US458871A - Telpher system - Google Patents

Description

(No Model.) 6 Sheets-Sheet l.

C. J. VAN DEPOELE. TBLPHBR SYSTEM No. 58 871. Patented Sept. 1,1891..

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C. J. VANDBPOELE.

TBLPHER SYSTEM.

No. 458,871. i Patented Sept. 1', 18911.

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TELPHER SYSTEM. y

N0. 458,871. Patented Sept. 1, 1891.

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T BLPHER SYSTEM.

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TELPHER SYSTEM.

Patented Sept. 1,1891.

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UNITED STATES PATENT OFFICE.

CHARLES J. VAN DEPOELE, OF LYNN, MASSACHUSETTS.

TELPHER SYSTEM.

SPECIFICATION forming part of Letters latent No. 458,871, dated September 1, 1891.

yApplication filed February 28, 1891. Serial No. 383,189. (No model.)

T0 all whom it 77mg/ concern:

Be it known that I, CHARLES J. VAN DE- POELE, a citizen of the UnitedStates, residing at- Lynn, in the county of Essex and State ot Massachusetts, have invented certain new and useful Improvements in Telpher Systems, of which the followin gis a description, reference being had to the accompanying` drawings, and to the letters and figures of reference marked thereon.

My invention relates to improvements in' electric telpher systems-that is to say, a system of electrically-propelled vehicles in which a number of light carriages or cars are propelled along a specially-consti*ucted way from ment, and operation will be hereinafter fully sct forth and described, reference being had to the accompanying drawings, in which- Figure 1 is a perspective View showing a portion of the permanent Way. Fig. 2 is a side elevation showing the permanent way with parts removed, together with a locomotive and car embodying the invention. Fig. 3 is a viewin elevation, on an enlarged scale, showing the traction-increasing devices of the locomotive. Figs. et and 5 are side and end views, respectively, of my improved telpherlocomotive seen in operative relation to the permanent way upon which it travels. Fig. U is a side elevation, partly in section, showing thetelpher-locomotivewithparts removed. Fig. 7 is a side elevation of the telpher-locomotive, showing also the electric brakes for stopping the same. Fig. S is a detail end View of one of the electric brakes shown in Fig. 7. Figs. 9, 10, and 11 are diagrammatic views illustrating diiterently-arranged means for controlling the electric brakes. Figs. 12 and `D and side rails C D.

13 are side and end elevations, respectively, of one of the cars in which the material to be transported is carried.

In my improved system of telpherage the material to be transported is carried in cars which, by preference, are in cylindrical form and providedV with carryingwheels above and below and at their sides. These cars are drawn along the permanent way by a locomotive, which also has points of traction above and below and at its sides, the vehicle and cars corresponding in this respect. The permanent way consists of a tubular trackwthat is to say, a track having top, bottom, and side rails, the four rails being placed equidistant and all supported and joined together by ,strong metallic yokes or frames, and said frames are, as indicated in Fig. 1, mounted upon supports, which, where posts are elnployed and Where other travel takes place, should be of ample height to present no obstruction.

A A are posts,which directly supportframes B B, and the distance which may properly exist between these posts will depend entirely upon the strength of the permanent way which comprises top and bottom rails C Frames B B2 B3 are located between t-he frames B B upon the posts AA and serve to bind togetherand unify the structure composed of the rails and frames. Where it becomes necessary or desirable to carry the permanent way underground, the same relative arrangement of rails and frames is employed, except that in addition thereto an exterior casing of inet-al or a cement tube or the like is placed upon the exterior of the structure outside of the rail-supporting frames. Y

The rails of the permanent way form a simple, ready, and convenient means of conveyingtheactuating-current,andaconvenient arrangement thereof is to employ the top and bottom rails as one side ot the supply-circuit and to insulate the side rails and utilize them as the return. The frames B B are desirably insulated from their supports. Vhere motors are used of the type in which the supply-current traverses only the held-magnet circuit, the supply-current can be carried by the top and bottom rails and conveyed from the treadofthe motor-Wheelsandalsofrom thetriction-wheels through the casing ll to the fieldinagnets, and from there through suitably'- insulated contact-rings carried by the said casing through suitable contact-rings J and brushes j to the side pressure-rollers F2, which engage the side rails C D', and are also thoroughly insulated from the metallic parts ot the locomotive.

