US259589A - Eleoteio railway - Google Patents

Description

(No Model.) 2 Sheets-Sheet 1. o. H. ARUDD.

ELECTRIC RAILWAY.

No. 259,589. Patented June 13, 1882.

N. Prrns. Phnmuxhagmpher. wasmngxon, D, C.

(No Model.) 2 Sheets-'Sheet 2.

c. H. RUDD ELECTRIC RAILWAY. No.v 259,589. Patented June 13, 1882.

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Nrrnn STATES CHARLES H. RUDD, OF EVANSTON, ILLINOIS, ASSIGNOR TO JAMES W. WHITE, JAMES CLARENCE IVHITE, AND H. M. LEWIS, TRUSTEES, OF PHILADEE PHIA, PENNSYLVANIA ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 259,559, dated June 13, 1882.

' Application filed April 6, 1882. (No model.)

To all whom it may concern Be it known that I, CHARLES H. RUDD, of Evanston, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Electric Railways, of which the following is a specification.

My invention relates to propelling cars, earriages, or vehicles upon railways by means of electro-magnetism; and its object more especially is to propel upon a railway light carriages or vehicles particularly useful in transporting light packages or articles rapidly, safe ly, and economically from one place to another. The object of my invention also is to improve electric railway propulsion generally; and it may be stated here at the outset that some of the improvements hereinafter described and claimed may be used without the others, and also in systems differing in some of their features from that herein particularly described. The subject matter claimed is distinctly pointed out at the close ot' the specification.

In the accompanying drawings, which show so much of my improved apparatus as is necessary to an understanding of my invention, my improvements being organized in the best way now known to me, Figure l is a plan or top view of the carriage or vehicle and the system of rails upon which it runs, a portion of the body of said vehicle being broken away to show the driving-wheels mounted upon the nnder side thereof. Fig. 2 is a transverse section through the apparatus on the line or x of Fig. l, and Fig. 3 is a similar section on the line y y of said figure. Figs. 4 and 5 are side views of the interior of the respective drivingwheels for producing backward and forward movement of the carriage over the rails. Fig. 6 is a view of the interior of one ot' the supporting-wheels of the carriage, which is also particularly useful for signaling or reporting purposes, in order to indicate to the operator at a fixed station the speed of the carriage and its position upon the track. Fig. 7 is a view showing a spring or yielding bearing for the xed shaft, around which the driving-wheels turn, and Fig. S is a similar view of a similar bearing for the revolving axle of the main supporting-wheels. Fig. 9 shows a plan and an edge view of one form of rail which may be 5o used. Fig. 10 is a diagram of the system of rails and methods of running the circuits both to the driving and to the reporting or signaling wheels, and Fig. ll comprises a plan view and a lside elevation of a modified form of apparatus.

The body or frame A of the car, vehicle, or carriage may be of any suitable construction, and is mounted in this instance upon four wheels, B B B2 B3, each of which in the or- 6b ganization shown in Figs. l, 2, and 3 runs upon its respective rail C C C2 C3, said rails constituting the track over which the carriage is propelled. The wheels B B are iixed upcn an axle, D, so as to turn with said axlein bearings E E, suspended or connected to the under side of the carriage, ear-body, or truckframe, as clearly shown in Figs. 3 and S. rIThe bearings E E ot' said axle D are yielding bearings, and preferably consist each of a bearingblock, e, movable up and down in a bracket frame or box, e', iixed to the car body or truck by a metallic girder or frame, c2, a spiral or other suitablespring, e3, being interposed between said block, which rests upon the axle D and said box so as to support the weight of vthe carriage or car-body, as clearly shown in Figs. 3 and 8.

The wheels B and B are what I term the main supporting-wheels of the carriage or 8o ear A. Said wheel B is preferably a plain metallic wheel; orit may be composed of metallic side plates with a elly clamped between them having a continuous metallic tire or band, as shown in Fig. 3, while the wheel B or its tire or tread is constructed preferably in sections electrically insulated one from the other. I prefer to construct said wheel B of two circular metallic side plates or disks, b b', having suitable enlargements at their centers to af- 9o ford proper strength in their connection with the axle D, with which they turn, said plates having securely clamped or fastened between them in any proper way, so as to project beyond their peripheries, a circular rim or felly, bZ-say ot' wood or some other suitable insulating material-which acts mechanically somewhat in the manner of an ordinary wagonwheel felly. A metallic tire, b3, nearly snrrounds this rim or felly b2, said tire being constructed, say, in two parts, 1 2, having their adjacent ends divided and insulated, as clearly shownin Figs. land 6. One section-say part 1-of said tire b3 is electrically connected with one of the metallic side plates or disks, b b', and through it to the axle D, as shown in Figs. 3 and G-by nzeans of a wire, 3, for instancewhile the other part, 2, of said tire b3 will be electrically disconnected from said axle D by reason of the interposed non-conducting rim or felly b2, the object of which construction will presently appear.

