US514718A

US514718A - leffler

Info

Publication number: US514718A
Authority: US
Publication date: 1894-02-13
Anticipated expiration: 1911-02-13

Description

7 Sheets-Sheet 1.

(No Model.) P. W. LEPPLER.

ELECTRIC RAILWAY 'SYSTEM. N0.1514,718. Patented Feb. 13, 1894;

7 Sheets- Sheet 2.

(N0 MocIeIJ' P. W. LEFPLER. ELECTRIC RAILWAY SYSTEM.

No. 514,718 Patented-Feb. 13, 18-94;

Fig.4

f A I hn (No Model.) 7-Shets-Sheet 3.

-' KP. w. LEFT LEE. BLEUTRIG RAILWAY SYSTEM.-

No. 514,718. Patented eb. 13, 1894.

I v W11 i m III TH! Nnmmu. umog AAAAAAAAAAAAA r.

(Nb'ModeLy '7 Sheets-Sheet 4.

P. W. LEFPLER.

ELECTRIC RAILWAY SYSTEM- No. 514,718 Patented Feb; 13, 1894.

[Wig/558;

I a! Zak WW Joy.

m: mmunpmocuruilm cpunnv. vumurou. o. c.

{N0 Madel.) 7 Sheets-' sheet 5.

P, W. LEFPLER. "ELECTRIC, RAILWAY SYSTEM.

No. 514,718,. Patented Feb. 13,1s94

W/v'hw e sn I %d 1 ms mmuun. LIYHOGRAPHING cOMPANY.

WASHINGION. n. c.

(No Model.) 7 Sheets-Sheet 6.

P. W. LEFPLERf ELECTRIC RAILWAY SYSTEM. NO. 514,718. Patented Feb. 13,1894.

' @Ww Wm MMMW we NATIONAL uwoannnme COMPANY (No Model.) '7 SheetsSheet 7;

.P. W. LEFPLER.- .BLEGTRIG RAILWAY SLYSTEM.

No. 514,718. Patented I'eb. 13, 1.3.94.

Fi i /6.

WiZww' m: NATIONAL LWHOGRAFHING COMPANY.

wAaNmm-eu. D. c,

UNITED STATES PATENT Ornrcn.

PAUL IV. LEFFLER, OF MINNEAPOLIS, MINNESOTA, ASSIGNOR TO THE LEFFLER ELEOTRO MAGNETIC RAILWAY COMPANY, OF CHICAGO,

ILLINOIS.

ELECTRIC-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 514,718, dated February 13, 1894.

Application filed November 22, 1892- Serial No. 452,799. (No model.)

To a whom it may concern:

7 Be it known that 1, PAUL W. LEFFLER, a citizenof the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Electric Street-Railways; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention was especially designed for use as an electric railway; but is capable of general application as a means of propelling traveling bodies.

To this end, the invention consists in certain novel features or devices and combination of devices, which will be hereinafter fully described, and will be particularly defined in the claims.

In a summary way, my system may be outlined as follows, to-wit;A series of electro-magnets for the production of an electromagnetic field is extended along the entire line of travel of the car or other traveling body. The electro magnets constituting this field are spaced apart from each other, and the adjacent members are of opposite polarity. This field is preferably constructed in sections adapted for independent connections with the line or supply circuit from the central station, or othersource of supply; and automatic switches are provided, for closing the line circuit through the particular section of the field over which the car is moving at the time, and for throwing out other sections of the field, which are not in use at the time. A non-rotating armature is carried on the car, in a position to be subject to the influence of the field, the electro magnets of which armature are preferably arranged in sets which are connected up in series and so positioned with respect to each other and the field magnets, that the forces of attraction and repulsion will both cooperate to propel the car in a common direction. The pole changers are applied in the electrical connections to one of the series of magnets, for changing the polarity of the same, when passing the dead centers of the magnets of the other series, the magnets of which latter series are energized with a constant polarity, during the time of their action on said pole changers. Preferably, the pole changers, are of course, applied to the connections for the armature magnets; and hence, both the pole changers and the magnetic controllers are carried by the car. The pole changers are in number equal to the number of serial sets of which the armature is composed; and the magnetic controllers, are of course, the same in number and are operated by the field magnets. The armature magnets are preferably supplied from a storage battery carried on the car. The magnetic controllers are supplied either from the same source,or an independent small storage battery on the car.