As indicated in Fig. 5, two additional insulated conductors l and 2 may be carried along on suitable insulated supports secured to the frames B B', and in addition thereto an additional conductor 3 may be sustained by suitable insulators J supported upon the frame.

The train is to be stopped at desired points or when required by electrically actuated brakes, which maybe rail or wheel brakes, as preferred.

. In Figs. 7 and 8, also in Fig. l0, is shown a form of brake which comprises a pole piece or pieces which form the core or cores of electro-magnets normally held out of contact with the rails, but which when magnetized are strongly attracted to and present a large frictional surface, which, being held against the rails by magnetic attraction, serves to overcome the momentum of the traveling vehicle.

Asl indicated in Figs. '7 and 8, a double electro-magnet J2 is spring-supported upon the frameF of the locomotive and when energized is attracted toward the rails with sufficient force to stop the train. As indicated, three of the magnets J2 are shown-one at each end of the locomotive-and one suitably springsupported upon a cross-piece extending between the side frames at a point midway between the motor-wheels E E2. This arrangement is represented diagrammatically in Fig. 10. It will of course be understood that the hereinafter-described electro-magnetic brake apparatus may be applied to each and every Vehicle composing the train, if desired, the necessary electrical connections being made between each of the vehicles by means of any well-known form of detachable connection; but for the sake of simplicity I will describe the same in connection with the locomotive E, although a plurality of vehicles so equipped are shown in both Figs. 9 and 1l.

The diagrammatic representation of Fig. l0 relates in part to what is shown in Fig. 5, in which the auxiliary conductors l and 2 are employed to operate the brakes J2. As there shown, the main conductor or top rail C carries the main current, while the bottom rail D serves lfor the return. The motor-circuits and also the brake-circuits are both connected to the return.

TR represents a friction-contact or other convenient method of conveying the supplycurrent to the motor circuits, while TR2 represent any convenient form of sliding or moving contact engaging the auxiliary conductor 1, which might be doubled, as indicated in Fig. 5, if preferred, and said traveling contact or contacts TR2 are connected by suitable conductors 4t 5 with the energizingkcoils L7'2 upon the brake J2.

The brake system is designed to be automatic, to which end the main conductor is automatically cut out of circuit at points adjacent to the predetermined stopping-places of the cars, and, as indicated in Fig. lO, the conductor or conductors supplying the brakecircuit are at the same time put in circuit with the source of current. At these points a bridge-conductor 6 is provided, and one or more switches K are arranged to connect the same with the supplemental conductor l and at the same time cut out the main conductor C. The switch K can be operated by hand by the person in charge of the station at which the train is to stop, or the switch can be located in the path of some part of the train, so as to be automatically moved thereby, and so switch the current from the motors to the brake-circuit and stop the train, the bridge and auxiliary conductors being of course made long enough to effect this result. The train, having been stopped, can be readily started by the person in charge of the station by turning on the supply-current to the the points from which the bridge-conductor starts by giving proper length to the section, the train can have sufficient headway upon reaching the insulated portion to pass the same by its momentum.

Fig. ll shows the brake-actuating system, in which are used conductors arranged as seen in Fig. 5-as, for example, assuming that conduct-or 3 carries the main current, while conductor l normally supplies both the motor and the brake-circuits, they being in this instance connected in multiple arc. The brakes in this instance are actuated by any desired mechanical power-ast for example, by a spring, as set fort-h in my patent, No. 348,360, dated August 3l, 1886, in which the function of the electricallyactuated part of the brake mechanism is to hold the same away from the wheels until the current is cut oit, when mechanical means are set free to apply the brakes.. This action occurs, as indicated in Fig. ll, when the current-collecting' devices TR TR2 engage the section-conductor l, which is either automatically by the passage ot` the train or manually cut out by means ot' switches K K2 K3.