The wheels B2 B3 are what I call the drivin g-wheels,77 and they are preferably constructed somewhat similarly to the wheel B that is to say, they preferably consist each of two circular metallic side plates or disks, b b', having clamped or otherwise securely fastened between them at their edges a circular rim or felly, b2, of wood or some other suitable nonconducting material, said rim or felly extend ing out beyond the circumference of said side plates or disks, so as to electrically insulate said disks and the shaft F, upon and around which they turn, from the rails upon which said wheels run. The rims or fellies of the wheels B2 B3 are provided on their peripheries with sectional metallic tires, each tire preferably consisting ot' four sections,1 2 3 4, the adjacent ends of which are separated and insulated from each other, as clearly shown in Figs. 1, 4, and 5. Said wheels B2 B3 are tted by their side plates to turn independently upon a fixed or non-rotating shaft, F. Said shaft F rests in bearings or blocks f, which have upand-down play in brackets or boxes f', spiral or other suitable springs,f2, being interposed between the blocks fand said boxes f in order to support the front end of the body or truck of the car or carriage and afford yielding bearings for the shaft of said wheels B2 B3 correspondently with those of the wheelsB B. The metallic frame or girders f3 of the bearings of the shaft F are in electrical connection by contact or by connecting pieces or wires (not necessary to be shown) with the similar frame or girders, e2, of the bearings of the axle D; or the respective girders e2 may be formed in one piece with the respective outside girders,

f3, if desired, so that a continuous metallic or conducting frame is formed between the axles D F and the platform or body of the car.

The metallic side plates or disks, b b', of the drivin g-wheels B2 B3 should be sufficiently sep arated by their rim or felly b2 as to form be tween said rim and the shaft F, around which said wheels turn, a circular chamber, G.

Vithin the chamber G of each ofthe wheels B2 B3, vI preferably mount and secure equidistant from one another four electro-magnets, H H H2 H3, as clearly shown in Figs. 2, 4, and 5, the poles of which face the fixed shaft F, which is provided at one point within each chamber G with an armature, I, the shaft itself, other than its armaturesII, being preferably constructed of non-magnetic metal. From each insulated section l 2 3 4 of the `metallic tire of each of the driving-wheels B2 B3 an insulated wire is run to one of the electro-magnets H H H2 H3, the method of running the connections being clearly shown in Figs. 4 and 5. It will thus be understood that the electromagnets are firmly fastened upon the interior of the wheels B2 B3, and that each section of the divided tire of each wheel B2B3 isconnected with its respective magnet. Said wheels B2 B3, as I have before stated, are the drivingwheels of the car or vehicle. rlheir construction and action are similar, save in so far as the electrical connections between the tire and magnets are concerned. These connections are run differently, as clearly shown in Figs. 4 and 5, the object of which is to rotate the wheel B2 in one direction when its magnets are successively excited by a current of electricity traversing their coils, so as to propel the car or vehicle in one direction along the track, and to rotate the other driving-wheel, B3, in the opposite direction when the coils of its magnets are successively excited, so as to propel the car or vehicle in the other direction along said track, the rotation of said wheels B2 B3 being due to the successive attractive action of the electro-magnets exerted upon their fixed armatures, each magnet of each wheel being excited in its turn as its section of the tire comes upon the track to act upon the armature and make the motion of the wheel constant about its shaft F by a current conveyed along the rails ofthe track, as will be fullyr explained.

The rails on which the carriage runs in the organization shown in Figs. 1, 2, 3, and 10 are four in number, and are preferably made in the form of the usual street-car rail, although it will be obvious other forms of rails may be used and the wheels of the car or carriage provided with the usual iianges. These rails are all insulated, so as to be good conductors of electricity, and are the medium through which the electric current is conveyed, which is converted into electromagnetism at the vehicle to propel said vehicle.

