US324176A - Siemens - Google Patents

Description

(No Model.) 4 Sheets-Sheet 1.

E. .W. SIEMENS. ELECTRIC RAILWAY.

No. 324,176. Patented Aug. 11, 1885.

N. PETERS. Phmolikhognpher. Wuhinglwn, DQ

(No Modl.) 4 She'ts-Sheet 2. E. W. SIEMENS.

ELECTRIC RAILWAY. No. 324,176. Patented Aug. 11, 1885.

JW/WIZZZK I E]%Jziawzwm y JLW. 4" I. ma

N. PETERS. phmuam n ner. Walhingtnn, 0.1:

(No Model.) I 4 Shet-Shet 4.

E. W. SIEMENS.

ELBGTRIU RAILWAY. I I No. 324,176, y giatente-d Aug. 11, 1885.

N. wzrzns. Plmmutbognpher, Wuhingmu, 0.x;

- piece in one of the toothed wheels.

UNITED STATES PATENT ERNST WERNER SIEMENS, OF BERLIN, GERMANY.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 324,176, dated August 11, 1885. Application filed December 9, 1884. (No model.)

To all whom it may concern:

Be it known that I, ERNST WERNER SIE- MENs, a subject of the Emperor of Germany, residing at Berlin, in the German Empire, have invented certain new and useful Improvements in Electric Railways; and I do hereby declare that the following is a full, clear, and exact description of the same.

My invention relates to that class of. electric railways in which a rail,.wire, or conductor is arranged in a direction parallel, or nearly parallel, to the rails of the track in such a manner as to convey the current from a stationary generator of electricity to the electro-dynamic motor upon the car or locomotive which moves upon the track; and the nature of my invention consists in certain modifications in the details of the construc tion of the electric railway which was publicly used by me, E. W. SIEMENS, in the city of Berlin, in the year 1879, and which has been fully described in many printed publications; The locomotive made use of in this railway consisted of a vehicle with four wheels, which were rigidly fastened to their axles, and a frame-work which carried the bearings of the driving-axles, the electro-dynamic motor, and the supports for the axle of such wheels as were required to produce the required ratio of velocity between the fast-running axle of the electro-dynamic motor and the comparatively slow-running axles of the driving-whee1s. The metallic parts of the electrodynamic motor were electrically insulated from the metallic parts of the frame-work, and the electricallyconducting communication through the toothed wheels between the motor and the frame was broken by applying an insulating- The four wheels of the locomotive were in conducting connection with the frame, and also in connection through the rails with the stationary dynamo-electric machine. Between the two rails upon which the vehicle traveled a middle rail, insulated upon wood or in any other proper manner, was made use of for transmitting the current, and both of the trackrails were made use of for the return-current. The electrical connection between the rail running in the middle between the two trackrails and the electro-dynamic motor of the 10- an insulated wire from the brushes upon the rail to one of the poles of the electro-dynamic 'motors of the locomotive-and another insulated wire from the car-frame through the switch to the other pole of the motor. An electric railway thus constructed forms the subject-matter of another application.

Instead of using a central rail for conducting the current, as above described, according to my present invention a rail is placed at the side of the track and in conductive communication with the stationary dynamo-electric machine, and the current is conveyed from it by means of springs made of steel and rigidly attached to steel bars placed at each side of the car and projecting from the side thereof.

The rails upon which the ear moves are joined by copper staples, and form the returncircuit, and the current is conveyed to the car by the side rail, which is a T-iron placed upon short posts or standards, and insulated by means of insulate-caps. When a gap or opening necessarily occurs over which it is impracticable for the current to passas, for instance, a cross-roadthe T-iron is cut off on one side of the gap, and commenced again at the other side thereof, and the two ends thus separated are connected by means of an insulated conductor laid below the ground. In order to span the gap or opening, the springs attached to the car, one in front and the other toward the back thereof, arearranged at a distance apart a little greater than the width of the gap or opening, so that one spring catches upon car, and Fig. 4 is a plan of the under framing of the same, showing the arrangement of the electro-dymunic motor, and of the stopping, starting, and reversing gear. Fig. is a diagram, showing the connections of the electrical circuit with the commutator and resistances.

