US429314A - Continuously-operated electric motor - Google Patents

Description

(No Model.) D.' MAGO-UESTVENL coNTINUoUsLY OPBRATBD BLBGTRIG MOTOR. No. 429,314. Patented June 3, 1890.

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VILLAM D. MACQUESTEN, OF NEV YORK, NQY., ASSIGNOR TO CHARLES L. EDGAR, TRUSTEE, OF BOSTON, MASSACHUSETTS.

CONTlNUOUSLY-OPERATED ELECTRIC MOTOR.

SPECIFICATION forming part of Letters Patent No. 429,314, dated J une 3, 1890.

Application iiled July 8, 1889` Serial No. 316,799. (No model.)

To all whom, t may concern.:

Be it known thatl, WILLIAM D. MAoQUEs- TEN, of New York, county of New York, State o't New York, have invented an Improvement in Continuously-Opcrated Electric Motors, of which the following description, in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts.

This invention relates to electric motors employed to drive mechanism, and has for its object to enable the said motor to be run continuously while the mechanism it is used to drive remains at rest.

My invention is especially applicablel to electric-railway cars or carriages, which may be such as now commonly employed on the overhead and conduit systems of electric railways, whereby the car may be easily started with a minimum amount of current.

My invention therefore consistsin the combination, with an yelectric motor, of a loose gear connected to the armature of the said motor and provided with a series of armatures, and a magnetic-clutch mechanism consisting ot a series of magnets-cooperating with said armatures to hold the said gear fast or stationary when desired, substantially as will be described.

Figure l is a side elevation of an electricrailway car provided with a continuously-operated motor in accordance With my invention; Fig. 2, a side elevation, on an enlarged scale, of my improved magnetic clutch; Fig. 3, a transverse section of the magnetic clutch shown in Fig. 2, the section being taken on line f1, oc',- and the axle or sh'aft being shown in elevation; Fig. 4t, a detail to be referred to Fig. 5, a diagram of circuits illustrating the operation of the magnetic clutch, and Fig-6 a modification to be referred to.

The carA, mounted on axles a, havin g wheels a', maybe of any usual orwell-known construction, such as now commonly used on street-railways. The car A is provided, as herein shown, with two electric motors a2,which maybe of any desired construction, and which are suspended below the car-floor in any usual manner. Each electric motor, as herein shown, has its armature-shaft b, provided on one end with a pinion b', in mesh with a gear h2 on a countershaft h3, provided at or near its opposite end with apinion if* in mesh with a loose gearwheel D, which eneircles the axle a of the car, and which may be held fast or rigid thereon, as will be described. The loose gearwheel b5 may be held 'fast on the axle a by an electric or magnetic clutch, preferably made as a series of magnets, each consisting of an iron core b, wound with wire U7, the said cores being herein shown as connected to or forming part of a common hub b3, securely fastened on the axle a, as by a set-screw b9. (See Figs. 2 and 3.) Each magnet li has cooperating with it an armature bw, secured to or forming part of the gear-wheel b5, the said armatures extending around the inner periphery of the gear-wheel and magnetically separated from each other by insulation 2112. The gear-wheel h5 is supported, as herein shown, by two cylindrical hubs CZ d fast on the axle, upon which the said gear-wheel runs loose when the car is not in motion.

The magnetic clutch may be controlled, as will be described, so that the car may be started gradually, thereby obviating injury to the working parts and shocks and jars to the passengers.

The magnets b may be continuously wound, as represented in Fig. 2, one end of the wire being preferably connected to a commutator, (shown in Fig. 3 as a metal collar d2 on the axle 61,) the other end ot' the said wire being connected to the second collar d3 on the said axle, the said collars being separated from the axles by insulation. (See Fig. 4t.) The commutators d2 d3 have eo-operating with them brushes d5 d, one of which, as d, is connected by wire dT in circuit with the motor, as clearly shown in Fig. 5, and the other brush t is connected by wire d8 and trolleyarm d to the trolley-wire d10. The wire isis connected by wire d10 to one end of a resistance coil or box R, of any usual or well-known construction, it being composed, as herein shown, of five sections, (marked 2 8 4 5 (5, respectively,) with which co-operates, as shown, a switch-lever d, connected to a wire (Z13, joined at its opposite ond to a similar lever d, the wire (Z13 being connected by wire (2,15 to one of the motors c2. Then the switchlever d@ is in contact with the section 2, the

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current from the trolley-wire passes directly to the motors and the magnetic clutch is rendered inoperative, as the resistance of the line-circuit is less than the resistance ot the magnetic clutch.

