop of frame 108. The force of springs 108 moves the

main switches

63, 68 from their respective contacts so cutting off the current lead to trolley wire 66. The broken trolley wire then falls or dangles into the highway as a harmless dead conductor. W hen the frame 108 is moved upward by the solenoid 107 the

insulative pieces

191, 192 leave the respective

insulative pieces

193, 191 just before the blade 188 breaks contact with contacts 177, 187 and of course just before the blade 190 breaks contact with contacts 172, 189, so that the spring contacts 176, 171 make contact with their

respective contacts

175, 173 before the blades 188, 190, leave their contacts. This transfer automatically puts into the testing energy circuit resistance element 174 before the tested circuit through the

trolley return conductors

66, 67 has chance to interrupt by said upward movement of blades 188, 190. Consequently, the magnet 168 is not deenergized and the blade 133 is held in engagement with

contacts

130, 132 that short circuit the element The total voltage developed by any of the testing sources mentioned must never exceed a value that could not be borne by'any. person with absolute impunity; The" set forth, the current from terminal 111 issues to wire 129 by blade 118 closing against contacts 117, 128 and the primaries 195, 195? are energized. Should t'ne'trolley wire 65 disrupt in the manner herein before mentioned, the current from the secondary 199'will be accordingly afiected and this effect is mutually felt on the primary 195 which in turn proportionally afiects the primary 195 and secondary 202. For instance, when'the secondary 199 supplies practically nocurrent, due to a high resistance intro- 7 duced into the test circuit, mutual induction places an equal check on the current "tending to pass through the primary 195.

' As this primary 195 is in series with the primary 195 it is plain that similar current diminution occurs in )rimar v 195" as ha penedin primary 195, The secondary 202 will then supply practically no current and 7 under this circumstance the magnet 168 will then not receive its re uired watta e thus ,acting precisely as in; the case when the dynamo 166 yielded no energy to magnet 168 on an open c1rcu1t or on such a high resistance path admitting but a feeble current to pass.

Should the secondary 199 supply but a partial current due to addedresistance intothe path of secondary 199 mutual in duction places a proportional impedance to the primary current in primary 195 and as 7 this primary 195 is in series circuit with the primary 195 itis plain that the said reduced current in primary 195* will proportionally aflfect the primary 195. The secondary 202 will then supply reduced power and under this circumstance the magnet 168 will then not'receive its required wattage thus acting exactly as in the case when the dynamo 166 yielded but a reduced value of energy to magnet 168due to added resist ance in the regarded path The total volt age from secondary 199 should be of a value that it could be taken by any person with,

absolute impunity since this voltage like in the regarded dynamo case is placed on the trolley wire 66 either when said trolley wire is intact or broken during a test period, to warrant the apparatus to automatically and safely electrify, normally, the trolley wire '66. 'The voltage and wattage of the sec 7 ondary 2-02 does not necessarily have to be equal to thevoltage and wattage of secondary 199. It is plainly seen that the test circuit from secondary 199 is formed as follows: from said secondary199, over wire 200, to wire 169, through fuse 17 0, to contact 172, over blade 190, (when down) to contact 189, over wire 206, trolley wire 66,

return wire 67, wire 207, to contact 187, over blade 188, to contact 177, (when blade 188 is down) to wire 17 8, overfuse' 179, to wire 180, to wireo201, to sa-idosec'ondary 199. The said test circuit also formsasfollows: from secondary 199, to wire 200, wire 169, over fuse 170, to spring contact 171, to contact 173, through element 174, to contact175,

, over spring contact 17 6, to wire 178, over fuse 179, w re 180, wire 201, to said secondary 199. The resistance element 174 when the two said transformers are em- 'ployed (or when the said transformer is employed) to supersede. the said dynamo 166' should be non-inductive. I

Nhen repairing a broken section or trolley wire, the repairman is stationedlat the box or inclosur'e housing the

switches

63 and 68 and assoclated parts and such repalrman is equipped with suitable signaling apparatus, while the lineman is similarly equipped so that the lineman may advise the repairman at the

switches

63 and 68 when the trolley section is restored to normal condition so that such repairman or fellow workman may close the switch 151.

In the foregoing description I have scribed the various mechanism of my 1mproved trolley protect ve system and the operations of such mechanisms in detail and will now proceed to give a general description of the operation of the entire system.

