US514303A - gattori - Google Patents

Description

(No Model.)

4 Sheets-Sheet 1. M. A. GATTORI. SERIES ELEGTRIG RAILWAY. NO. 514,303. Patented Feb. 6, 1894.

WITNESSES. I

A TTOHNE Y8 (No Model.) 4 Sheets-Sheet 2.

M. A. OATTORI. SERIES ELEGTRIU RAILWAY. No. 514,303. Patented Feb. 6, 1894. 55 i L h IN YEN TOR:

W/ THE SSE S er ,w /M, M 436W nvonmz s (No Model.) 4 Sheets-Sheet 3.

MQA.OATTORI.

SERIES ELECTRIC RAILWAY.

Patented Feb. 6, 1894.

M YEN TOR:

wmvsssas. I By town *6 fifiW A TTOHNE Y8 wnsummcu. a. :4

'(No Model.) 4 SheetsSheet 4.

M. A. OATTORI. SERIES ELECTRIC RAILWAY.

No. 514,303. 0/0 Patented Pebfs, 1894.

WITNESSES INVENTOH" fl. awg B) Wfi 1 6 ATTORNEYS.

TH! NAYMAL umouumm cowum,

WAImYON. n. c.

UNITED STATES PATENT QFFIQIZ.

MICHEL ANGELO GATTORI, OF ROME, ITALY.

SERIES ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent N 0. 514,303, dated February 6, 1894.

Application filed May 18, 1893. Serial No, 474,713- (No model.) Patented in Italy January 2'7, 1893, No. 33,332,!t11d February 8, 1893,1T0. 33,406.

To aZZ whom it may concern.-

Be it known that I, MICHEL ANGELO OAT- TORI, sea-captain, a subject of the King of Italy, and a resident of Piazza Oolonna, Palazzo Vedekind, Rome, Italy, have invented certain new and Improved Arrangements for Series System Electrical Railways with Underground Conduits, (for which I have obtained patents in Italy, No. 33,332, dated January 27, 1893, and No. 33,406, dated February 8, 1893,) of which the following is a specification.

My present invention relates to certain new and improved arrangements for series system electrical railways with underground conduit, as will be hereinafter fully set forth and illustrated in the annexed drawings, in which Figure 1 shows the arrangement of the conductor for a double track line. Fig.2 represents the preferred arrangement of the conductor for a single track line. Fig. 3 illustrates the improved arrangement for feeding the current to the line. Figs. 4 to 3 inclusive are diagrams illustrating the operation of the improved feeding device. Figs. 9 to 12 are further diagrammatic views of a line provided with the improved feedingdevice and means for mechanically operating the same. Figs. 13 to 20 represent track crossings constructed according to my invention. Figs. 21 to 29 illustrate the application of my invention to turn-tables. Fig. 30 shows a depot arrangement embodying my invention; and Figs. 31 to 33 represent the arrangement of my improved switches as applied to sidings.

\Vhen the line has a double track the arrangement must naturally be designed as shown in Fig. 1, but when the line has a single track then I can avoid having any underground electrical shunt by arranging the single conductor of the current all round the figure resulting from the road arrangement of the rails, as shown in Fig. 2.

In order to pass beyond the feeding points without inconvenience, I arrange in the line two sets of feeding points or two feeding places instead of one, and at such a distance from each other as to include between them a certain number of sections, these two feeding places being so arranged that the nearest one to the locomotive is short oircuited, while the other one acts as a feeding place; and when the locomotive has passed beyond the feeding points which were connected by a short circuit, this feeding place will be opened (by means of a special arrangement which avoids sparking) so as to enable it to act as a feeding place, while the other, which was open, will be short circnited. All the commutating movements resulting from the passage of the electrical locomotives on these two feeding places are combined into a single commutating gear, as shown diagrammatically in Fig. 3. Figs. 4, 5, 6, 7 and 8 represent the progressive circuits which are formed during the movement of the said commutator.