A combined reversing and regulating device is located in or applied to the electric connections from the storage battery to the armature magnets, for regulating the speed and reversing the direction of travel. This reversing and regulating device is of a special construction, adapting the same to be operated, for both functions, by a single lever. The automatic switches, which throw the different sections of the field, into and out of circuit with the line wires, are arranged for magnetic control, and are operated by constantly excited switch magnets carried on the car, and having electric connections with the storage battery. There are two sets of these switch magnets, one located to the front, and

the other to the rear of the armature. The circuit connections for the same, are provided with a switch button or controller, for throwing one set in and the other out of circuit in alternate order, according to the direction of the cars travel. The magnetic switches in the field conduit have double sets of connections, for throwing in and out the field sections, so that they are operative in either direction of the cars travel.

The electro magnetic field, is protected by a suitable housing or conduit construction, extending along the entire line of travel. The line wires for the field and the switch boxes, are laid or set in insulating material,

' ward the front.

so that there are no exposed wires or resulting danger to street traffic.

With the foregoing statement in mind, it will be easy to trace the construction and operation in the following detailed description, reference being had to the accompanying drawings.

DETAILED DESCRIPTION.

In the drawings, like notations referring to like parts throughout the several views, Figure 1 is a side elevation, with some parts shown in section, and others removed, looking at a portion of the magnetic field, with the armature and car in working position with respect to the same. Fi 2 is a plan View, showing the front end of the armature and the forward pair of switch magnets detached. Fig. 3 is a plan View, showing a part of the field conduit. Fig. 4 is a vertical section, on the line X X of, Fig. 1, looking to- Fig. 5 is a vertical section of one of the magnetic switch-boxes, taken from right to left, or crosswise of the conduit. Fig. 6 is a View, partly in left end elevation and partly on the line X X of Fig. 5, further illustrating the construction of the switch-box. Fig. 7 is an inside View of the top or cap section of one of the switch-boxes, taken on theline of asection,through X X of Fig. 5. Fig. 8 is a plan view of one of the switch-box contact rings detached, and the soft iron disk. Fig. 9 is a view in left side elevation, illustrating on a larger scale some of the parts shown in Fig. 1. Fig. 10 isa vertical section from front to rear through the pole changer box. Fig. 11 is a plan view of the pole changers, some parts being shown in section. Fig. 12 is a front elevation or face view of the combined reversing and regulating device, some parts being broken away, and some of the electric connections for the same indicated in diagram. Fig. 13 is a vertical section of the same, on X X Fig. 14 is a diagram, illustrating the electric connections of the electric devices carried on the car. Fig. 15 is a diagram showing the electric connections of the switch boxes to the line circuit wires and their relations to each other. Fig. 16 is a diagram, showing the electric connections of the different sections of the field, with the line wires through contacts carried on the switch magnet armatures.

a a a in Fig. 4, represent respectively, the pavement, the rails, and the track structure, of an ordinary surface street railway.

Z) is the housing or conduit for the electro magnetic field, extending along the entire line of travel. This conduit is shown, as made of wood, but may of course be of any suitable construction.

0 are the field magnets, rising from a common yoke or base-plate of soft metal 0, resting on the floor of the conduit. The adjacent members of the field magnets, are so wound that they will be of opposite polarity. The

pole pieces 0 of the field magnets are laterallyextended and overlie liners orbearing-pieces Z), resting on the base-piece or yoke c of the field inside the side walls of the conduit. YVooden cross-pieces or strips b fill the gaps between the pole pieces 0 and are secured to the liners b. The cross-strips, pole pieces and the side walls of the conduit terminate flush withthestreetpavement. Theconduitisfilled with some suitable non-conducting or insulatingmaterial b ,such asacompositionoftarand gravehwhich is imperviousto water. Theline wires and all the connections to the same are embedded in and protected by thisinsulating material 11 The field magnets are arranged in sections, each section of which, as shown, is composed of nine magnets. The magnets of each section are connected up with each other in series, and each section is connected with the line wires through switch-boxes d, located as shown, at the left end of each section. These connections, together with the construction of the switch-boxes will be described later on, under the heading of Electrical connections.

THE ARMATURE AND OTHER PARTS ON THE CAR.