' When the operator in charge'of the power house or sub-station swings the switch blade 1 to closed position, the magnet 17 is energized to connect the special line conductor with the particular source of energy, thereby energizing the magnets 120 connected with such line conductor. Upon'the energization of each. magnet or relay 120 the contact 118 bridges the contacts 117, 128,

thereby connecting the solenoid 107 with its source of energy. If the particular section of the trolley conductor is defective or broken the resistance 131 is connected in se ries with the solenoid 107 and so prevents the V proper energization of the solenoid thereby holding the

blades

63 and 68 against movement to engage the respective front contacts. On the other hand, if the section of the trolley wire is intact the testing current from the generator 166 or othertesting energy source flows through the established circuit and energizes the magnet 168 7 whereby the contact 133 bridges the

contacts

130, 132, thereby short circuiting the resistance 131 so that the solenoid 107 receives full current strength from the source of energy. Upon the energi'zation of the solenoid 107 the blades 163 and 168 are drawn into engagement with the respective pairs of contacts, thereby connecting the particular section 01 the trolley wire with its source of power, such source of power being connected to the terminal 86 of the conductor 87. When the trolley wire section is energized, the magnet 72 is similarly afi'ected incident to such magnet being connected in circuit with the wire 67 and when the magnet 72 is energized the lip or nose en the element 209 engages the lower end of the lug 208 carried by the IOVVGI end portion of the stem of plunger 108. Upon the movement of the element 209 to lock the switch blades in closed position, the lever 1138 disengages the contact 185 thereby placing the resistance 136 in series with the magnet 107 so as to cut down the fiow of current of the solenoid 107, the magnet 72 and lip on the element 209 holding the switch blades in closed position independently of the solenoid 107. When the switch blades are elevated, the current from the testing generator 166 passes through the resistance 171 as previously described, thereby maintaining the relay 168 energized.

IVhile I have herein shown and described the preferred form of my invention by way of illustration, I wish it to be understood that I do not limit or confine myself to the precise details of construction herein clescribed and delineated, as modification and variation may be made within the scope of the claims without departing from the spirit of the invention.

Having thus described the invention, what I claim as new is:

1. In a trolley protective system, a trolley wire divided into sections, means adapted to connect each section with a source of power, electroresponsive means for actuating said first-named means to closed position, and means holding said first-named means in closed position and under the con trol of the particular trolley wire section to release said first-named means when the particular section breaks.

2. In a trolley protective system, a trolley wire divided into sections, means adapted to connect each section with a source of power, means for actuating said first-named means to closed position, means holding said first-named means in closed position and under the control of the particular trolley wire section to release said firstnamed means when the particular section breaks, and means preventing said second named means from operating in the event of defect in said trolley wire section.

3. In a trolley protective system, a trolley wire divided into sections, means adapted to connect each section with a source of power, means for actuating said first-named means to closed position, means holding said firstnamed means in closed position and under the control of the particular trolley wire section to release said first-named means when the particular section breaks, means preventing said second-named means from operating in the event of defect in said trolley wire section, a source of energy connected tosaid trolley wire section independently of the power source for testing the electrical continuity of said section, and means .in circuit with said testing source and controlling said last means and whereby said last means will be put into operation to permit the operation of said first means when the trolley wire section is intact.

4:. In a trolley protective system, a trolley wire divided into sections, a switch adapted to connect each section with a source of power, electroresponsive means for actuating said switch to closed position, and an electroresponsive device holding said switch in closed position and under the control of the particular trolley wire section to release said switch when the particular trolley wire section breaks.

5. In a trolley protective system, a trolley wire divided into sections, a switch adapted to connect each section with a source of power, an electroresponsive device for actuating said switch to closed position, an electroresponsive device holding said switch in closed position and under the control of the particular trolley wire section to release said switch when the particular trolley wire section breaks, and means for preventing the energization of said first electroresponsive device in the event of defect in said trolley wire section.

6. In a trolley protective system, a trolley wire divided into sections, a switch adapted to connect each section with a source of power, an electroresponsive device for actuating said switch to closed position, an electroresponsive device holding said switch in closed position and under the control of the particular trolley wire section to release said switch when the particular trolley wire section breaks, means for preventing the energization of said first electroresponsive device in the event of defect in said trolley wire section, a source of energy connected to said trolley wire section independently or the power source for testing the electrical continuity of said section, and means in circuit with said testing source and controlling said last means whereby said last means will be put into operation to permit the energization of said first-named device when the trollev wire section is intact.

7 In a trolley protective system, a trolley wire divided into sections, a switch adapted to connect each section with a source of power, a solenoid for actuating said switch to closed position, an electroresponsive device holding said switch in closed position 8. In a trolley protective system, a trol I ley wire divided nto sections, a switch adapted to connect each section with a source of power, 'a solenoid for actuating said switch to closed position, an electro-.

responsive device holding said switch in closed position'and under the control of the particular trolley wire section to release said switch when the said section breaks,

.an electric circuit for said solenoid, a resistance infsaid circuit to prevent efiective energization of said solenoid in the event.

of defect in said trolley wire section,;and means for short circuiting said resistance.