In Fig. 3 the commutator is shown diagrammatically, by two circular concentric rings, the inner one of which is movable round the common center a, and has a light frictional bearing against the innersurface of the other one, which is stationary. The two rings are divided into several parts, a certain num ber of which correspond with the two feeding points of each set of feeding points on the under ground conductor L, L. The inner ring has besides two special portions which correspond to the and poles of the generating dy namo D. Those parts of the ring which are shaded represent insulating parts. The conductor L, L, is formed by the sections S, S S Sfljwith their respective circuit breakers u, M, 21/ M The points 1, 2, and 3, 4, indicate the two sets of feeding points. The 10- comotive is represented by m, and its contact pieces by C, 0

Suppose the leverZ to be brought to the position indicated by the Roman numeral I. In this position of the lever, the commutator makes the circuit shown in Fig. 4, which circuit permits the electrical locomotive to pass freely between the two feeding places, the feeding points 3, 4, being short circuited while at the points 1 and 2 the current is being fed to the line. The positions II, III, IV, and V,

correspond to the circuits shown in Figs. 5, 6, 7 and 8, which represent, respectively, the progressive movements of the commutator. When the locomotive has passed beyond the feeding points 1 and 2, although the commutator is brought back to position I, the circuit of The commutator the line remains unaltered.

may evidently be moved by hand, by'means of the lever above referred to, but it may also be moved mechanically at the proper moment, by the locomotive itself. This mechanical movement may be efiected in various manners, by means of suitable gears, which being operated by the locomotive, duly transmit their movement to the commutator.

Figs. 9, 10, 11 and 12, diagrammatically show, for example, one form of a reliable mechanism for operating the commutator by means of levers. Iufront and behind a'feeding place, and at a suitable distance, I arrange two levers communicating with each other so that when either of them is operated they both move, being always converging to or divergent from each other. The movement of these levers is transmitted to the commutator in such a manner that each of the converging or diverging positions of the levers may correspond with a certain position of the feeding points, and that exactly the feeding points in use between the levers, when t hey are diverging, (see Figs. 9 and 12,) and out of them when they are converging (see Figs. 10 and 11). It is therefore evident that in the normal position of the line the levers are diverging, as in this position, the active feeding points being between the levers. These may then be approached from any direction, because any of the levers movet'he commutator in such a way as to conveniently shift the feeding pointsin proper time, as may be clearly seen from Figs. 9,10, 11 and 12, showing the successive positions during the movement of the locomotive in both directions. The levers only converge when there is an electric locomotive between them (see Figs. 10 and 11). It is, however, necessary for the distance between the lovers and the feeding points to be such as to enable the lever to be operated before the first sliding contact reaches the feeding points. This movement of the levers maybe efiected either by means of a special device or by means of the sliding contacts of the locomotives.

As far as the crossings of the track are concerned, the difficulty arises from the natural crossing of the two conductors of the electricity, belonging one to each track. In order to avoid this difliculty, it is necessary to proceed as follows: The conductors should be interrupted in the points where they cross, each piece being cut off at an equal distance from the crossing point, and their circuit being continued through a cable which closes them in a short circuit, as shown diagrammatically in Fig. 13. In the crossing point, turning on a pivot, there is a piece of insulated conductor of suitable length for fitting and mechanically completing either of the two interrupted conductors. On the pivot supporting the said piece of revolving conductor or on an extension thereof, and at a suitable distance (see Fig. 14) a cylinder is fitted upon which a conducting segment S, is fixed, all the remainder of the cylinder being composed of insulating material. Thisconducting segment is directly connected with the piece of movable conductor. And in the two positions that it may assume, for completing either of the conductors, two contacts I and II correspond over the segment, and are electrically connected with the section which contains the movable mechanical interruption.

Figs. 15 and 16 are diagrammatical views of the arrangements above referred to, which are based upon the following rules, namely the employment of a piece of movable conductor which, fitting as required upon the conductor that feeds the locomotive, acts as a passage bridge for the sliding contact pieces of the locomotive itself, and this piece of movable conductor should afterward also be electrically connected with the remaining part of the section as long as it forms a part of the section itself, this second purpose be ing accomplished by means of the segment S, of the cylinder, and of the contacts I and II.

Should the two conductors form part of the same circuit, as may be the case in a siding or a loop, it is evident that the only difficulty would then be the mechanical one of the passage, which may be overcome with the arrangement shown in Fig. 17, that is to say by closing at short circuit all the four extremes of the two conductors and joining them permanently to the turning piece.

Figs. 18, 19, and 20 show how the automatical movement of the little bridge can be attained, namely by following the same principle of actuating it by levers as I have described for the operation of the feeding points of the conductor (illustrated in Figs. 9, 10, 11 and 12). The piece of movable conductor is in its normal position when the levers are diverging and it then completes the conductor A, B, on which the locomotives may pass freely, while Figs. 19 and 20 show the passageof a locomotive on the conductor (1, D.

In Fig. 19 the locomotive is on the point of approaching the crossing, and the movement of the lever is so arranged that when it moves, the piece of movable conductor completes the conductor 0, D, while the other lever, on the other side is moved to a convergent position.