6 represents the armature magnets and e the base or yoke-plate for the same. The armature is suspended from the axles of the car-truckf, by spring-seated hanger-sf and cross-bars f to which cross-bars the yoke of the armature is directly secured on the longitudinal center line of the truck. The armature is suspended from the truck, at such a point, as to bring the poles of its magnets, as near as practicable to the poles of the field magnets. The pole pieces of the armature magnets are seated in suitable seats (not shown) of a brass strip e which is thus applied to the face of the armature, so as to give a smooth surface to the same. In my preferred construction of the armature, the magnets e are connected up in several different series or serial sets, (as shown, three series,) each series having its magnets spaced or positioned apart, a distance equal to the spacing or distance between the field magnets; and the magnets of the different series are alternately interpositioned, to form altogether one rank or row. The distance between the adjacent magnets of the armature thus formed, should be equal to the quotient of the spacing or distance between the magnets of any series, divided by the number of the different series of magnets employed in the construction of the said armature. The alternate magnets ol'each serial set are wound in reverse direction, and hence, it of course follows, that the alternate magnets of each serial set are excited with magnetism of opposite polarity. The base-piece or yoke-plate c is of soft iron, and is in contact with the cores of all the armature magnets 6. Hence,

only the lower ends of the said armature magnets e will be polarized. In other words, the armature magnets are connected up to form a series of horse shoe magnets.

Attention is here called, especially to Figs. 9 and 14. Of these views, Fig. 14 shows in diagram, the manner in which the armature magnets e are connected up in serial sets; While in both of said views, the armature magnets are'marked with and signs, to indicate the relative polarities of the said armature magnets at a particular instant. These polarities of the diiferent sets, as before stated, are changed in succession. The direction of the cars movement is indicated on the drawings, by arrows.

As already stated, the armature magnets are so arranged, with reference to the field magnets, that the forces both of attraction and repulsion will co-operate to propel the car in a common direction. To this end, the pole changers are as shown in number equal to the number of serial sets of armature magnets, and are so arranged that, under the control of the corresponding magnetic controllers, each pole changer will change the polarity of its corresponding serial set of armature magnets, on or about the instant that the said armature magnets pass the axial line of force of the field magnets. These changes of polarity occur in such order, that the armature magnets, when in intermediate positions with respect to the adjacent field magnets, will be given a polarity like that of the field magnet just passed and unlike the field magnet next in advance. Thus it will be seen, that the magnetic action between a particular field magnet and a particular armature magnet, will be that of attraction, until the armature magnet has been drawn to the axial line of the field magnet, when, by the change of polarity, the armature magnet will be repelled onward by the field magnet; and further, that the action of an adjacent pair of field magnets, upon any and all armature magnets, when in intermediate positions, will be the resultant or cooperation of the forcesof repulsion from the field magnet just passed and of the forces of attraction from the field magnet being approached. Again, as, the different serial sets of armature magnets have their polarities changed at successive intervals, there will, at all times, be at least two of said serial sets of armature magnets active.

The armature magnets are constantly in circuit with a storage battery g, through a reversing and regulating device and magnetically controlled pole changers, by connections, which will be presently described.

The different parts of the reversing device will be indicated by the letter h and its powers, h m, &c.; and the different parts of the pole changers by the letter 7c and its powers, It 850.

Each pole changer is provided with a magnetic controller, all three of which are located at the rear end of the armature. Each of these controllers consists of a constantly excited magnet 10, in circuit through suitableconnections with a storage cell or small battery 9, and a centrally pivoted supplemental pole piece 19 pivotally connected to the controller magnet pole piece p, and subject to the action of the field magnets. These pivoted pole pieces p carry at their rear ends, as shown, contacts 10 which co-operate with pairs of fixed contacts, in the opposite extreme positionsof the said pivoted pole pieces, to throw in andout of circuit the opposite sets of pole changer magnets, thus shifting the movable members 70, carried on the armatures k of the pole changers, and thus changing the polarity of the corresponding series of armature magnets. The pivoted pole piece 19 is limited in its movement, by a stop 19*. It should be further understood, that the magnets 13 are all connected by'the softiron bar 6, and hence only their lower ends are polarized. The purpose of pivoting the pole piece 19 is, of course,

to permit the same the necessary movements,

for alternately opening and closing the circuits through the pairs of contacts p and 10 These pivoted pole pieces p are, of course, constantly magnetized at their extremities, with the same polarity as the lower end of the magnets p, with which they have contact. The pole pieces 19 serve to energize the pivoted pole pieces p and are of course, rigidly held with the magnets 19. As is evident from the foregoing, these magnetic controllers are operated magnetically, by the field magnets, according to the speed of the car; and no electrical connection whatever, is necessary between said controllers and said field magnets. The further actions and connections from these controllers and the additional parts of the pole changers with the connections from the same, will be designated in describing the electrical connections.

