US323459A - Electbic railway system - Google Patents

Description

(No Model.)

3 Sheets-Sheet 1. E. J. SPRAGUE.

I ELECTRIC RAILWAY SYSTEM.

Patented Aug. 4, 1885.

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(No Model.) 3 Sheets-Sheet 2. F. J. SPRAGUE.

ELBGTRIG RAILWAY SYSTEM. No. 323,459. w, Patented Aug. 4, 1885.

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F. J. SPRAGUE.

ELECTRIC RAILWAY SYSTEM.

No. 323,459. Patented Aug. 4, 1885,.

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UNITED` STATES v Pn'rnnfr trice.

FRANK J. SPRAGUE, OF NEW YORK, N. Y., ASSTGNOR TO THE SPRAGUE ELECTRIC RAILVAY AND MOTOR COMPANY.

ELECTRIC-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 323,459, dated August 4, 1885.

Application filed January 19, 1885. (No model.)

To all whom it may concern.-

Y Be it known that I, FRANK J. SrRAeUn, of N ew York, in the county and State of New York, haveinvented a certain new and useful Improvement in Electric-Railway Systems, of which the' following is a specification.

The invention relates to those systems for electric railways in which continuous main conductors are employed, and workingcondoctors, from which the motors derive current, divided into sections, each section being connected with the continuous main conductors; and more especially said invention relates to apparatus controlled by the position of the motors for making and breaking the connections between the main conductors and .the workingconductors, whereby each secL tion is placed in circuit when the train approaches it, and remains in circuit while the train is upon it, whether the motor of the train is vusing a greater or less quantity of cu rrent, or none at all; and as soon as the train has left the section its circuit is broken, that of the next section in advance having been previously closed. Further, by the use of my invention, when the train is on one section the working-conductors of the next section may be crossed or joined together electrically at almost any point without produc ing a short circuit, it being possible to shortcircuit such conductors only at a very small portion of their length, while on other sections than those next adjacentit is impossible to produce a short circuit at all.

ln carrying out my invention each working section has preferably two connections to the main conductors-*one permanent, the other through a switch controlled partially by the current of said permanently-closed conductor and partly by its own current. The motors and working conductors are so arranged relatively that the motor closes the permanent connection of a section before it is fully on that section, and the switch is thus operated to close the otheror electrically-controlled connection. At the same time one connection of the section which the motor is leaving is broken, but current passes through the other one and through one of the conductors of the 'advanced section to propel the motor completely upon the latter, which breaks the remaining connection ofthe circuit just left.

An electro-magnetic device for controlling branch circuits must be independent of the strength and continuity of the current, or ofthe direction of the current through the motor, because there are several different conditions which may arise when a motor is on a section. Such conditions are as follows:

First. lf the motor is doing work, it taking current from the main conductors, but not a uniform current, in which case the electromagnetic devices in circuit will be energized with a variable magnetic movement.

Second, lf the motor is being driven by the momentum of the train, as in descending a downgrade or slowing down, it becomes a generator and gives back current to the line, and so will reverse the current in the electromagnetic switching devices.

Third. W'hen the motor is in the transitional sta-ge of j ust changing from doing work as a motor to doing work as a generator, its electconiotive force is just sufficient to supply its own iield without taking from the line or giving to it. In this case there will be no current in the electromagnetic switching devices.

Fourth. A motor may be at rest on a section without using any current at all.

It is evident that a motor on a section may pass through all these conditions in rapid succession, or may remain in any one of them for a considerable time.

My invention is illustrated in the accompanying drawings, in which Figure 1 is a general plan view and diagram of an electric railway system embodying said -invention. Figs. 2, 3, and 4 are diagrams illustrating modified arrangements. Fig. 5 is an enlarged View in elevation of the preferred form of electromagnetic switching device; Fig. 6, a View of the same, with the magnets in section; and Fig. 7, a view of a modified form of the device.

A railway-line is shown in Fig. l, having two tracks, A A and B B, Each track has two intermediate rails, a a' and?) b", which are the working-conductors from which the motors O and C' derive current. The workingconductors may, however, be ol' any other suit IOC ` able form and placed in any convenientsi-tuation, so that the motors canreceivev current from them; or, in some cases, the grounded rails of the track form one side of each working-circuit. Only a portion of the motor C is shown, there not being sufficient space to show the whole of it inthe position in which it is placed. The connections and local circuits of the motors are not shown. They may be of any suitable character.