Fig. 20 shows the locomotive as having entered between the two levers and on the point of passing beyond the small bridge, and when -it leaves the portion of the line between the levers these will be moved to a diverging position, thus bringing the piece of movable conductor in its normal position.

As far as the sidings or similar arrangements for allowing the motor cars to proceed from one track to another are concerned it is evident that the installation and operation are very much simplified by making use of namely the continuation of the circuit of the line, may consist in the employment of a commutator fitted on their axis or in any other suitable position.

The electrical arrangements, which will be hereinafter more fully described, all being based upon the above mentioned principle, may be reduced to two, Z. a: first, circuit for the end turn-tables, second, circuit for the intermediate turn-tables, whether they be used for replacing a simple switch or for connecting secondary lines.

Figs. 21, 22, 23, 24 and show turn-tables of the first kind above mentioned, either for double track lines or for single track lines with double conduit.

Fig. 26 shows turntables of the second kind used simply as a means for switching a car from one track to another, and Figs. 27, 28, and 29, show turn-tables of the second kind for-connecting secondary lines, and more especially for connecting turn-tables of the main line with the locomotives depot.

Fig. 21 is a diagrammatical illustration of the circuit of the turntable. In this figure as well as in the others of the same sheet, the commutator is shown as having the same diameter as the turn-table, but it is evident that in practice its diameter should be conveniently reduced, the commutator itself constituting a cylinder situated on the axis of the turn-table. For the sake of clearness I will, however, continue to refer to the commutator as it is illustrated in the said figure. It is evident that the diameter of the turn-table must be such as to include the extreme parts of the locomotive for making contact, and as this distance, in the series system, as applied to my invention, is greater than the length of any section, it therefore results that the two conductors arranged on the turn-table must each contain at least one circuit breaker as may be seen from the drawings.

On the cylindrical body of the commutator I have arranged a metallic casing divided into four equal parts, each separated from its contiguous one by a small piece of insulated material, each of the metallic parts being connected with one of the extremes of the two conductors of the turn-table, respectively, as shown in the drawings. It will be ob served that the ends of each turn-table conductor connect with commutator sections that are insulated from each other, in order to avoid a short circuit through the said sections when the locomotive is on the turn-table. The extremes of the line end on the casing of the commutator, by means of contacts adapted to engage different commutator actions when the turn-table is in its normal position, and two other contacts which engage with the commutator at points that are essentially in diametrical opposition to the points of contact of the line are closed at short circuit, thus completing the circuit of the line, in the normal positions of the turn-table. In Fig. 21 a locomotive has entered the turn-table, and the circuit is then indicated by the small arrows. The current from the extreme E, passes through part a of the casing, in order to continue through the conductor at point 1 and then through the motors arriving at the other extreme 2, passing through part b, of the casing and then through the contact Z to Z and from thence to the extreme 3 of the second conductor, arriving at the extremity E through part (Z of the casing. In Fig. 22 the turn-table has already completed a part of its rotation, and, as may be seen from the drawings, the circuit of the line is completed on the turn-table through parts 0 and d of the casing and through the conductors 3 and 4. In Fig. 23 the turn-table has reached its second normal position, and the locomotive may freely pass from this track to the other, as shown in the drawings, the locomotive being again inserted in the circuit through E, c, 3, 4:, (Z, Z, Z a, Z, m, 2, b, and E As may be seen from these three figures the line is never interrupted; the movement of the turntable is always free, and the circuits are formed automatically.

Fig. 24 serves to show the possibility of having, when advisable, only one normal position of the turn-table with the same electrical arrangement.

Fig. 25 shows a double track turn-table which in its normal position, like the one shown in Fig. 4, always forms a continuation of the tracks, and the advantage of the turntables illustrated in the said Figs. 24 and 25 is, evidently, that of leaving the passage of the locomotives always free, whichever be the track from which they come, always maintaining the same simplicity of circuit.

Fig. 26 shows a turn-table for transferring a car from a single track to a siding. The mechanical construction of its commutator is identical with that of the commutators of the above mentioned turn-tables, with the only difference that the contacts Z, Z of the five figures above referred to are done away with, and the two parts of the casing Z2, and c are joined together by means of the conducting cable Z. The circuit during the movement of the turn-table may be clearly seen from the said figure.