The combined reversing and regulating device consists of a box or case h, having a divided or sectional face plate h h the two members of which are offset from each other in the horizontal plane and overlap or break joints with each otherin the vertical plane; a single reversing and regulating lever 75*, pivoted at the foot of the case, and provided with a contact carrier h, projecting upward between the two sections of the face plate into the interior of the case; an upright slab h of slate or other non-conducting material, located within the case, and constituting a backing or support for two sets of resistance wires 77, and h with their corresponding sets of contacts 71 and if", arranged on opposite sides of the vertical center of the slab it and the central position of the lever 71, a pair of divided supply contacts 71 71 on opposite sides of the central position of the lever, for co-operation with contacts h and it, carried by the lever h and the respective sets of said resistance contacts, to close the supply circuit; a pair of divided return contacts h and h on opposite sides of the central position of the lever h and a common return contact h extending throughout the entire are of the said levers movement, for co-operation with a yoke-shaped or spanning contact h carried by the lever if, to close the return end of the circuit, in all except the central position of the lever ha. The Wiring or connections from these reversing contacts to the battery and the pole changers will be traced later on.

r 1' represent pairs of switch magnets, lo-

cated respectively at the front and rear ends of the armature, one set of which, according to the direction of travel, is constantly in circuit with the storage battery 9, for operating the magnetic switch boxes d in the field conduit. The opposite ends of the armature are provided with pilots t 15 respectively, for clearing the surface of the field conduit of any obstruction.

THE ELECTRICAL CONNECTIONS.

For thefieZcL-l 1 are the line wires, of which the former is the feed and the latter the return member, for connecting the field sections with the generator, at the central station. 2 is the wire, connecting the several field magnets of each section. 2" 2 are respectively, the feed and return branches to the line wires. The

wires

2 and 2, are connected respectively, one to each of a pair of contacts 3, which may be connected by a contact 3, carried on the upper end of the pivoted armature d, which is subject to two pairs or sets of switch magnets d and d all of which parts are located within the switch-boxes d. When the armature d and the contact 3 carried thereby, are in the position shown in full lines, in Fig. 5, the circuit through the adjacent field will be opened at the contacts 3; and. when the said armature is in the position shown in dotted lines, in Fig. 5, the circuit through the adjacent section of the field will be closed, by the contact 3. The said armature and contact are thrown into these two extreme positions, by the respective sets of switch magnets d and (Z in the switch boxes, through connections controlled by the switch magnets r 0" carried on the car. These connections are as follows-The switch box magnets d", tap the line feed wire 1, by the dotted line wire (Fig. 15) 4; and the pair of magnets d tap the said feed wire, by wire 5, shown in full linesin Fig. 15. Five contacts, marked respectively 6, 7, S, 9, and 10 are located in circular arrangement, on the under surface of the cap section of the switch box (I and are suitably insulated from each other. The contact 0 is connected by the wire 49 with the switch magnets (1 The contact 7 is connected by wire ll with the return member 1 of the line circuit. The contact 8 in any given switch box is connected by wire 12, with contact (5 in the next adjacent switch-box toward the left. The contact 9 is connected by Wire 5 with the switch magnets 61 in the next adjacent switch box toward the right. The contact 10 is connected by wire 5 to the switch magnets d in the second switch-box toward the left. A soft iron disk (1", carrying on its upper surface an annular or ring-like contact 13 rests on a suitable seat d composed of any suitable insulating material and located in the cap section of the switclrbox, with its up per surface suificiently far below the top plate of the cap to give an air space between the contact ring 13 and the several contacts 6, 7, S, 9 and 10. Supposing the car to be going in the direction indicated by the arrow, the forward pair of switch magnets 1', will be in circuit with the storage battery 9 and be constantly excited therefrom. Hence, whenever the switch magnets 1" come directly over one of the switch boxes, the soft metal disk (1 will be attracted thereby and lifted upward, so that the ring contact 13, will bear against and connect together the