In the drawings the car is represented passing a-gap or opening in the line. The front brush, 0, is illustrated as having broken contact; but as the back spring, D, is still in contact with the rail B, the current has not been broken, and before the back spring, D, leaves the conductor the front brush, 3, will have again risen upon it, so that the current will not be interrupted. In this way any number of short gaps may be passed; but in case the openings required for cross-roads or other purposes are too wide to be bridged in this manner, the conductor may break the current be fore reaching the gap, and the momentum of the car must be relied on to cause it to pass the opening without the power of the current. The current is conveyed under the gap by the insulated copper cable E, covered in a wroughtiron pipe, H, placed at the depth of one or two feet below the surface of the ground. From the springs the current is taken to a co1nmntator worked by a lever, which switches resistances placed under the ear in or out, as may be desired, and also changes the position of the brushes on the commutator of the electrodynamic motor, and thus reverses the direction of its motion.

In starting the locomotive the current is not turned on suddenly, but is made to pass through the resistances, which are afterward cut out in part or altogether, according as the conductor chooses to run fast or slowly. The current is conveyed from the eleetro-dynamic motor through the axle-boxes to the axles, and from thence to the tires of the wheels, and finally led by the insulated track-rails to the stationary dynamo-electric machine.

The parts of a conductor are connected by fislrplatcs, and also by double copper loops securely soldered to the iron, and the trackrails are connected in a similar manner.

The electro-dyna1nic motor K is placed beneath the floor, in the center of the car, and by means of intermediate spur-gear drives one axle only, and the levers, working the mechanical brakes and also the reversing-levers, are connected to both ends of the car, so that the conductor can always stand in such a position as to have an uninterrupted view of the rails.

In Fig. 5, A represents the stationary dy- "no-electric machine, from which the curit passes by the conductor B, which represents the conducting-rail B, previously described, and through the before-mentioned brushes to the switch L and resistance-frame M upon the car. It will -be seen that the resistances l 2 3 1-, &c., are connected together in series, while connection is made from re- 6 5 sistance 1 to contact-plate a of the switch from the junction of resistances 2 and to plate I), from the junction of 4 and 5 to plate 0, from the junction of 6 and 7 to plate (I, and from resistance 8 to plate a. The contact-plates a b c d c are connected, respectively, to a, b, c, (l, and 0, so that when the contact-lever N is moved to the same angular position on either side of the central position it makes the same contacts. From the contact-lever N a conducting-wire, 0, leads to the one pair of 7 5 brushes P P of the commutatorV of the electro-dynamic motor-on the car, while from the other pair of brushes, Q Q, a conductor, It, representing the wheels of the vehicle and the rails, leads the current back to the dynamo A. An extension, N, of the lever N is connected by a rod, S, to a frame, T, pivoted on the axis V of the electro-dynamic machine, which frame carries spring-arms \V, the ends of which are made to slide with a certain pressure upon the arms X that carry the contact-brushes, and that swing on pins X, fixed to the dynamo frame. Thus on shifting the contact-lever N, say to the right from the central position, the frame T will be moved so as to cause the arms \V to bring the brushes 1? and Q in contact with the commutator. Immediately upon such contacts being made the lever N will be brought onto the contact-plate a, so that the current from B will now pass consecutively through all the resistances, in the direction from 8 to 1, and thence through plate a and wire 0 to the commutator, causing the dynamo-machine to rotate in the direction determined by the position of the contactbrushes, the current being, however, of comparatively little strength. On moving over the lever N successively to the plates 1), c, d, and e, the strength of the current will be successively increased by reason of the resistances 1 2 3, &c., being successively cut out of the circuit, until when contact is made with plate 6 the whole of the resistances are thus cut out and the full strength of the current is made to pass through the machine, which will thus propel the car at full speed.

For slacking the speed the lever is moved back to the contact-plates d, c, b, or to, according to the speed required, thereby introducing the corresponding resistances into the circuit, while for reversing the direction of mo tion of the electro-dynamic motor, and conse- ,quently of the car, the lever is moved over to the left of the central position, whereby, first, the frame T and arms will be moved so as to bring the brushes P Q out of contact and those I and Q in contact with the commutator, after which, by the continued motion of the lever on to the contact-plates a b, 820., the strength of the current will be gradually increased by the successive elimination of the resistances.