The circuit may be traced as follows, viz: trolley-wire, trolley-arm il", wires d8, switch dw, lever 112, wires (Z13 (Zw to the motors, through the latter, thence by wire (2,20 to the switch (Z22 at one end of the car, or by wire cl2* to the switch (121 at the opposite end of the car, according to which direction the car is moving, thence from the switch by wires (225 d2,

through the car-wheel to t-he ground,or from the switch d2* by wires d?? d20' and car-wheel to the ground.

lVhen it is desired to start the car, themag netic clutch is gradually broughtI into operation by moving the switchslever 112, so as to interpose resistance in the motor-circuit and thus cause the current to flow tlnough the magnetic clutchas, for instance, when the lever di? is moved into contact with the section G, as indicated by dotted lines, the entire strength of the currenttlows through the coils of the magnetic clutch. It will thus be seen that when the resistance R is cut out of the motor-circuit the lnagnctie clutch is not energized, but is at rest, and the car is notin motion.

If it is desired to start the car, the resistance R is interposed in the motor-circuit, and the current, taking the circuit with the least resistance, Vflows through the coils 12T of the magnets h6. As the current flows through the coils of the magnets it cnergizes the cores of the same, and the said cores have a magnetic attraction for their armatures Z110, which are continuously revolving by their cores. As the armatures bw are fixed on the revolving gear-wheel, the magnetic attraction cannot draw or move the said armatures toward their magnets; but such is the influence ot the magnetic attraction ot the magnet for its armature that the magnet will tend to follow the revolving gear-wheel, and as a result the car-axle will be turned or revolved, slowly at first, but more rapidly as the magnetic attraction gradually increases, and prevents the movement of the armature away from its magnet until in the revolution of the car-axle the relative position of each magnet and its armature becomes unchanged-that is, the gear-wheel b5 and the armature are revolving at the same speed.

Vhen it is desired to stop the car, the mag netic device is first rendered inoperative by cutting out the resistance R-that is, by moving the lever (Zwinto its full-line position, Fig.

5, and then applying the brakes in ordinary manner.

The speed of movement of the car may be regulated as now commonly practiced by means of the switch i I have described the magnet-cores t as continuously wound; but it is evident they may be wound individually and connected to a commutator or switch of any well-known construction, whereby the coils may be connected in circuit one at a time, if desired, to gradually increase the strength of the magnetic clutch. The car may also be gradually started by gradually decreasing the magnetic distance between the magnets D and their armaturesas, for instance, as shown in Fig. G, wherein the gear-wheel b5 is made substantially wide and the hub Z13 and its attached magnet-cores D are made wider, so that by moving the said hub longitudinally on the shaft a greater or less amount or surface of the magnets is brought into position to act on their armatures bm. K

I have specifically described my invention as applied to an electrierailway car; but it is evident that it may be employed in other places where the motor is doing work.

By the term gear employed in the claims I desire to be understood as including the well-known mechanical equivalent of the same for producing motion, such as frictionpulleys, ttc.

I claim-` 1. The combination, with an electric motor, of a loose gear connected to the armature of the said motor and provided with a series et' armatures, and a magnetic-clutch mechanism consistingl of a series of magnets co-operatiug with said armatures to hohl the said gear fast or stationary when desired, substantially as and for the purpose specified.

2. The combination, with an electric car or carriage mounted on axles having' wheels, of an electric motor and a loose gear connected to the armature of the said motor and provided with a series of armatures, and a mag netic-clutch mechanism consisting et a series of electro-magnets co-operating with the said armatures, and a switch to control the operation of the electro-magnets, substantially as described.

In testimony whereof I have signed my name to this specication in the presence of two subscribing witnesses.

VILLIAM D. MACQUESTEN. lVitnesses:

J. H. CHURCHILL, E. J. BENNETT.

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