9. In a trolley protective system, a trol-r ley wire divided into sections, a switch adapted to connect each section with a source of power, a solenoid for actuating said switch to closed position, an electroresponsive device holding said switch in closed position and under the control of the particular trolley wire section to release said switch when the said section breaks,

an electric circuit for said solenoid, a resistance in said circuit to prevent efiective energization of said solenoid in the event of defect in said trolley wire section, means for short circuiting said resistance, a source of energy connected to said trolley wire section independently of the power source for testing the electrical continuity of said section, and an electroresponsive device in circuit with said testing source and controlling said lastnamed means and whereby said last-named means'will be actuated to short circuit said resistance to permit the proper. energization of said solenoid when the trolley wire section is intact. I

10. In a trolley protective system, a trolley wire divided into sections, means adapted to connect each section with a source of power, means for actuating said first-named means to closed position, means holding said first-named means in closed position and under the control of the particular trolley wire section to release said first-named means when the particular section breaks, and means for deenergizing the trolley wire section and rendering said last-named means inactive manually.

11. In a trolley protective system, a trolley wire divided into sections, a switch adapted to connect each section with a source of power, an electroresponsive device tor actuating said switch to closed position, an electroresponsive device holding said switch in closed position and under the control of the particular trolley wire sec- 13. In a trolley protective system, a trolley wire divided into sections, means adapted to connect each section with a source of power, means for actuating said first-named means to closed position, means holding said first-named means in closed position and under the control of the particular trolley wire section to release said firstnamed means when the particular section breaks, power means for rendering said second-named means active and means for rendering said second-named means active manually.

let. In a trolley protective system, a trol- V ley wire divided into sections, a relay associated with each section and controlling the energization thereof, and a switch for connecting all of said relays with the source of electrical energy whereby said relays will 1 be energized to connect therespective trolley wire sections with the source of power.

In a trolley protective system, a trolley wire divided into sections, a relay associated with each section and controlling the energization thereof, a switch for connecting all of said relays with the source of electrical energy whereby said relays will be ener ized to connect; the respective trolley wire sections with the source ofpower, an electroresponsive device for closing said switch, an electric circuit including said device, and a hand operated switch for closing said last circuit. r

16, Ina trolley protective system, a trolley wire oivided into sections, a relay associated with each section and controllling the energization thereof, a switchfor connecting all of said relays with the source of'electric'al energy whereby said relays will be energized to connect the respective trolleyrwire sec tions with the cource of power, an electroresponsive device for closing said switch, an electric circuit including said device, a hand operated switch for closing said last circuit, an electromagnet in series in said circuit holding said hand operated switch in closed position, and a switch under the control of said circuit for short circuiting said magnet succeeding the closing of the first-named switch whereby said hand operated switch may be restored to normal position, and means for restoring said hand operated switch to normal position.

17. In a trolley protective system, a trolley wire divided into sections, a relay associated with each section and controlling the energization thereof, a switch for connecting all of said relays with the source of electrical energy whereby said relays will be energized to connect the respective trolley wire sections with the source of power, an electroresponsive device for closing said switch, an electric circuit including said device, a hand operated switch for closing said last circuit, an electromagnet in series in said circuit holding said hand operated switch in closed position, a switch under the control of said circuit for short circuiting said magnet succeeding the closing of the first-named switch whereby said hand operated switch may be restored to normal position, means for restoring said hand operated switch to normal position, and means for short circuiting said electromagnet independently of said circuit controlled switch.

18. In a trolley protective system, a trolley wire divided into sections, means associated with each section and controlling the energization thereof, a switch for connecting all of said means with a source of electrical energy whereby said means will be energized to connect the respective trolley wire sections with a source of power, an electroresponsive device for actuating said switch to closed position, an electric circuit including said device, a hand operated switch for closing said circuit to energize said device, an indicater, an electroresponsive device controlling said indicator and connected in parallel with said circuit and holding said indicator in a position to indicate the flow of current closing said circuit to and adapted to release the indicator when the current ceases, and means for locking said indicator in release position.

19. In a trolley protective system, a trolle 7 wire divided into sections, means asso- -iated with each section and controlling the energization thereof, a switch for connecting all of said means with a source of electrical energy whereby said means will be energized to connect the respective trolley wire sections with a source of power, an electroresponsive device for actuating said switch an electric circuit includhand operated switch for energize said device, an indicator, an electroresponsive device controlling said indicator and connected in parallel with said circuit and holding said indicator in a position to indicate the flow of current and adapted to release the indicator when the current ceases, means for locking said indicator in release position, and an electroresponsive device connected in series with said first-named electroresponsive device to actuate said locking means to release said indicator when the circuit is again energized.

20. In a trolley wire protective system, a trolley wire divided into sections, means for energizing each section when in normal condition, means for automatically deenergizing each section when such section breaks, and means for preventing dangerous energization of a section when broken or defective.

In testimony whereof I aflix my signature in presence of two witnesses.

ALBERT KLIMES.

to closed position, 1ng said device, a

lVitnesses:

FRANK J. KovARIK, EMIL MARKUS.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.