US610445A - Electric railroad - Google Patents

Description

No. 6l0,445.

J. C. HENRY.

ELECTRIC RAILROAD.

{Application filed June 30, 1898,;

(No Model.)

Patented Sept. 6,1898.

3 Sheets-Sheet l.

1': moans Pzrzas co, mom-Lama. msum mom 0. c

Patented Sept. 6, I898.

J. C. HENRY.

ELECTRIC RAILROAD.

(Application filed June 30, 1898.)

3 Sheets-Sheat 2.

(N6 Model.)

w: Nouns PETERS co, PNOYG-LITHQ. WASHWGYON, n. c"

Patented Sept. 6, I898.

No. 6l0,445.

J. C. HENRY.

ELECTRIC RAILROAD.

(Application filed June 30, 1898.

*3 Sheets-Sheet 3.

(No Model.)

l kw UNITED STATES PATENT OFFICE.

JOHN C. HENRY, OF DENVER, COLORADO.

ELECTRIC RAILROAD.

SPECIFICATION forming part of Letters Patent No. 610,445, dated September 6, 1898.

Application filed June 30,1898. Serial No. 684,989. (No model) To all whom it may concern.-

Be it known that 1, JOHN C. HENRY, a citizen of the United States, residingin Denver, county of Arapahoe, and State of Colorado, have invented certain new and useful Improvements in Electric Railroads, of which the following is a specification.

The invention relates to various improvements in electric railways; and it consists principally in novel arrangements and connections for controlling and protecting a pair of motors employed in the operation of-an electric car and also in means for operating the controller from ditferent locations on the car. The controller is of the regenerative typesuch as is described in my Patent No. 597,374, of January 11, 1898wherein the energy of momentum or of gravity is recouped and the car braked.

The improvements consist of means for starting the car very slowly and gradually accelerating the same without external or dead resistance, means for absorbing or eliminating the high-tension discharge from the field-magnets when their circuit is broken, means foremploying the resistance ordinarily used in series with the fields also in parallel in the armature-circuit, means to protect the motors from lightning, and also means for locating and arranging the controller so that it may be operated from either the front platform or from the inside of the car.

In the drawings, Figure 27 represents a development of the controller. Fig. 25 represents a plan of the same. Figs. 1 to 24 and also 1 and 1 represent diagrams of the arrangement of circuits under the difierent positions of the controller. Fig. 26 represents in. side elevation the platform of an electric car, showing the position of the controller and the arrangement of the operating-lever when used on the inside. Fig. 28 shows a plan of the car and the arrangement of the controllerlever when operated from the outside of the car. Fig. 29 shows an enlarged view of the controller-handle and its connection with the controller-cylinder, with detail views. Fig. 30 is the preferred form of switch referred to at S in the developmentsheet. Fig. 31 is a modification of the switch which may be applied to any form of electric cars.

In ordinary practice the controller is attached to the dash of the street-car. This Figs. 30 and 31.

gives it an unstable support, exposes it to danger in collisions,permits the rain and snow to fall upon it, and the location usually necessitates cutting through and weakening the end sills to accommodate the passage of the wires from the motor to the controller. here temporary vestibules are employed,the brakehandle and controller must be moved inward, as car construction will not permit the vestibule to project beyond the dash. In order to protect the motorman from storms, the municipal authorities generally require railway companies to provide their cars with Vestibules during the winter months. During said months their use is generally objectionable; but there are times when the motorman suffers without protection. To accommodate this variable condition and to entirely avoid the objectionable vestibule, I arrange my controller so that it may be operated from either outside or within the car. The general plans areshown in Figs..26,and 28.

In the operation of electric roads one of the most injurious agencies is lightning. The

problem of furnishing a path for the lightning to pass through without leaving a carbonized path for the large line-current to follow and enlarge has not yet been completely met. To protect motors during lightning storms, I arrange, through the agency of a supplementary switch, to place a non-inductive resistance in parallel with the motors, its quantity capacity being sufiicient for the high-potential lightning discharge, while the armature and fieldmagnets act as choke-coils, preventing the lightning from passing through them. The supplementary switch is shown in detail in It is intended to be connected during storms only and is so connected with the controller that it absorbs current from the line only when the car is running.

In starting the motors or running at slow speed I arrange to decrease the current by passing it through the high-resistance fieldmagnets, which are placed in series with the armature, thus avoiding the use of dead resistance. To accelerate, I change thefieldmagnets dissimultaneously from series to shunt, being careful at the same time to avoid breaking the main circuit.