several contacts

6, 7, 8, 9 and 10. Hence, the circuit will be closed through the switch magnets (Z in that particular box, through 4:, 4 6, l3, 7 and 11. Hence, the armature d and the contact 3, will be drawn over against the left pair of switch magnets (1 thereby closing into the line circuit the adjacent section of the field toward the right. The circuit will also be closed through the switch box magnets d in the next adjacent box toward the left, through the corresponding connections 4 4 6, 12, 8, 13 and 11, thus also throwing in to the line circuit the next adjacent section of the field toward the left, or in advance of the car. Through connections o 5 9 13 and 11, the circuit will be also closed through the set of switch magnets d in the next adjacent switch box toward the right, thereby pulling over the armature (1' and the contact 3, and throwing out of circuit the section of the field, over which the car has just passed. A circuit will also be closed through the switch magnets d in the second switch-box toward the left, through the connections 5 5, 10, 13 and 11, and would have thrown the adjacent or connected section of the field out of circuit with the line wires; but it was already out, and hence, no result on the field section from the said switchbox would be produced. The said connections, through 5, are of use when the car is going in the other direction. If the car he going in the other direction, then the switch magnets r on the car, would be thrown out of circuit-,and the switch-magnets r be thrown into circuit with the storage battery 9. Hence, the switch magnets 0' would in that event, control the switch boxes in the field conduit. The actions or connections established, by the contact ring 13, would be precisely the same, as when the car was going toward the left. The only difference would be, that the wire o and contact 10, would then become active to close the circuit through the switch-box magnets 61 in the second box to the rear of the particular box, on which the magnets r are then acting, to throw the connected or adjacent section of the field out of circuit with the line wires. All those connections v of switch magnets 1''.

can be readily traced, by reference to Figs. 5, 15 and 16 of the drawings.

For the .gfwttchma-gnets on the car.A common feed wire ltfrom the storage battery 9 has a branch 14 to the front pair of switch magnets a" and a branch 14 to the rear pair A common return wire 15 to the storage battery has a pair of

branches

15 and 15*, the former of which extends to the switch magnets 'r and the latter to the switch magnets r. E ther of these branches 15 01' 15 may be connected at will with the wire 15, by an ordinary switch button or circuit controller 16, operating over contacts to? said branches, which switch-but on and contacts are, as shown, located on the top of the case h of the combined reversing and regulatirig device.

For the armature magnets-The main feed wire 17 from the storage battery g, has

branches

17 and 17 connecting respectively through the contacts 17, with the respective sets of resistance wire contacts 72. and h, in the combined reversing and regulating device. A corresponding pair of reversing

feed sections

17 and 17 of which the former is used as the feed wire, when the car is going in the direction shown, and leads from the contacts h and the latter of which leads from the contact h unite in a common section or cable 18, with feed branches 19, running to the respective carbon contacts h, which are spring-seated in the brass boxes 70,

carried on the free ends of the armatures h of the pole changer magnets It will be understood, of course, that the brass boxes 70 carried on the armature 7c are insulated from each other, so as to prevent direct connection between the

branch wires

19 and 20. Branch return wires 20 extend from the other carbon contacts 70 which are spring seated in the brass boxes 70, and unite in a common section or cable 21, which has two return or reversing

branches

21 and 21", which lead respectively, one to the contact 22 connecting the same to the return contact h and the other to the contact h in the combined reversing and regulating device. contact h in the reversing and regulating device is connected with a storage battery 9, by a common or main return wire 23. Through these connections and reversing contacts and the contacts carried on-the reversing and regulating lever 7?, the carbon contacts 10 and 70 on the armatures 10' of the pole changer magnets, will be constantly in circuit with the storage battery, except when the said lever h is in its central or idle position, regardless of the direction of the car. When the car is going in the directions shown and the said lever is to the right of its central position the

wires

17, 18 and 19 will be the feed members, and the

wires

20, 21 and 21 will be the return members; but when the car is to be reversed, or the curi'enttrom the storage battery reversed for regulating the movement of the car, the lever 71 will been the left The common return of its central position; and the feed section 21 the section 21, and the branches 20 will become the feed members from the reversing device to the carbon contacts W of the pole changers, while the