Fig. 27 shows a turn-table for connecting a secondary line with a double track line, in its normal position. The contacts shown in the said figure within the periphery of the turn table will practically be situated on a cylinder, fitted on the axis of the turn-table itself. The secondary line may either be fed from a special generator or form a part of the main circuit. The extremities 1 and 2 of this line, in the normal position of the turn-table, are short circuited by means of the circuit closer I, and the current then flows in the direction indicated by the small arrows. The ends 3,

4, 5, and 6 of the main line are carried to the double circuit breaker I and in the normal position of the turn-table this circuit breaker is open, while the current, bymeans of the contacts 7, 8, 9 and 10 of the commutator, passes through the conductors of the turntable.

Fig. 28 shows the turn-table turned in such away as to continue the secondary tracks, and the locomotive may thus pass on this new line, whose circuit is carried on the turn-table by means of the contacts '7 and 10. The circuit breaker I, is open; the ends 8 and 9 are short circuited by means of the conductorl and contacts 11 and 12. The circuit of the main line is completed by closing the double circuit breaker 1 as may be seen from the said figure. Also the circuit breakers I and 1 may, when advisable, be fitted on the axis of the turn-table, so that their movements may be eflected automatically in proper time, during the operation of the turn-table itself.

Fig. 29 shows the possibility of having, when convenient, a single track turn-table with the same electrical arrangement. In this case both the secondary and main tracks may b single with double conduits.

Fig. 30 represents the electrical arrangement of a locomotive depot, with two transfer trucks 0', C for carrying over the locomotives which from the tracks L, L pass on to the tracks of the depot. These two lines L, L may be a continuation of the secondary track, like that shown in Fig. 27, ending at the extremities 1 and 2 of the electrical arrangement, represented by this same figure. The secondary line, as already stated with reference to theturn-table shown in the above mentioned Fig. 27, may either be fed from a special generator, or form a part of the main circuit. In all cases the generator is connected to the points and marked on the said figure. The arrangement of the conductors of the electrical line of the depot is made upon the same principles as the general arrangement, as far as the length of the sections is concerned, and as already stated with reference to the turn-tables, the length of the transfer truck must be greater than the distance between the parts of the locomotive that are adapted to contact with the conductor.

The figures show that at the two extremes of each track (interrupted by the arrangement of the transfer-truck) there is a double circuit breaker pflp 19 850., the purpose of which is to keep inserted the sections which are connected to the first contact piece of the circuit breaker, and to exclude the said sections when the circuit breaker is in the second position. This being explained, the working and operation of the transfer truck are quite clear, the said transfer truck being provided at each end with suitable contacts a, 1), a 19*, which, when the transfer truck moves on its transversal track, not shown,

- successively complete the electrical line of the truck successively between the interrupted conductors of each track.

The purpose of the double circuit breakers 10', 19 ,850., is obvious, as they allow the inclusion or exclusion from the-circuit of the section of line to which the circuit breaker belongs, without interfering with all the remainder of the electric installation. When one or more sections of the line are out out, the circuit breaker-I or 1 corresponding to trolley C, or 0 must be closed while the transfer truck is being shifted, so as'to avoid the interruption of the current in passing before the sections of line excluded from the circuit, and it must be opened at the moment in which the locomotive, carried on the transfer truck, is to be operated.

Figs. 31, 32 and 33 represent the three positions of two locomotives which must respectively cross a double siding of a single line with only one conductor. This double siding requires two movable switches, each of which must be capable of having the extremities 1 and'2 of the line mechanically connected with its extremities 3 and 5, and 4 and 6, respectively. The said points 1, 2, 3, 5, 4E, and 6 are electrically connected with the various parts of a commutator which, as clearly shown in Figs. 31, 32, and 33, .which illustrate three difierent positions of the said commutator, are so arranged that the current in the first position, Fig. 31, coming from the part of the line L arrives at the point 1, from where through the commutator it goes to 5, and thence to 6, from where again through the commutator it returns to the extreme 3 of the same track of the siding, continuing its circuit through 4 and 2 in the part L while in the second position Fig. 32, in which the two locomotives are on the siding the current coming from the part of theline L, arrives at 1, and then through the commutator, passes to 2, and continues its circuit through the part L In this case the two locomotives on the siding would be excluded from the circuit, but the figure shows that the movement of the switches and of the commutator is not yet accomplished, and in this intermediate position of the switches the siding itself, and consequently the locomotives are closed at short circuit; and in the last position (Fig. 33) the current coming from the part of the line L arrives through the commutator, to the extreme 3 of the siding passing to the extreme 4, and from there returning through the said commutator to the extreme 5, and passing through 6 and 2, it continues its circuit through the part L In this position the locomotives may go out of the siding each continuing its way.

