US433181A - System of electrical transportation - Google Patents

Description

3 Sheets-Sheet 1.

(No Model.)

A. L. PARGELLE. SYSTEM OF ELECTRICAL TRANSPORTATION.

Patented July 29, 1890.

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SYSTEM OF ELECTRICAL TRANSPORTATION.

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SYSTEM OF ELECTRICAL TRANSPORTATION.

No. 438,181. Patented July 29,1890.

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NITED STATES PATENT OFFICE.

ALBERT L. PARCELLE, OF BOSTON, MASSACHUSETTS, ASSIGNOE TO THE FLORENCE MOTOR COMPANY OF MAINE.

SYSTEM OF ELECTRICAL TRAN SPORTATION.

SPECIFICATION forming part of Letters Patent No. 433,181, dated July 29,1890.

Application filed August 16, 1889- Serial No. 320,691. (No model.)

To all whom it may concern.-

Be it known that I, ALBERT L. PARCELLE, a citizen of the United States, and a resident of Boston, in the county of Suffolk and State of Massachusetts, have invented certain new and useful Improvements in Systems of Electrical Transportation, of which the following is a specification.

My invention relates to that class of elevated transportation or telpherage in which an electromotor traverses a rail constituting a conductor, or having one connected there- With.

Its objects are to simplify the construction and improve the efficiency of the apparatus, which ends I attain by a novel organization of instrumentalities, so that the motor is mounted directly upon the wheel or one of the wheels which sustains the car and upon its supporting-axle.

The subject-matter claimed is hereinafter specified.

Unless otherwise specified the parts are of usual well-known construction.

In the accompanying drawings, which rep resent so much of myimproved apparatus as is necessary to illustrate the improvements herein claimed Figure 1 is a side elevation; Fig. 2, a vertical transverse section on the line 2 2 of Fig. 1, and Fig. 3 a diagram view showing circuitconnections.

R indicates an elevated rail or other support, suitable for the travel of the electromotor wheel. It is recessed upon its under side, as shown, and within this recess a conductor r, protected at the top and sides by insulating material, may be secured. The nonrotary motor-axle A is mounted in a hangerframe E. The motor-wheel B has its bearing upon the axle, and is preferably provided with peripheral flanges Z), which embrace the rail R. A series of armature-magnets M is carried upon the interior of the rim B of the wheel, double-pole or horseshoe magnets being shown, and each magnet has its two poles arranged in a line transverse to the rim. This revolving-wheel carries a commutator O, upon which bears a stationary brush 0, mounted in an arm f, projecting laterally from an insulated post or standard F, carried by the axle. The axle also carries a non-rotary frame or hub B arranged within the open face of the revolving wheel B B. This hub carries a series of field-magnets h corresponding With those carried by the revolving rim, but of a less number. A stationary co mmutator 0, carried by postsf, projects inwardly from the non-rotary hub 13*, and a brush 0, carried bythe revolving wheel B,bears upon it. The frame E has a flanged wheel E, running upon the rail and serving to brace and steady the motor.

The circuit-connections may be as follows:

contact-wheel E carried by an insulated spring-arm on the frame or hanger E, presses upwardly into the opening or recess in the rail and makes contact with the main conductor a. The current passes by the wheel E and its arm to wire \V, thence, as indicated by the arrow, to the insulated standard F on the end of the axle, where the circuit divides.

One branch is connected with the brush 0 of.

the revolving commutator C, from which wires 7' (one only being shown) extend to the various revolving magnets M, carried by the rotating wheel, and the terminals of these are connected to the wheel, the rail B being the other side of the circuit. The other branch from the post E passes by a rubber f mounted on the same arm that carries the brush 0, to an insulated ring f on the hub of the revolving wheel B, thence by wire V to the insulated commutator-biush 0', carried by the revolving wheel, then to the stationary con'nnutator C, and by wires through the coils of the non-rotating series of magnets M, carried by the hub B thence to the hub and rail R.

In Fig. l the rotary magnets M are numbered consecutively in four seriesl 2 3 '-l, and the non-rotary magnets M are similarly numbered in four series 1, 2, The magnets are so related and the commutater-connections are such that the groups 1 2, &c., of magnets or coils in both series are successively energized and caused to act in conjunction with each other only when the respective poles of the groups of magnets are so related as to produce a maximum result, or nearly so, from the current employed. Each group of mag nets in each series acts a number of times in connection with similar groups in the other series during each revolution, and during the time that one set of magnets is acting all the others are cut out, except at such times as the brushes bridge from one commutator-strip to another when they are so constructed. By such an organization the full' power of the current is utilized to the greatest advantage, and the maximum power which the current is capable of developing "is applied to the wheel at all points in its rotation. The magnets of each group being located at different points in the circle, the power is symmetrically applied and there is no torsion or unequal strain on the armature or frame. The maximum power which the current is capable of developing is practically developed for all speeds: Any suitable car may be suspended from the frame E at the points 9 e.