wires

19, 18 and 17 will become the return members from the carbon contacts is. The three stationary contacts 10 k and W, at the pole changers, are insulated from each other and from their common supporting bed 70, by insulating material 10 The extreme contacts 10 and 70 of each pole changer are provided with wires 24 and 25 respectively, which unite into a common wire 26, leading to the rear member of one of the coupled series of armature magnets c. The different magnet coils in each series are connected by the wires 27. The head or opposite end member of each series of armature magnets e, is connected by wire 28 with the central member 70 of the stationary contacts at the pole changers. With this construction, it is obvious that every time that the armature h, of any pole changer magnet is swung from one to the other of its extreme positions, its respective carbon contacts 10 and 70 will be shifted, in respect to the coof two pairs of

contacts

19 and 19 which are located for co-operation with the'contact 19 carried on the'contact end ofthe pivoted pole piece p of the controller magnet 17. ,The other member of the pair of contacts 19 is connected by a wire 31 with a storage cell g,

p is connected with said cell by a wire 32*. Hence, whenever the contact end of the pivoted pole piece 10 is in its lowermost position, the circuit will be closed over wires 29, 31 and 31", and the contacts 13 from the storage cell g', through the right hand member of the rear pair of pole changer magnets k (directions being taken with reference to the movement of the car) and when the conand the other memberot the pair of contacts tact end of said pivoted pole piece is in its uppermost position, the circuit will be closed over the wires 30, 32 and 32 and the contacts 29 from the said storage cell g to the left hand member of said pair of the said pole changer magnets k thereby holdingthe arm ature h in the position shown in the drawings. See Fig. 14. The controller magnets p are coupled up in multiple and are constantly in circuit with the storage cell g, through the wires 33 and 34, and their branches 33", 33*, 33, and 34:, 34", and 34 respectively. The pairs of contacts 19 and p are of course, suitably insulated from each other and from the support 6 on which they rest. In the drawings, the wiring is only shown for one of the pole changers complete from the correspondingcontroller. Thecentralcontrollerisshown connected up to the rear or right hand pole changer, on the assumption that this right hand or rear pole changer would be used to control or change the polarityof the rear end series of the coupled magnets. The wiring from the magnets of the other pole changers to the contacts of the other controllers, are similar in all respects. It may be also noted, in respect to thearmature magnets, that only a few sets are shown in the diagram Fig. 14. Referring to the diagram, Fig. 15, it should be noted, that none of the field magnets are therein shown; and referring to Fig. 16, it should be noted that only the end members of the series of field magnets, in each section of the field, areindicated. The armatures 7a of the pole changer magnet W, are pivoted in bearing lugs on the vertical walls of the common box-like case, 7a which incloses the parts. The switch-boxes (Z are preferably constructed of porcelain and in two sections, the upper or cap member of which may be removed from the lower or bottom member, which is set within the conduit in the insulating material 12 The annular seat (Z for the soft iron disk (1", is made ofsome suitable insulating material, and rests on flange plates (i of some similarinsulating material secured in any suitable way, between the upper and lower sections of the switch-box. The armature magnets maybe protected by suitable side boards or housing walls 6 Opcmzion.'lhe different parts, including all the electric connections have now been designated; and the operation of the same has been more or less fully stated in connection with their detailed description. A summary review however, of the operation of the system as an entirety maybe serviceable and can be briefly stated as follows: The polarity of the field magnets and of the armature magnets is denoted by the customary positive and negative symbols, and Both signs are applied to the armature magnets, inasmuch as their polarities change every time the pole changer for the corresponding coupled series is operated by the corresponding controller on passing the dead center of any field magnet. The pole symbols, in full lines, will be taken to indicate the polarity of the armature magnets, at the assumed instant of observation. It will be observed that the signs and in Fig. 1, are placed high up on the armature magnets, but this is simply a matter of convenience, and said characters are intended to indicate the polarity of the lower extremities of said magnets. The