The arrangement on circuit is clearly shown in Fig. 10. A generator or source of electricity, J, has its negative pole connected with the rail C', while the positive pole of said generator may be connected by a switch, J', with either of the rails C2 G3, accordingly as it is desired to propel the carriage in one direction or the other. A second generator or source of electricity, K, has its negative pole connected with the rail C', while its positive poleis connected with the rail G,it being thus understood that I prefer to utilize the rail U as a common return-conductor for the currents of both the generators J and K, which are employed for diierent purposes, the generator J being utilized to propel the car or vehicle, while the IOO IZU

generator K is utilized for reporting purposes, so as to indicate by suitable apparatus, L, the speed of the car and its location upon the track.

The operation of the apparatus is as follows: Suppose the car or vehicle is at one end of the track, and it is desired to propel it forward to the other end or to any intermediate station. The engineer in control of the switch J will new turn said switch so as to make contact with the connection ot` the insulated rail G3 and throw a powerful current along said rail. The insulated section of the tire ot' the driving-wheel B3, resting upon the track, will conduct said current to its respective electromagnet, which, being thereby excited, will exert its attractive action upon the armature I of the shaft F, and will pull said wheel around, turning it in a forward direction, as indicated by the arrow, Fig. 5. As soon as the section ot' the tire passes from the track the electrical connection between the rail and the magnet which has just been at work is broken, while the next magnet is simultaneously' thrown into action to exert its action upon the armature and make the motion of the wheel constant, and so on. The circuit is completed from the rail C3 successively through each working niagnet of the wheel B3 to the return conductingrail C by means ofthe sectional tire, the connections z' i', the metallic side plate or disk ot the wheel, the shaft F, the metallic bearings of said shaft, a metallic connection (or frame f3 e2) connecting said bearings with the metallic bearings E of axle D, said axle D, and the wheel B. It will be understood, however, that the connections from the magnets of the driving wheel or wheels to the returnconductor may be organized in many different ways. When the movement of the carriage is to be reversed the switch J is shifted so as to withdraw the current of the generator from the rail C3 and throw it upon the rail C2 and through the magnets of thc wheel B2, the connections between the sectional tire of the wheel B2 and its magnets being run so that the direction of rotation of the wheel B2 will be the reverse of that of the wheel-B3. (See Figs. 4 and 5.)

From what has been said it will be seen that the operator or engineer may at will produce either forward or backward motion of the carriage from the station at which he is situated by throwing into action either one of two motors carried by the vehicle, and this control is very desirable.

In order to indicate the speed ofthe carriage along the track and to show its position to the operator, I have organized the wheelB, as here- :inbetore described,torun upon the conductingrail C. The current of the battery or generator Kis thrown upon said rail G when the circuit is closed. At the times the section l of the tire of the wheel B is on the rail the circuit of the said generator K will be closed, a conducting-connection beingformed by the tire section l, its wire 3, the plate or disk b of the wheelB, the aXleD, and wheel B to the returnconductor C', which, as before stated, is connected with the negative pole ofthe generator.

In the circuit ot' the generator K, I place a suitable apparatus, L, to denote the presence or absence of a current of electricity. Any suitable apparatus, of which there are many forms well known to electricians and in common use, maybe employed for this purpose, and I have therefore not shown any particular one in detail. From what has been said as to the construction of the wheel B it will be obvious that during its rotation the circuit ofthe batteryK will be made and broken, and this will cause electric impulses or waves to be thrown upon said circuit and indicated or recorded at L, the rapidity of which impulses or waves will be an index as to the speed of the vehicle.

ln order to indicate the position of the carriage on the track, sections or portions of the surface ot the rail (l (see Fig. 9) for any desired lengths may be electrically insulated in well-known ways, so as to prevent the current of electricity of battery K from passing to the wheel B, but not preventing said current from being conducted to other sections of the track which permit the closing and breaking of the circuit through the wheel B, as before de- 9 scribed. This construction causes the waves of electricity produced by the wheel B to cease at intervals, and by noting or recording these intervals the distance the carriage has traveled may be readily ascertained. Other ways ot'insulating particular sections or lengths of the track obviously may be employed.