In an application of Edward B. Parkhurst filedAugust 14, 1889, Serial No. 320,699, is fully described and claimed a motor in which a revolving series of magnets and a stationary series are connected, as above described, so that groups of magnets in each series, the groups being made up of magnets selected at intervals in the series, act in connection with corresponding groups in the opposite series only when they sustain the most favorable relation to each other, and referenceis made to that application for a complete description of said invention. The diagram view Fig. 3, however, shows the operation suflieiently for this case, and I will now briefly describe it. The revolving armature magnets or coils M are numbered consecutively 1 2 3 4c in four series, sixteen magnets being shown. The metallic commutator-strips,forty-eight being shown, are similarly numbered, and all the magnets or coils of like number are connected with all the commutator-strips bearing the same number. The commutator O revolves with the armature, as indicated by the arrow, and the brush 0 is stationary. There are twelve stationary field magnets or coils M, and these are consecutively numbered 1 2 3 in four series. The stationary commutator C has forty-eight strips, which are correspondingly numbered, and all the magnets of like number are connected with all the correspondiugly-numbered strips in the commutator. c is the revolving brush for this commutator. In this diagram the revolving and stationary coils are connected in parallel. The current enters at X, where the circuit divides into parallel branches. The branch or includes the commutator-brush c and the metallic strips of the commutator C, the various revolving or armature coils in multiple, and wire an, leading to the conductor X. The other branch y includes the brush 0, the me tallic strips of the commutator O, the various stationary or field coils. in multiple, and wire y to the conductor X. The coils or magnets in the revolving armature are greater in numher than those in the field. Both commutatorbrushes being upon strips numbered 1, the

coincident.

groups of coils 1 1 in field and armature, which are, as shown, in a more advantageous relation to each other than those bearing any of the other numbers, attract each other, the armature being rotated in the direction of the arrow. As the armature moves forward, the coils or magnets in the groups 1 I approach each other and the commutators transfer the circuits to the groups 2 2, preferably before the axes of the groups numbered 1 become The groups 2 2 will then have assumed about the relation that the groups 1 1 occupy in the drawings-that is, the groups 2 2 are now in a more advantageous position and they alone are active. In like manner, as will be plain from the diagram, the groups 3 3 act, then group 4 in the revolving armature and group 1 in the field, then group 1 in the revolving armature and group 2 in the field, and so on continuously. Each group of coils is active when it is in a position with reference to another group to produce a maximum result or power, or nearly so, from the current employed, and each maximum result thus produced acts through a comparatively small portion of the revolution of the revolving armature.

I do not broadly claim mounting an electromotor on a frame suspended from an elevated rail, nor connecting such a motor with the rail, or a conductor contained in a recess therein by electric-circuit connections; but, so far as I am aware, I am the first to mount an electromotor directly upon the wheel and axle of such a car, whereby I am enabled to obtain high speed without the use of gearing.

Having thus described my improved sys tem of electrical transportation, what I claim therein as new and as of my own invention 1s 1. The combination, substantially as hereinbefore set forth, of the hanger-frame, the axle fixed therein, the electromotor tractiomwlreel turning loosely thereon, the elevated rail or support on which the wheel travels, the de pending car-supporting frame, the overhang ing or flanged rim of the motor-wheel, the series of groups of armature magnets radially and circumferentially mounted on the inner side of said rim, the commutator on the rim, its stationary brush, the non-rotating hub or fixed frame, the corresponding series of smaller groups of field-magnets, radially, circumferentially, and concentrically mounted on said hub within the armature-magnets, the commutator on the fixed frame, its brush carried by the wheel, and circuit-connections to shift the currents successively through the corresponding magnets of each group to pro duce a continuous pull on the magnets without intervening gearing.

2. The combination, substantially as hereinbefore set forth, of the hanger-frame, the axle fixed therein, the electromotortraction-wheel turnin loosely thereon, the elevated supporting-rail, the depending car-supporting frame, the overhanging flange or rim of the motorwheel, its radial flanges embracing the rail, the armature-magnets radially and circumferentially mounted on the inner side of said rim, the non-rotating hub or frame, the corresponding series of field-magnets similarly mounted on the fixed hub, and the circuitconnection by which the magnets are energized.

3. The combination, substantially as hereinbefore set forth, of the hanger-frame, its axle, the electromotor traction vheel mounted thereon, its overhanging rim, and the radial peripheral flanges thereon, the elevated supporting-rail having a vertical longitudinal groove on its under side, the depending carsupporting frame, the bracing, guiding, or supporting wheel on the hanger-frame and running on the rail,the contact-wheel carried by a spring on the hanger-framebeneath the rail and running in the groove therein, the conductor insulated from the supporting-rail and inclosed ithin the groove therein, and circuit-connections on the hanger-frame connecting said conductor through the contact- Wheel with two series of magnets, respectively, mounted radially, circumferentially, and concentrically on the axle and on the interior of the rim of the Wheel.

4. The combination, substantially as hereinbefore set forth, of the hanger-frame, its pro jecting fixed axle, the electromotor tractionwheel turning loosely thereon, the depending car-supporting frame on one side only of the wheel, the elevated supporting-rail, the overhanging rim of the motor-wheel, its radial peripheral ribs embracing the rail, the bracing, guiding, or supporting Wheel mounted on an extension of the hanger-frame and running on the rail, a longitudinal groove in the under side of the rail, a conductor inelosed therein, but insulated therefrom, a contactwheel bearing thereon and mounted on a spring on the hanger-frame, the series of groups of armature-magnets mounted radi ally and eircumferentially 011 the inner side of the traction-wheel, the corresponding series of smaller groups of fielcl-1nagnets radially, eireumferentially, and concentrically mounted on a fixed hub or portion of the hangerframe in the same vertical plane as the armatureqnagnets, and the circuit-connections including said magnets.

In testimony whereof I have hereunto subscribed my name.

ALBERT L. PARCELLE. Witnesses:

WM. A. MAcLEoI), ROBERT WALLACE.

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