controller magnets 13, have of course, a constant polarity, which may be assumed to be north, and is indicated by the positive sign. Now, suppose the car to be in the position shown in the diagram Fig.15, then under the influence of the front switch magnets r, the soft metal disk (1", inthe particular switch box, then directly underneath,will be raised, and through the connections from the same, the particular section of the field, then under the car, and also the next advance section of the field will be thrown into circuit with the line wires; and all the other sections of the field, so far as that car is concerned, may be out of circuit with the line wires. If the reversing and regulating lever h3 be at the right of its central or idle position, the armature magnets will all be in circuit with the storage battery and may be assumed to have the polarities, as marked in full lines. Hence, referring now to Figs. 1 and 9, all the armature magnets will be subject to both the forces of attraction and repulsion, from certain of the field magnets. Otherwise stated, the armature magnets having a positive polarity, will be in advance of the field magnets having a positive polarity, and to the rear of the field magnets, having a negative polarity; and the armature magnets having a negative polarity, will be in advance of the field magnets having a negative polarity, and to the rear of the field magnets having a positive polarity. Hence, both forces will co-operate to propel the car forward in the direction indicated by the arrow. The pivoted pole pieces of the controllers are so located that they will be in the proper corresponding positions, to change the polarities of the armature magnets at the proper instance of time, towit, when the armature magnets are on or near the dead centers, with respect to the field magnets. If we assume, for example, that the central controller, acting through the rearmost pole chamher, to reverse the current through the rearmost series of the coupled armature magnets, then the pivoted pole piece 17 of the said controller will be in the position shown in Figs. 1 and 9; or in other words, it has just operated to change the polarities of its particular series of armature magnets. lVhen it reaches the next forward field magnet, it will be repelled, so as to throw its contact 19 into its uppermost position, reversing the polarities of its corresponding series of armature magnets. The other controllers act in precisely the same way, in respect to their corresponding coupled series of armature magnets. The attendant reverses the direction of travel,by simply throwing the combined reversing and regulating lever 7L3 to the other side of its central position. He regulates the speed, by varying the position of the said lever, so as to bring in more or less of the resistance wire on that side of the divided resistance board, on which he is then using the lever. Or, if necessary he reverses the current from the storage battery, by throwingthe lever to the other side into its reversing position, using the same in this way as a brake. It is possible to employ this reversing action for braking purposes, if necessary, inasmuch as the current and electro motive force is distributed at a large number of points, and is not concentrated at any one. The effect on the car would be similar to the action of an air cushion and would check or stop the car with-little or no shock.

Adoantagea-This system has several important advantages over existing systems now in general use; There are no exposed wires in the street, hence the element of danger is reduced to a minimum. There are no obstructions either on the surface or above the street. Hence, street traffic is entirely free. The power is not dependent on traction, but acts with a direct pull and push on the car, being in this respect similar to the cable system. Hence, there is no limitation on account of slippage of the wheels. The cars may be made comparatively light and be of resulting smaller cost. The system can be applied on any grade, and the power may be adapted to the section of the track containing the grade. By the removal of a rotary armature and the down gearing, the repair account is materially reduced. The noise is also removed. The car is uuderperfect control and the operator only needs to handle a single lever for all the purposes of regulation and reversing the direction of travel. The first costof the system, on account of the increased cost of the field would be greater than existing systems; but after the field was once laid, additional motor cars would cost'less, and the running expenses will be comparatively light. So that if the traffic be heavy, the saving on running expenses will more than ofiset the interest on the increased cost of the plant. The absence of noise and the removal of street obstructions and the element of danger, are, of course, the great advantages of the system.

It will of course be understood, that various changes might be made in the construction and arrangement of the various parts ofmechanism, operating according to the speed of the car, applied to one of said magnetic members, whereby the forces of attraction and repulsion from said magnetic members will cooperate in the propulsion of the car.

2. The combination with a car, or other traveling body, of an electro magnetic field extending along the line of travel, an electro magnetic-armature carried by the car, an automatic magnetic pole changing mechanism applied to one of said electro magnetic members, substantially as and for the purpose set forth.

8. The combination with a car, or other travelin g body, of an electromagnetic field, exten ding along the line of travel, a non-rotating armature consisting of electro magnets carried on the car, an automatic magnetic pole changing mechanism applied to one of said electro magnetic members, substantially as and for the purpose set forth.

4. The combination with the car or other traveling body, of an electro magnetic field, consisting of a series of electro magnets located in the line of travel, a non-rotating armature, consisting of a series of electro magnets on the car, electric connection for said armature and field magnets, for exciting the same, and automatic pole-changers, in the connections applied to one ofsaid series of magnets, substantially as described.