Thus it will be seen that in stopping and starting the car motion will be very gradually decreased and increased, while in reversing the position of the commutator-brushes there will be little or no objectionable sparking, as the lever will have been moved to the central position, in which the current from B will be interrupted by the time the brushes are brought out of contact, as shown on the drawlngs.

Figs. 3 and 4 show the actual arrangement of the stopping, starting, and reversing gear upon the car.

, ff are vertical spindles at each end of the car, provided at their upper ends with crankhandles g g, moving over graduated quadrants h h, while at their lower ends they are con nected by levers N to the rod S, passing along underneath the car, and connected by a link, S, with the before-mentioned rocking frame T of the commutator of the electro-dynamic motor K, supported at the middle of the carframing by suspended bearers. The spindle f, at the right-hand end of the car, also carries at its lower end a contactlev'er, N, the end of which on the rotation of the spindle in one direction or the other makes contact with one or other of the plates at b c d e, 850., of the switch L, which plates are connected to resistances as described with reference to Fig. 5, and which may be placed at any convenient part of the car. The divisions on the quadrant h being made to correspond with the contact-plates a b c d e, &c., it will be seen that according as the driver moves his handle F to one or other of these divisions he will effect the stopping, starting, or reversing of the motion of the car, or will vary the speed with which it travels. The lever N makes contact with a conducting-wire leading to the one pair of the commutator-brushes, while the other pair of brushes is electrically connected through another wire and the axles and wheels of the car with the permanent way, serving 'as the return-conductor. I

The motion of the dynamo-axis is communicated to the axle 2' by means of a pitch-chain, 70, passing over a small pitch, 1, on the dynamo-axis, and a larger pitch-wheel, m, on the axle '5. The subject-matter described in this specification is identical with that described in another application filed by me on March 27 1885. I desire, therefore, to say that I do not herein claim anything described in the said application, except the features specified in the following claims.

Having thus described my invention, I claim and desire to secure by Letters Patent of the United States s 1. In an electric railway, the combination, with the conductor from the stationary dynamo-electric machine, of aseries of resistances,

a switch, and arocking frame actuating the contact-brushes of the commutator to the electrodynamic motor on the car, arranged and operating, as herein described, for introducing resistances into or eliminating them from the electrical circuit according as the motion of the car requires to be stopped,started, o'r reversed.

2. The combination,substantially as herein shown, of an electro magnetic motor and its commutator with two sets of contact-brushes, and a series of resistances, one set of contactbrushes being so adjusted as to produce rotation of the motor in one direction, and the other set so adjusted as to produce rotationin an opposite direction.

3. The combination, substantially asherein described,of an electrical dynamic motor with two sets of contactbrushes, a series of resistances, and a lever adapted to throw one of the two sets of contact brushes into contact with the commutator and the other set out of contact therewith by a single movement.

4. The combination of an electro-dynamic motor and its commutator with two sets'of contact-brushes, a series of resistances, and a lever capable of being placed in a position for throwing the brushes, for producing a direct motion, into contact with the commutator, of removing all contacts from the commutator, and of throwing brushes, for producing a reversed motion of the motor, into contact with the commutator, as and for the purposes herein described.

5. The combination, substantially as herein set forth, of an electro-dynamic motor and its commutator with two sets of commutatorbrushes, adjusted, respectively, to produce di rect and reversed motion of the motor, a series of resistances, and a reciprocating rod or bar operated by levers attached at either end thereof. i

6. The combination, substantially as herein set forth, of an electro-dynamic motor and its commutator, two sets of commutator-brushes arranged to produce either a direct or reversed motion of the motor, a sliding rod or bar adapted to throw one set of brushes into contact with the commutator and the other set out of contact with the commutator, a series of resistances, and devices for adjusting the position of the shifting or sliding bar.