P N are continuous main conductors extending the whole length of lthe line. Both tracks are supplied from these main conductors by means of branch conductors c c c2, &c., and d d cl2, 850.

rlhe feature of supplying a double track from a single main circuit is not claimed herein, being claimed in another application for Letters Patent.

D D represent the dynamo-'electric machines at the generating-stations, of which there are any suitable number, according to the length ofthe line and the'power required. They are connected with the main conductors by supply conductors p n.

The electro-'magnetic circuit-controlling'apparatus (shown in detail in Figs. 5 and 6) consists of electro-magnet or solenoid, E, havingI two sets of coils wound in the same direction, one set being included in the branch conductor c, (or c c2, &c.,)the other in branch conductor, d, (or d d2, &c.) Conductorsc are continuous permanent connections between a main conductor and the working-conductor of the same polarity. Each conductor is broken and closed at a switch, which preferably consists of two upright stationary contact-plates, e e', which are bridged to close circuit by thecontactsplate e2,` which makes-a rubbing-con` tact with both of them. The rod f, which supports plate e2, is carried by the movable core g of the solenoid or hollow electro-magnet E, which, when energized, drawsl its core downward. Another magnet or solenoid, i, is also included in both conductors; but on this magnet the two sets of coils are wound differentially and equally, so that when both are in circuit the magnet is inactive. magnet z' carries a catch, Z, and the rod fhas upon it a projection, n, with which said catch engages, and from which it is withdrawn when the magnet is energized.

The working-conductor- sections 1, 2, and 3 are formed by interposed short'sections of insulation, m m. The ends of theV sections preferably overlap, as shown, so'that the motor leaves one working-conductor of a section beforethe other.

The operation of these devicesis as follows: The arrows by the sides of the tracks indicate the directionot' movement of motors thereon. When the motor C crosses the insulating-section m of conductor a, which lies next in its path-that is, when it reaches the position mv 'relative to the working-conductors-a circuit is at once closed from main conductor I? by branch conductor c', working-conductor a,

tact.

The core 7c of through the motor to working-conductor a', and' by-.branch conductor cl2 of section 3 to `main conductor N. One coil of magnet E of section 2 is thus closed and its core is attracted downwardly, closing circuit at e2; but as yet no current passes at this contact. At the same timebraneh conductor el of section 3 is cut out of circuit, the motor having left the working-conductor with which this branch conductor is connected, and the remaining coil or magnet i of section 3 draws back the core of said magnet and unlocks the switch of that section. The switch is still, however, kept closed by the current in d'l so long as the motor is still in connection with the section; but as soon as the motor passes over the insulating-section m of conductor a the circuit of section 2 is closed through c and d and the motor, both coils on the locking-magneti of section 2 become equal, that magnet becomes inactive, and the spring on its core throws the core and the catch out and locks the switch. At the same time the circuit through d of section 3 is broken and the magnet E of that section becomes inert,and the spring q throws rod f and plate e2 up and breaks the switch-con The motor having already broken the current in conductor d2, there is no sparking at the switch. Circuit to section 3 is thus broken, and that of section 2 is closed and remains positively locked until the train approaches the end of section 2, when the same operations are repeated in the switching devices of sections l and 2 as have just been described for sections 2 and 3. .The lower track is similarly equipped. On this trackis shown the motor'c on the overlappingportion of two working-sections, showing thearrangement of the switches and locking devices under these circumstances, which, however, has been al ready described with reference to motor G.

ItI will be seen that it is impossible to shortcircuit any section except at the part where the conductors overlap, and at this part it is possible only when a motor isV on the next sec tion. Vhen a motor is on a section,circuit is constantly maintained to it. Variation in the current upon the section, due to a change in load on the motor or to any other cause, or an entire cessation of current through the motor, has no effect on the switching devices.

In my application Serial No. 150,899 is set forth a method of braking trains by converting the motor into a generator giving current to the line. If a motor is in this condition when passing from one section to another the switching devices operate just the same, their action not being dependent upon the direction of the current; or ifa train is receiving no current, but running only on its own momentum, when it reaches the end of a section I can operate the switching devices from the motor by changing it into a generator in the manner set forth in the application last above referred to.