5. The combination with a car or other traveling body, of an electro magnetic field, consisting of a series of electro magnets, located in the line of travel, a non-rotating armature, consisting of a series of electro magnets on the car, electric connections for exciting the said field and armature magnets, and automatic pole-changers applied to one of said series of magnets, and operated by the other of said series of magnets, on passing the dead centers, substantially as described.

6. The combination with a car or other traveling body, of an electro magnetic field, consisting ofa series of electro magnets, located in the line of travel, a non-rotating armature, consisting of a series of electro magnets on the car, electric connections, for-exciting said field and armature magnets, pole changers applied to the connections to one of said series of magnets, and magnetic controllers for said pole changers operated by the other of said series of magnets, substantially as described.

7. The combination with a car or other traveling body, of an electro magnetic field, extending'along the line of travel, the adjacent magnets of which are of opposite polarity, a nonrotating armature on the car having its magnets connected up in several serial sets, and pole changing mechanism applied to said armature, to change the polarities of its several series of magnets in succession, according to the speed of the car, substantially as described.

8. The combination with the car, of an electro magnetic field, extending along the line of travel, the adjacent magnets of which are of opposite polarity, a non-rotating armature, carried on the car, composed of several alternately inter-positioned series of magnets, and pole changing mechanism applied to said armature magnets, to change the polarities of said several series of magnets in succession, in such order that all armature magnets intermediate any pairof field magnets will have polarity like the rearward and unlike the forward field magnets, substantially as described.

9. The combination with a car, of an electro magnetic field extending along the line of travel, the adjacent magnets of which are of opposite polarity, a non-rotating armature on the car, having its magnets connected up in several serial sets, pole changers, one for each of said sets of armature magnets, and magnetic controllers, one for each pole changer, operated by the field magnets, substantially as and for the purpose set forth.

10. The combination with the car, of the electro magnetic field along the line of travel, the non-rotating armature and the local battery on the car and pole changing mechanism applied to said armature magnets, substantially as described.

11. The combination with the electro magnetic field, extending along the entire line of travel, of the armature and the local battery on the car, and a reversing device in the said armature circuit, for changing the direction of travel.

12. The combination with a car or other traveling body, of the non-rotating armature on the car, and an electro magnetic field conslsting of electro magnets spaced apart from each other in the line of travel and connected up in sections, adapted for independent connection with a supply circuit, substantially as described.

13. The combination with the car or other traveling body, of the non-rotating armature on the ear, the electro magnetic field consisting of electro magnets spaced apart from each other in the line of travel and connected up in sections, and automatic switches operated by the car with connections for closing the supply circuit through the section of the field over which the car is moving, substantially as described.

14. The combination with the car or other traveling body, of the non-rotating armature carried on the car, the electro magnetic field extending along the line of travel, and constructed in sections, magnetic switch-boxes, for closing the said sections in the supply circuit, and constantly excited switch magnets on the car, for operating said magnetic switches, substantially as described.

15. The combination with the electro magnetic field, extending along the entire line of travel, and constructed in sections adapted for independent connection in the supply circuit, of the non-rotating armature and the local battery on the car, a reversing device in the said armature circuit, for changing the direction of travel, the magnetic switch-boxes in the field, with connections for closing into the supply circuit, the section of the field over which the car is moving, regardless of the direction of travel, a double set of switch magnets on the car, for operating said magnetic switches, and a switch magnet circuit, through said switch magnets and local battcry on the car, provided with a switch but ton or controller, for exciting one or the other of said sets of switch magnets, according to the direction of the cars travel,substantially as described.

16. The combination with the sectional field, extending along the line of travel, and the switch magnets on the car, of the magnetic switch boxes in the field conduit, each of which is provided with connections for throwing into the supply circuit, one or more sections of the field, and for throwing out of the supply circuit, one or more of the other sections of the field, substantially as de scribed.

17. The combination with a car or other traveling body, of the electro magnetic field extending along the entire line of travel, of the non-rotating armature and the local battery on the car, and a combined reversing and regulating device, in the said armature circuit from said battery having its resistance and reversing contacts arranged for operation by a single lever, substantially as described.

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

PAUL \V. LEFFLER.

XVitnesses:

JAs. F. WILLIAMsoN, A. H. OPSAHL.