In making the transitory change of the armatures from series to parallel I prefer to pro- 'vide means for connecting the armatures in ICC parallel in steps, using the resistance ordinarily employed in regulating the field-magnets for this purpose; but to avoid heating and to afford greater carrying capacity I divide the current through the resistance in parallel.

In the diagrams the armature and fieldmagnets represented on the left side will be referred to as belonging to motorNo. 1, while those on the right side will be referred to as "belonging to motor No. 2.

In order to make the'controller more compact and to avoid the numerous flexible connections between the resistance and the controlling-cylinder, I prefer to mount the resistance-conductors directly on the cylinder, as shown in Fig. 25.

In order to insure that the circuit is open within the controller when the handle is removed and toinsure placing it in connection with the cylinder in its proper relation, I arrangea slot on the circular geared rack, which engagesa stud, the former being removable therefrom only at the enlarged openi-n-g, which corresponds with the off position on the cyliindier.

In the development Fig. 27, the different changes in the controller are completed on the dotted lines which lead to the different position-numbers on the right hand of the sheet, which are numbered consecutively fromv 1' to-26. The resistances 4, r r and r areloca-ted within the controller-cylinder,as is also the non-inductive resistance. On the top. of the drawings, I representsthe trolley, and R the reverse-switch. A represents armature No. 1, while A represents armature No. 2. F and F represent the corresponding field-magnets. S'- represents a switch in the non-inductive circuit.

The generalscheme is to first start the motors as series machines in series and-gradually-change them to-shu-ntor independentlyexcited machines without breaking the armature-circuit. To protect the motors from. the injurious high-voltage back kick, which is liable to. occur whenever from any cause the circuit isbroken, I in all cases arrange a scribed I prefer tov use the same resistanceand: have it wound non-in ducting. Previous -to: breaking the field-circuit I placethe noninductive resistance in parallel with-the field to protect it from the back kick. For use during lightning storms I arrange this same non-inductive resistance in: parallel with the motor through the aid of'the:supplementary switch S.

Mon No. I the circuit is completed through the motors, as shown in the diagram Fig. 1. The current passes from the trolley T, through armature No. 1, to contact B, thence to cylinder-contact 51, through connection 122 to cylinder-contact 52, thence to contact 0, through armature No. 2 to contact D, cylinder-contact 53, through connection 123 to cylinder-contact 56, to contact N, thence through reverse-switch B, through fields 1 and 2 to contact L, thence to cylinder-contact 55, connection 124:, cylinder-contact 54, to contact E, to the ground, thus con-' necting both armatures and field-magnets in series between the trolley and ground. In this position the non-inductive resistance U is connected in parallel with the field-magnets by cylinder-contacts 57 and 58 engaging contactsO and P, thence through switch S to contacts L and N, which (through-reverse R) are connected to the field-terminals.

In position No. 2, as shown in diagram No. 2, the only change is in short-circuiting field No. 1. This is accomplished by connecting the terminal of field 1 to the other terminal of the same field at N through cylindercontact 60, connection 125-, and cylinder-contact 56.

In position No. 3-, as shown in diagram 3, field No. 1 is broken by contact N leaving cylinder-contact 56.

In positionat field No. 1 isconnected tothe trolley, as shown in Fig. 4,. by contact N engaging cylinder-contact 61, thence through connection 160 to cylinder-contact 50, to contact A, to trolley, the non-inductive resistance being dropped from the circuit by contact P leaving cylinder-contact 58.

Position 5 compares with the diagram 5. It is the same as position 4, except an additional circuit of resistance in parallel is-connected'in parallel with field No. 2. This is accomplished as follows: One terminal of field 2, through contact M, connection 116, contact K, cylinder-contact 65, connection 131', is connected between resistances r and/r The circuit here divides, onebranch passing through resistances r and r to connection 133, cylindencontact 64, contact J, connection 115, contact 1 connection 114,contact-I I, cylinder-contact 63, connection 138, cylinder-contact 55,

contact L tothe other terminal of field 2. The

1 other branch passesthrough 1' r connection 128, cylinder-contact 62, contact F, wi re- 112,