It is possible in some cases to dispense with the locking device and let the switch be held closed by the motor-current. I prefer, how- ICO ever, to lock the switch positively while the motor is on the body of a section.

In the diagrannIiig. 2, the electro-magnetic switch of each section is placed at the farther end of the section from that at which the motor approaches it. The operation is substantially the saine. When the motor indicated at C is on the overlapping part at the beginning` of section 2, circuit is closed through conductor c of section 2 and conductor di of section 3, and pivoted armature o of the magnet E of section 2 is attracted and closes conductor d. Section 2 is thus closed before the motor enters wholly upon it. At the same time conductor ci of section 3 is first broken, the motor being, however, supplied with current through c di until it is entirely on section 2, when d2 is broken and armature o is released.

The electro-magnetic switch in this and Figs. 3 and I is a simple form, with no locking device, shown merely for illustration.

In Fig. 3 each section has two switches, one at cach end. On the motor entering section 2, branch conductors c* and c5 are Iirst closed and both magnets are energized, and afterward d" and d5 are closed, completing the circuit of the section when the motor is on the body thereof.

In Fig. 4. the working-conductors do not overlap, but instead the motor has diagonal connections-that is, one front and one rear contactso that it leaves one conductor of a section before it leaves the other. This is evidently the equivalent of the overlapping conductors.

A differentmode of operating the locking device is shown in Fig. 7. An additional magnet, M, is employed, on which both conductors c d are wound,differentially, and this magnet has a third coil of tine wire, r, which is wound in series on the locking-magnet t'. W'hen the motor is fully on the section, magnet M is inert, its eoilsc d being equal and differential; but when the motor leaves one working-conductorof the section, the sudden change of current in one of said coils c d induces a. current in the line-wire coil rand energizes the magnet, so that the latter attracts its core and unlocks the switch.

In Figs. 2, 3, and ft only one set of workingcendnctors is shown in each figure. I preer, however, to use two sets, as in Fig. 1.

Safetycatches n n are preferably placed in the branch conductors, so that if a short circuit should accidentally occur on the overlapping port-ion of a section the system will be protected.

It is desired to keep the same potential at the terminals of all the generating-stations, and to this end I provide an indicating-eircuit, s s, in which an electrical indicator, t, is placed at each station, whereby the relative potentials are observed, and the generators can be regulated accordingly by means of the adjustable resistances o in their field-circuits. This feature is, however, not claimed herein, being claimed in another application.

What I claim isM l. In an electric-railway system, the combination of the main conductors, the workingconductors divided into sections, two branch conductors for each section, and an electromagnetic switch for a section affected by the current in bot-h. said branch conductors, substantially as set forth.

2. In an electric-railway system, the combination of the main conductors, the workingconductors divided into sections, apermanent connection from one main conductor to a working-conductor of a section, and a connection from the other main conductor to the other working-conductor affected by the current of said permanent connection, substantially as set forth.

' 3. In an electric-railway system, the combination of the main conductors, the workingconductors divided into sections, two branch. conductors-bue permanently, the other electro-magnetically, connected, and the electromagnetic controlling device included in the circuit of both said branch conductors, substantially as set forth.

4. In an electric-railway system, the combination ofthe main conductors divided into sections, two branch conductors, each connecting a main and a working conductor, a switch controlled bythe current in both said branch conductors, and a locking device for said switch controlled by the current in both said branch conductorsl substantially as set forth.

5. In an electrierailway system, the co1nbination, with the main conductors and the sectional workingconductors, and the motors so arranged relatively that a motoneontact inpassing from one section to another leaves one of said working-comlnctors before it leaves the other, of the permanent connection between a main and a working conductor of a section situated first in the path of the motor and including an electro magnetic switching device, and a connection from the main to the other working conductor of the section controlled by the said switching device, substantially as set forth.

6. The combination, in an electric railway, of continuous main conductors, two sets of working-conductors supplied from said main conductors, each of said sets being divided into sections, and devices controlled. by the movement of the trains or motors for controlling the circuit of each section, substantially as set forth.

This specific-ation sig ned and witnessed this 12th day of December, 185i.

FRANK. J. SPRAGUE. Vitnesses:

T. G. GREENE. .I r., E. C. RowLANn.

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