Havingpow described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In an electric railway, a conductor consisting of fixed separated and insulated conducting sections and movable conducting circuit breakers located in the gap between each two sections and adapted to be operated by the locomotives to open or close the said gap, a machine for generating an electric current, tour conducting wires connected with the conductor in sets of two at two separate points thereof, the conductor being interrupted between the two wires of each set, and means for electrically connecting the poles of the machine with either of the sets of conducting wires, substantially described.

2. In an electric railway, a conductor consisting of fixed separated and insulated conducting sections and movable conducting circuit breakers located in the gap between each two sections and adapted to be operated by the locomotives to open or close the said gap, a machine for generating an electric current, four conducting wires connected with the conductor in sets of two at two separate points thereof, the conductor being interrupted between the two wires of each set, and means for electrically connecting the poles of the machine with either of the sets of conducting wires, said means being located near the points of contact between the conductor and the conducting wires and adapted to be antomatically operated by the locomotives, substantially as described.

3. In an electric railway, a conductor c011- sisting of fixed separated and insulated cond ucting sections, and movable conducting circuit breakers located in the gap between each two sections and adapted to be operated by the locomotives to open or close the said gap, a machine for generating an electric current, four conducting wires connected with the conductor in sets of two at two separate points thereof, the conductor being interrupted between the two wires of each set, and connected levers located near the points of contact between the conductor and the conducting wires, and adapted to be conjointly and automatically operated by the locomotives to change the electrical connections of the poles of the machine with the sets of conducting wires, substantially as described.

4. In an electric railway comprising a conductor of the kind described,atrack crossing comprising a movable conducting piece located a'tthe point of intersection of the tracks and adapted to be brought in line with the conductor of either track, electric connections between the opposite sections of each conductor adjacent to the crossing point, and means for electrically connecting the movable conducting piece with that conductor with which it is brought in line, substantially as described.

5. In an electric railway comprising a conductor of the kind described, a track crossing comprising a movable conducting piece provided with a conducting segment and located at the point of intersection of the tracks and adapted to be brought in line with the conductor of either track, electric connections between the opposite sections of each conductor adjacent to the crossing point, and fixed contact pieces adapted to engage the segment of the movable conducting piece to electrically connect the latter with that conductor with which it is brought in line, sub:

stantially as described.

6. In an electric railway comprising a conductor constructed in separate sections as described, a turntable constructed to be permanently included in the circuit of the conductors of the tracks with which it is connected, portions of conductors secured to the said turn-table to correspond with the ends of the conductors of each track, said portions comprising at least two separate sections, and a commutator connected with the turn-table and adapted to electrically connect the portion of the conductor on the turn-table with the conductor on the track with which it is in line, each turn-table conductor having its respective end sections electrically connected to different commutator sections that are in sulated from each other substantially as described.

7. In an electric railway comprising a conductor constructed in separate sections as described, a turn-table located at the end of two tracks having a single conductor common to both, said turn-table being constructed to be permanently included in the circuit of the conductors of the said tracks, two portions of conductors secured to the said turn-table and comprising at least two separate sections, a commutator constructed to rotate with the turn-table, said commutator being composed of four conducting quadrants insulated from each other, the portions of the conductors on the turn-table being electrically connected with adjacent quadrants, and fixed contact pieces adapted to engage diiterent quadrants to complete the circuit of the track conductors, substantially as described.

8. In an electric railway comprising a conductor constructed in separate sections as described, a depot arrangement consisting of two series of separate side tracks, conductors of the kind described located along the said side tracks, a transfer truck adapted to travel on a transverse track to bring a locomotive in line with any one of the side tracks, a portion of conductor secured on the transfer truck and comprising at least two sections, the end sections being adapted to electrically connect with the conductors of the side tracks, two transverse conductors located along the said transverse track, each section of the transverse conductors being electrically connected with the end section of one of the conductors located along the side tracks, and double circuit breakers located near the opposite end sections of the conductors of the side t 'acks and adapted to cut out from, or insert into, the circuit any of the said conductors, substantially as described.

9. In an electric railway comprising a conin contact, and to maintain a permanent electric connection between the section-s of the conductor of the main track which are adjacent to the siding, substantially as described.

In testimony whereof Iaffix my signature in presence of two witnesses.

MICHEL ANGELO GATTORI.

Witnesses: V

AUGUSTUS O. BOURN, G. B. ZANARDO.

Images