In Fig. 11. I have shown a modified organization of apparatus, and these modifications or changes I will describe.

In the organization shown in Fig. 1l. the wheel B is constructed so that it (or its periphery) is insulated entirely from its axle D in well-known ways, and said wheel runs upon the same rail, C3, as the driving-wheel B3, there being in this organization but three rails, as will be clearly seen on inspecting the drawing. The driving-wheel B2 runs upon its rail G2, as in the organization first described, while the supporting-wheel B is a plain metallic one in electrical connection with its axle D, and runs upon the rail C, which in this modified organization is the return-conductorfor both the generators J and K. In lieu of the conductingrail C of the organization first described, there is connected with the generator K a rod or wire or other conductor, M, suspended overhead from suitable posts or supports, N, along the line of the track, said conductorM having suitable contact points or places, m, along its length to make contact at determined intervals with a contact piece or spring, a, placed on the carriage or car A, said contact-spring a being electrically connected with the axle D, and through its wheel B with the return-conductor O. By knowing the number of electric waves or impulses to be produced by the con- IOS tact of the conductor M with the contact-spring a to the mile the position of the carriage on the track may be constantly known, together with its rate of speed, and these indications may be indicated or recorded by suitable apparatus, well known to electricians, as before stated.

From the foregoing description of my invention it will be understood that an operator stationed at a fixed point may operate and coutrol one or more cars or carriages upon an electric railway, while as the carriage moves along thetrack it reports itself to the operator, and the operator is therefore constantly informed as to the speed and positionof the carriage.

I wish it understood that I do not limit myself to the details of construction which I have described and shown.

I do not claim herein any of the improvements shown and described by me relating to the apparatus and organizations for recording the speed and position of the car or train upon the track, as these improvements will constitute the subject-matter of a separate application.

What I claim as my invention is l. The combination, substantially as hereinbefore set forth, of a carriage with one or more of its supporting-wheels divided at its periphery into electrically-insulated sections.

2. The combination, substantially as hereinbetore set forth, of a wheel divided into electrically-insulated sections with electro magnets carried by said wheel and electrically connected with said sections.

3. The combination,substantially as hereinbefore set forth, of a wheel divided into electrically-insulated sections, a non-rotating shaft around which said wheel turns, electro-magnets carried by said wheel and electrically connected with its insulated sections, an armature fixed upon the said non-rotatingshaft, and circuit-connections, including a source of electricity, to convey'current to excite said electromagnets and cause them to act upon said armature.

4. A wheel composed of a body portion, a rim or felly of non-conducting material to insulate said body portion from a rail upon which the wheel runs, and asectional conducting-tire, one or more of whose sections are in electrical connection with said body portion, and through it with the axle or shaft of said wheel.

5. The combination, substantially as hereinbefore set forth, of a non-rotatin g sh aft., a hollow wheel fitted to turn around said shaft, electro-magnets carried by and inclosed within said wheel, and an armature fixed upon said shaft within said wheel, so as to be acted upon by said electro-magnets when excited.

6. 'lhe combination, substantially as hereinbefore set forth, of a carriage, a track upon which said carriage runs, two elcctromotors forming part of said carriage, one to move said' carriage in a forward direction and the other to lnove said carriage in a backward direction, a generator of electricity, circuit-connections, and switch mechanism forming part of said connections to throw either one ot' said motors into action.

7. The combination,substantially as hereinbefore set forth, of a railway-carriage having two electromotors, separate insulated rails for the driving-wheels of said carriage, an electric generator to throw current upon either of said rails to propel said carriage, and a separate return or third conductor for the current traversing either one of said insulated rails.

The combination,substantially as hereinbefore set forth, of a vehicle, a shaft of said vehicle, an electromotor wheel revolving around said shaft to propel the vehicle, and a rail between the main rails of the vtrack upon which said motor-wheel travels.

9. The combination, substantially as hereinbefore set forth, of a vehicle, electro-magnetic mechanism mounted on said vehicle so as to propel it, a generator at a xed station snpplying electricity to said mechanism, and a switch device by which said propelling mechanism is controlled, so as to enable the operator at a fixed station to produce either forward or backward motion of the vehicle at will.

In testimony whereofI have hereunto subscribed my name this 22d day of March, A. D. 1882.

CHARLES H. RUDD.

Witnesses:

GEORGE WALKER, CARL FooKE.

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