contact G, connection 113,contact II,cylindercontact 63, connection 138, cylinder-contact In position Z (shown in diagram Fig. 7) the same condition referred toin the previous steps remains, except field No. 2 is short-cin IIS cuited and the resistance is withdrawn. In this position a short gap will be noticed between cylinder-contact 53 and 68, and it should be understood that the contact D is of sutficient width to bridge over this gap and to connect with both sides. This connection establishes a short circuit around field No. 2 and permits the withdrawal of the resistance. This is accomplished by contact D bridging the gap between cylinder-contacts 53 and 68, thus short-circuiting field 2 by connecting the terminal at M of field 2 to ground by cylindercontact 60, connection 125, cylinder-contact 56, connection 123, cylinder-contact 53,bridge to cylinder-contact 68, connection 134, cylinder-contact 54, contact E to ground; At the same time the resistance is withdrawn by contacts F, Gr, II, I, J, and K leaving their corresponding cylinder-contacts 62, 66, 63, 67, 6t, and 65. It will be observed in this position armature No. 2 is doing no work, while armature No. 1 is working under a very intense field.

In position 8 (shown in diagram 8) the short circuit is removed from field No.2. The fields are consequently placed in series and moderately magnetized over their corresponding armatures, which are now working equally in series; but combined they give no greater back electroinotive force than the single armature 1 did in the previous position. The field short circuit referred to is removed by contact D ceasing to connect with cylindercontact 53 and contact M leaving cylindercontact 60. The same conditions remain in the positions 9, 10, 11, and 12, except that the fields are gradually weakened by connecting them in series by steps with resistances r, 0' 0' and 7''. In position 9, r is inserted between the fields and ground. In position 12 the non-inductive resistance is placed in parallel wit-h the fields,so as to protect them when the armature-circuit is broken. As shown in the following position and diagrams 13, 11, 15, 16, 17, and 18, the means of connection is the same as explained in position No. 1, except that cylinder-contact is substituted for cylinder-contact 58, which contacts are joined by wire 14-5.

In position 13 the armature-circuits are broken under the weak fields, as shown in diagram 13, in the following manner, contacts B, 0, and D leaving their corresponding cylinder- contacts 51, 52, and 68.

In positions 11, 15, 16, and 17 the strength of the field-magnets is gradually increased by short-circuiting the resistances 7", 0' 7' and a".

In position 18 the armatures are connected to the line in parallel, but in series with resistance, as shown in the diagram 18. In this and in the succeeding position r, r 7' and "1" are connected in parallel and form a connecting-link between the armatures and ground. The current passes through armature 1 from the trolley T to contact B, to cylinder-contact 79, through connection 169 to cylinder-contact 81, connection 155, connection 118, cylinder-contact 77, connection 112, cylinder-contact 72, connection 130 to a central point in the resistance, which is between T and r A connection is also established from trolley T through armature No. 2 to the same point on the resistance in the following manner: beginning at contact A, thence to cylinder-contact 50, connection 168, cylinder-contact 80, contact 0, through armature-contact D to cylinder-contact 81, through connection 155 to the same central point in the resistance in parallel, which leads to the ground in the following course: "1, connection 133, cylindercontact 64, connection 139, connection 151, cylindercontact 84$, contact J, connection 115, contact I, connection 114, contact H, cylinder-contact 83, connection 150, cylindercontact 54, contact E to ground. In position 19 the same connections remain, except that the resistances r and r are. short-circuited, as shown in the diagram 19, in the following manner: contact I engaging cylinder-contact 87, thus short-circuiting 1*, and contact G engaging cylinder-contact 86, short-circuiting r. In position 20 the same conditions remain, except that all of the resistance is removed from the armature-circuit. This is accomplished by contacts F, G, II, I, and J leaving their corresponding cylinder-contacts 82,

86, 83, 87, and 84 and by contacts 13 and D leaving cylinder-contacts 79 and 81, respectively, and engaging with cylinder-contacts 88 and 89.

In the following positions 21, 22, 23, and 21 the fields are gradually weakened by inserting the resistances r, W, a, and r in series with them, as in positions 9, 10, 11, and 12.

In position 1 (shown in diagram 1") the armature 1 is short-circuited, the fieldsrare connected in series to the line, and the noninductive resistance is in parallel with the fields. The armature is short circuited through cylinder-contact 97, connection 162, and cylinder-contact 96. The fields are connected in the line-circuit by contact A, cylinder-contact 96, connection 161, cylindercontact 102, field-terminal contact N, through fields 1 and 2, field-contact terminal L, cylinder-contact 101, connection 161, cylinder-contact 98, contact E to ground. The noninductive resistance is connected as follows: One end is connected to cylinder-contact 57 through wire 165, cylinder-contact 103, contact 0, through switch S, to field-terminal contact N. The other end is connected to connection 126, cylinder-contact 58, connection 145, cylinder-contact 75, connection 159, cylindercontact 104, contact P, through switch S, to field-contact terminal L. In position 1 the same connections are retained. In addition thereto armature 2 is also shortcircuited, as shown in diagram 1. The connection is made by contacts C and D engaging cylinder-contacts 106 and 107.