The simplest form of circuit for operating the brakes, whether the same be rail or wheel brakes and whether the same are actuated bythe current or when the current is cutoff, is indicated in Fig. 9, in which the solenoids J 4 are arranged to be connected with the main conductor, which may be the rail C, through a switch K4, which may be manual or automatic. The return circuit from the brakesolenoid is through the motor-wheels--that TOO is, through the return circuit provided for the motorsnand when it is desired to apply the brakes the switch .l is closed, which action at the same time opens the motor-supply circuit. 4With this form ot apparatus the train will come to a stop at any time when the circuits are changed, as stated, and the points of stoppage may readily be arranged by placing a suitable piece to engage the switch near stations, and it will ot course be apparent that the station-master should have a switch under his control for cutting outthe main conductor at the station while the train is standing there in order to avoid Waste o current.

The cars or vehicles employed in connec tion with my improved system are constructed in the form of cylinders L, provided with heads or ends M M and side doors or other means of ingress `O. The cylinders L are spring-supported within exterior frames Q, which extend along the top and bottom thereof, and might also, of course, extend around the sides; but this l do not consider essen tial. The frames Q extend somewhat beyond the extremities of the cylinders L, and the upper and lower parts thereof are connected by end pieces R, which end pieces are formed with central openings and also with forked extremities, within which are mounted traction wheels S, engaging' the upper and lower rails C D. There are of course tour of the traction-wheels at each end ot the trame, two engaging the upper rails and two the lower. lfVithin the frame so formed the cylinders L are supported. The heads M M of the cylinders should be lnade of substantial material, and are provided with projecting axes, which extend through the Openings in the ends R R of the frame Q, wit-hin which they are supported by springs T, eight of which are shown in Fig. 13 as being connected from the central of the cylinder to radial points within the openings in the end frame R. Additional springs T2 maybe placed between the longitudinal portions of the trame Q and the body ot the cylinder L. As a further protection against jarring, the end frame R may be provided with extensions R', extending outward and bridging the opening containingI the springs T, the axes L extendingthrough said end braces R and beingprovided withbilder-springs l. As a means ot' guiding the cylinders L and sustaining the same against lateral strain, the

heads M Mare formed with projecting lugs 'nt pabetween which are pivoted I'rictiol'i-rollers U, bearing against the side rails C D. The said side rollers llV may ol course be spring-mounted, it, desired. 'lhe side openings O ot the cylinders L should ot' course be hinged thereto and should be provided with proper locks, and where the train .is used to convey mail for different points the mail for each station may be placed in a separate Compartment or cylinder locked with a key, the duplicate et which is found only at the station t'or which it is destined. The masterkcy is at the termini, serving,ot' course, to open all the locks.

My improved telpher-vehicle, being entirely spring-supported, affords an extremely desirable medium ot' transportation for any and all kinds of matter requiring care in handling, and according to my improved system many advantages are gained in the operation of numbers of trains in travel without the immediate control of train-men.

E is the electric locomotive, which is arranged to run between the space bounded by the track rails and their trame. The locomotive comprises two or more driving-wheels E E2, which in themselves form part of the motor mechanism." Said Wheels run vasti-ide ot the bottom rail D. The said driving-wheels are contained within a strong metal frame F, which carries their axles and is provided at its extremities with draw-heads and detachable couplings. The said frame F also carries the bearing for the rotating parts of the motor mechanism. A traction device G is arranged between the upper parts of the driving-wheels and the top rail C.