7. The combination, substantially as herein shown, of an electro-dynamic motor and its commutator, mounted in a depending frame beneath thecar, with two sets of commutatorbrushes, one of which is so adjusted in relation to the commutator as to produce rotation of the motor in one direction, and the other I of which is so adjusted as to produce rotation in the opposite direction.

8. The combination, substantially as set forth, of an electro-dynamic motor and its commutator supported by suspended beams, with two sets of contact brushes or devices, respectively adjusted to produce direct and reverse motion, and a shifting rod passing along underneath the car and connected with the rocking frame of the commutator-brushes.

10. The combination, substantially as herein set forth, of an eleetro-dynamic motor, suspended by bearers from the bottom of the car, and having upon its axle a pitch-wheel, a large pitch-wheel upon the axle of the carwheel, and a pitch-chain passing over the small pitch-wheel on the axle of the motor and the large pitch-wheel on the axle of the wheels, as and for the purposes described.

11. In an electric railway, the combination, substantially as herein set forth, of a frame suspended beneath the car, having resistances connected together in series, a series of contact-plates electrically connected together,and a contact-lever which makes the same connection with the contact-plates when moved a certain distance from 0 point in one direction as when moved a certain distance in a reversed direction.

12. The combination of the contact-plates, the resistanceframe, and the contact-lever connected by a rod to the rocking frame which actuates the contact-brushes of the commutator, as and for the purposes described.

13. The combination, substantially as de scribed, of an electro dynamic motor sus pended from the bottom of the car, the frame T, pivoted to the axle of the suspended motor, carrying spring-arms \V, the arms X, that carry the contact-brushes and swing on pins X, fixed to the frame of the electro-dynamic I motor, and the brushes 1 P and Q Q.

14. The combination, substantially as set forth, with an electrodynamic motor and its commutator suspended below the car, of movable commutator-brushes, and a circuit-controlling lever capable of closing the circuit on the commutatorwhcn in a position to produce a direct movement of the motor, or when in a position to produce a reversed movement of the motor.

15. Thecombination, substantiallyasherein described, of an electro-dynamic motor suspended beneath the bottom of a car, a series of resistances arranged beneath the floor of a car, and a circuit-controlling lever or switch capable of including or excluding the resistances in or from the circuit.

16. The combination, substantially as herein shown, of a conducting-rail mounted on the side of the track, springs fastened by means of metallic bars at the side of the car, an electro-dynamic motor, and conducting connections between the said springs and motor,having a series of resistances therein.

17 The combination, substantially as herein set forth, of conducting-rails mounted on the side of the track, contact-springs fastened to the side of the car, an electro-dynamic motor and its commutator electrically connected to the contact springs, two sets of contactbrushcs, and a lever adapted to throw one of the two sets of contact-brushes into contact with the commutator and the other set out of contact therewith.

18. The combination, substantially as herein set forth, of conducting-rails mounted on the side of the track, contact-springs fastened to the side of the car, an electro-dynamic motor and its commutator, a conducting connection between said springs and motor, and a lever capable of breaking or closing the circuit between the springs and motor.

19. In an electric-railway car, a lever having two arms, N and N, the former of which operates to open and close the circuit, and the latter of which operates, by means of suitable mechanical connections, the vibrating brushes of the motor and thus serves to determine the direction in which the car is to move.

20. The combination, substantially as herein set forth, of conducting-rails mounted on the side of the track, contact-springs fastened to the side of the car, a series of resistances, and a conductor connecting the springs with the series of resistances.

21.. The combination, substantially as set forth, of connecting-rails mounted on the side of the track, contact-springs fastened to the side of the car, a series of resistances, and a circuit-controlling lever capable of introducing the resistances successively into the circuit or eliminating them therefrom.

22. In an electric railway, the combination, of a wheeled vehicle having an electro-dynamic motor mounted thereon, which is included in a circuit of conductors from a stationary dynamo-electric machine, a circuit-controlling device placed upon said vehicle, and a series of resistances, as and for the purpbses described,

In testimony whereof I have signed my name to this specification,in the presence of twosubscribing witnesses, this 9th day of September, A. D. 1884.

ERNST WERNER SIEMENS.

\Vitnesscs.

M. S. BREWER, JOHN R. ROSLYN.

Images