In Figs. 28 and 26 the controller is shown at A. The handle a and the circular geared IIO ti'onsshown in Fig. 28, a slot being cut in the lower part of the window-sash to accommo- 5 date the handle when it is operated from the inside.

In Fig. 29,. 0 represents a slot having an enlarged opening atd, which permits the removal of the rack from the stud f. The rack, being centered on the pin e, cannot be removed until the controller-cylinder g is in the off position or when the circuits are broken. The pinion h is connected to the cylinder, as shown in Fig. 25.

Fig. 30 shows, on an enlarged scale, the form of switch shown in the development. The contact-blades Z, j, and 7c are hinged at and connected to the stationary pieces Z, m, and n and are arranged to connect either with the terminals 0 and p or with the terminals q and s.v

Fig. 31 shows a modification of the switch suitable for application: on any form of electric cars. T represents the trolley; u, the motors; '0, a magnet in the main circuit, and w a supplementary hand-operated switch. The operation is as follows: \Vith the'switch w closed, as shown, a circuit is maintained through the non-inductive resistance 0; as long as thecurrent is passing to the motors through the-magnet Q). When, however, the main current ceases, the retractile spring y breaks the local circuit at z.

In Fig. 25 the field-resistances 0",1' T and r are shown wound around the contact-cylinder- The term independently excited used in the claims is meant to apply to cases where the current absorbed by the fields is independent of that passing through: the armaturethat is, being in a circuit of its ownbut emanating from the same source as the current which passes through the armature.

I claim- 1. A method of accelerating electric motors which are ordinarily independently excited, which consists of starting with the armature and field-magnets in series and gradually decreasing the motors resistance by changing them to independently-excitedv machines.

2. A method of accelerating electric motors which are ordinarily independently excited, which consists of starting with the armature and field-magnets in series and gradually decreasing the motors resistance by changing them to independentlyexcited machines without breaking the armature-circuit.

3. A method of controlling motors where the armatures and field-magnets are ordinarily independently excited, which consists of first operating the armatures and field-magnets in series, then changing them dissimultaneously to independently-excited machines.

4. In combination with a pair. of motors where the armatures and field-magnets are independently excited and regulated by variable resistance in the field-circuit,means substantially as described for utilizing the fieldmagnet resistance in parallel in the armaturecircuit.

5. In an electric car, a non-inductive resistance arranged to be placed in parallel with the motors by a supplementary switch under the control of the motorman, substantially as and for the purpose set forth.

6'. In an electric car in combination with the controller a non-inductive resistance arranged to be placed in parallel with the motors having a supplementary switch to com-' plete its circuit when the motors are connected with the lines.

7. In an electric oar, a non-inductive resistance, a supplementary circuit-closing switch,arran-ged in series with said resistance, a magnet in the motor-circuit arranged to close the resistance-circuit and place it in parallel with the motors While they are in connection with the line.

8. In an electric car having the controllers located on the platform substantially as shownv and having removable handles capable of connection with said controllers so that they may be conveniently manipulated from either the inside or outside of the car.

9. In an electric car having the controllers located on the platform substantially as shown and having removable handles capable of connection with said controllers so that they may be conveniently manipulated from either the inside or outside of the car, and having means to prevent the removalof said handle except when the controller-cylinder is in the OE position.

10'. In a controller, in combination with a non-inductive resistance, means for closing said resistance in parallel with the field-magnet when the circuit through said field is to be broken and breaking said connection after said field-circuit is broken. 7

11. A method of controlling apairof motors which are ordinarily independently excited which consists in operating one of them as an independently-excited machine, the other as a series machine and then changing the latter to an independently-excited machine.

12. A method of controlling electric motors which are ordinarily independently excited which consists of independently exciting the fields of one of the motors by placing it in shunt with both armatures, and exciting the fields of the other motor by connecting it in series with both armatures.

JOHN G. HENRY.

Witnesses:

J AMES A. KILTON, hIARY HAMPTON LLOYD.

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