The driving-wheels E E2 each include an electro-dynamic motor within its structure, the rotating part ot' the motor carrying the exteriorbearing surface or tire. Various ditterent forms of electric motor mightbe adapted to the present use; but I prefer the t'orm heretofore referred to by lne as commutato1- less, one ot which is shown and described in Letters Patent No. ilSG, dated October 2), 1889. Such a motor comprisesa wirewound closed-circuited armature e, which is iixed permanently upon the axle fl -Exterior to the armature c is arranged the ieldi magnet system II, which comprises a number of magnetiziug-coils 7i., which maybe wound directly upon radial cores projecting endwise toward the periphery of the armature, as indieated in the motor E2, or the said magnetizing-coils may be wound, as seen at 7L', between polar extensions h?, as in the motorE. \Vitli either construction the Iield -n1agnet system is secured within a strong metallic shell or casing ll', which maybe of magnetic or diamagneticl metal, according to the design et". the remaining metallic parts of the field-magnet- 'lhe periphery ot the outer casing ll is vt'ormcd with tlanges d" d?, and said casing is completed by sides lll?, which are centrally provided with sleeved bearings ll which are sustained upon the axles f, by which, therefore, the field-magnets and their outer casings, which practically form ther25 driving-wheels ol the locomotive, are carried. As before stated, the axles j", which also support the armatures, do not rotate, the locomotive being propelled through the rotation ot the field-magnets about the armature, said field-magnets being connected through their bearings upon the axles f with the connecting-frame li. '.lhe trame lt is arranged to be in a horizontal plane a little below the side rails C",I), and, as more clearly shown in Figs. 4 and 5, is provided with upwardlyextending brackets F', which are provided with suitable extensions carrying frictionrollers F2, which are spring-pressed laterally against the said side rails l 1)', thus sustaining the locomotive in position between the l'ou r rails of its track. '.lhe motor-wheels E F2 do not fill the entire space, since they could not engage both the top and bottom rails, and in order to steady the vehicle and to increase the adherence between the motorwheels and the track I provide an automatic traction device Gr, which consists of two Wheels G G2, which I have called frictionwheels, for each of the motor-wheels. The friction-wheels are arranged to rotate in engagement with the upper periphery of the tread olf `the motoravheel and the under side ot the top rail C. The friction-wheels are .relisted u/'pon axles y, which are carried in longitudinally movable or sliding boxes g, which are mounted in oppositely-placed longitudinal frames g2 g. 'lwo motor-wheels only being here shown, the description will refer to them, although any desired number of said wheels might be employed when occacasion requires it. '.lhe two pairs of frictionwheels bear against their respective motorwheels in front and rear, and they are so arranged that their pressure between the peripheries of the motor-wheels and the top rail will be proportionate to the load to be moved.

As indicated in the drawings, two pairs of rocking levers g3 g" are pivoted midway between the two pairs of friction-wheels G i2, and the extremities of these levers are connected by rods 'L' t" [121W with an operating connection connected and operated by the weight of the load to be moved.

As indicated in Figs. 2 and 3, the friction actuating mechanism comprises a centrallyle@ .ted lcv er I, provided with an extension I', which is flexibly connected with a longitudinal rod I2', attached to the coupling between the locomotive and the train. The lever I is attached at equidistant points by draft-rods i" il '112 with the levers gi (f. The rods it" f2 2 are so connected with their respective sliding boxes g that by passing loosely through openings therein and being provided with heads or nuts on the other side they will pull upon said boxes, butslip through when thrust movement is applied to them. Vith this arrangement, when the lever I is actuated by the pull. of the draft-rod I2 the levers g3 y will be rocked, and with their movement one set of the rods i i2 3 will be put under tension, while the others will be thrust through the openings in the bearings g. rlhis action will act to draw the two pairs of wheels G G2 toward each other and to force them in between the treads of the motor-wheels It .T12 and the upper rail.

Instead of the method of operating the frieteh-wheelf just described, I may in some instances prefer to employ the form seen in Figs. 4, 5, G, and 7 in which only half the number el' connecting-.rods are used and springs are employed to give a convenient degree of elasticity to the friction apparatus. As there shown, the sliding `iournals of the wheels l G2 are connected with the rocking levers g4 by single connections 1'2 i2, and the said rocking levers are connected by two rods i lIl, each one of which includes in its length a strong spiral spring It l". With this form the actuating connections comprise rods l5 I, connected to the respective draw-heads and to the rocking levers g3 g4, respectively, so that it' the locomotive is traveling in the direction to pull upon the rod I it will, through the lever g", connection i, spring I, and lever g3, together with the connection 1" and spring l4 and the connections between said levers and the moving boxes, operate to draw the two pairs of wheels toward each other. 'lhe draftrod l is connected to the lever y, but in opposite relation to the connection between the lever gf* and the rod I5, so that if the vehicle be traveling in the opposite direction the pull upon the rod I6 will produce the same action upon the friction-wheels.

I (ind it desirable to insulate the mechanical connections between the friction-wheels and their actuating mechanism, and in somel instances, also,'I prefer to sustain the frames g2 (2 between springs ll'l Il, arranged between their supports and the insulating nur terial by which `they are electrically separated from the top rail.

While I have described the system as being operated with commutatorless induction or alternating-current motors, it will be understood that' continuous current motors might be used with goed effect, the choice of motor being a matter depending upon the conditions to be met. The motors of what-- ever type employed are of course rendered reversible by suitable switches affecting one or other of the internal circuits thereof; but with this system of propulsion it is very desirable that a complete double trackway be provided in the first instance, so that trains may always run in one direction on one track. and in the opposite direction upon the other.

On roads where steep gradients are found the traction -increasing apparatus will be found extremely useful in ascending such grades, and by a suitable arrangement of circuits and switches to be operated by the moving train or otherwise the brakes can be applied and the current cut off from the motors over such portions of the road as is necessary to prevent the development of speeds beyond that which is desired. lilurtherinoie, one or more of the conductors forming art of or included in the construction of the permanent way may be employed to signal the approach er the vicinity of a train. .L

Many minor changes in the construction and arrangement ot the various parts of the apparatus will suggest themselves to those ICE rif

skilled in the art and may be made without departing from the spirit or nature of the invention.

Having described my iujpeni-em what I claim, and desire to secu re by Let-ters Patent, is t I. A track for electric-railway vehicles, having a lower supporting or traction rail, an upper grooved guide-rail, lateral guide-rails, and frames surrounding and sustaining said rails in fixed relation to each other.

2. A track for electric-railway vehicles, having a lower supporting traction-rail, an upper guide-rail and lateral guide-rails, and frames supporting all the rails in lixed relation, the said lateral guide-rails being insulated from the traction and upper guide-rails and the supporting-frames.

3. A track for electric-railway vehicles, havinga lower supporting or'traction rail, an upper guide-rail and lateral guide-rails, and frames sustaining the rails in fixed `relation to each other, the traction and guide rails being insulated from the said frames.

et. An electric locomotive having its driv ing-wheels traveling upon its track in tandem relation to each other and rctati 'ndependently, said wheels carrying within their peripheries one element ot' the driving-motors, the other element thereof being fixed upon the axles of the locomotive.

In an electric-railway system, the combination of a lower supporting-rail, an upper rail, lateral guide-rails, a locomotive having driving-whecls engaging the supporting-rail, a tension device between the said wheels and the upper guide-rail, and supporti11g-rollers carri ed by the loeomoti ve en gagi n g the lateral guide-rails.

G. An electric locomotive having a main traine, an axle tixcd in said frame, an armature lixed upon said axle, moving held-magnets surrounding said armature, having their supportingfralne journaled upon the fixed axle, the said framing Forming the periphery oi' the locomotive-wheels, and a traction device carried by the main trame and actuated by the load drawn by the locomotive.

7. In an electric-railwaysystem,an electric locomotive having a suitable traine, greoved driving-wheels supported in tandem relation to each other by said frame, a supporting rail engaged by said wheels, a guide-rail located above the wheels and supporting-rail, and a traction-increasing device engaging' the said wheels and the guide-rail.

S. In an electric-railway system, a locomotive engaging a lower supportingrail and held in a vertical position thereon by springpressed rollers engaging lateral guide-rails, the rollers being held in supports carried .by thelocomotive and spring-pressed against. the lateral guide-rails.

9. In an electric-railway system, a locomotive engaging a lower supporting-rail and held in a vertical position thereon by springpressed rollers engaging lateral guiffle-rails,

the rollers being held in supports carried by the locomotive, athird guide-rail located above the driving-wheels, and au automatic tension device bearing upon the wheels and the third ruide-rail.

l0. In an electric-railway system, an electro magnetic brake having a double electro-magnet, with abutting poles of opposite polarity upon each side of the supporting railorrails, the said poles completing their magnetic circuit through the rail or rails.

il. In an electric railway, a locomotive traveling thereon having a main supportingframe, motor-wheels supported thereby, and electro magnetic brakes spring supported upon said trame, the said brakes being adapted to grasp the rail supporting the locomotive when supplied with current and to bereturned te inoperative position by their springsnpports.

l2. In an electrie-raihvay system, a vehicle or vehicles, a motor upon said vehicle or Vehicles, a system ot electro-magnetic brakes upon said veliiclc,a circuit supplying current to the said motor, insulated sections et conductor connected to the main circuit, and means carried by the vehicle completing circuit between the insulated sections and the brake-circuit, supplying current to the braken circuit automatically from the said insulated sections ot conductor.

I3. In an electric-railway system, avehicle or vehicles, a system ot electro magnetic brakes upon said vehicles,a motor er motors propelling said vehicles, a circuit sur'iplying current to said motor or motors, insulated sectional conductors connected to the main circuit, a traveling` contact normally connect ing the motor tothe main circuit, and means for disconnecting the motors at points where the train is to be stepped.

IOO

IOS

It. 'lhe combination7 in an electric ralway, of a vehicle traveling thereon, an elec tric motor propelling said vehicle, electrically-actuated brakes on said vehicle, a main snpplycond uctor along the line of wayin cir cuit with the motor, and insulated sectional conductors at points along the routetraversed by the railway, connected to the main conductor and supplying current to the brake circuit.

15. In an elevated electric railway, the eom b ination of a continuous conductor parallel with the track, a turn-out therein diverging from the plane thereof, an insulated section in the plane of the said conductor, a contact traveling upon the conductor, a switch connecting the insulated section with the main conductor, a second insulated section parallel with the track and connected to the switch, and a contact theretor connected to the brakecircuit ot the motor and train.

I6. The combinatiomwith a railway having` supporting and guiding rails held in fixed relation to each other by surrounding trames, of a vehicle adapted to pass between said rails and within said frame and comprising a eylindrcal chamber, a fi'a'iiie Surrounding said chamber, Spring-supports between the said chamber and i'he iframe, and Supporting and guiding wheels upon said frame.-

17. The combination, with a railway having Support-ing and guiding rails held in `Iixed relation by surrounding frames, of an elee tric locomotive comprising a motor Wheel or wheels and one 0r more cylindrical vehicles carried in suitable frames provided with wheels en gagi n g the rails, Said locomotive and vehicle drawn thereby adapted to pass between the rails and frames of the structure.

1S. A11 electric .locomotive comprising two or more drivingavheels, said Wheels ineluding an electro-dynamic motor, a frame surrounding and carrying' Ibhe axes of the motor Wheels, and suitable circuit connectionsI l0. 'llie combinatiomwith a railway structf ure coliiprising supporting and guiding rails held in fixed relation by surrounding; framework, ol' a frame provided with supportin g and carrying Wheels and adapted to traverse the Structure and a cylindrical car-body spring supported within the frame.

ln testimony whereof I a'i'iix my signature in presence of two Witnesses.

CHARLES J. VAN DEIYOELE.

\Vitnesses: 4,

JOHN W. GIBBoNEL CHAS. Il. OLiN.

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