US894217A - Electric railway. - Google Patents

Description

110,894,217. I PATENTED JULY 28, 1908.

M A. LAZAREF'F.

ELEGTRIG'RAILWAY.

\APPLIUATION FILED IBB.6,190'I.

Uni-Tran srnrns Parana" cur os.

MATHIAS A. LAZABEFF; NEW YORK; N. Y.

I ELECTRIC RAILWAY.

Specification of Letters Patent.

Patented my 2c, 1903.

Application filed February 6, 1907. Serial N0. 355,972.

' To all whom it may concern: 7

Be it known that I, MArnrAs A. LAzA- REFF, a citizen'of the United States, and a resident of the city of New York, in the.

"United States of Aniericayhave invented certain new and useful. Improvements in- Electric Railways, of which the following is a specification.

"improvements in electric railways and cons sts 1n the novel arrangement and construcnon of parts herem shown and described.

Its particular object is to provide means for increasing the safety of electric railways and especially to prevent collisions.

I will describe my invention in the followspeciiication and point out the novel features thereof in. claims.

' takenthrough the line 2-2 of Fig. 3 Fig.

3 islanend elevation, in section, of some of o the parts shown in Fig. 2, the section'being taken through the line 3-3 of Fig. 2. Fig. 4 is a diagram of electrical circuits and certain parts which are used iii-conjunction therewith showing a preferred system of electrical connections between the various, arts of myl' apparatus. Fig. 5 is a front'ge ovation of a semaphore 'or signal device which I .use

in conjunction with my invention. Fig. 6 shows in cross-section a modified form of my third-rail and an electrical contact strip which may be used in carrying out my invention. 4 p V Like characters of reference designate corresponding parts in all the figures.

10 designates a railway-car of any desired form of construction. 11, 11 are its wheels which are jonrnaled to the car as shown at 12.

1 3, 13 dcsignates'the rails over which the car is arranged to run. Motors on the car i are designated by 14.

15 is a contact-shoe carried by the car.

designates a housing which is arranged to cover and inclose a main-lineconductor and various other apparatus which I willde scribe. Tins housing may be of wood or county of New York and'State of New York,

. My invention relatesto new and useful Referring to the drawings, Figure 1 is 81.

ranged to be sup orted along side of and arallel with the rai s 13 which form the trac as shown in Fig. 1.

31 designates a third-rail or conductor which is supported by thehousing and partly inclosed thereby.

32 is an independent contact strip which may be used in conjunction with the rail .31. The upper portion of the housing covers these two'contact rails and the depending lip 21 ex tends down across these two contacts and partly under them at 22 as'is clearly shown in Fig. 3.

'designates remain-line conductor from a power house or other suitable source of electrical supply. This conductog may be placed within the housing and secured place by means (d-brackets such as 23.

The third-rail 31 find the contact strip 32 are arranged to be divided up into sections of a'predeterinined length. These sections are designated in Fig. 4 .by A, B, C and D, and the sections of the strip which forms the .third rail are designated by 31, 31 31 {and 31 and the contact strip in these sections is designated by 32", 32-, 32 and 32 These various sections are separated from each other and divided electrically by means ofinsulation33.

Situated at or near the points at which the insulation 33 divides the adjoining sections of the third-rail and contact strip I place elec tromagnetically actuated switching and lockingldevices which are arranged to be automatically operated by the movement of the collector-shoe of a car over the third-rail and contact strip. These switchin and locking devices comprise a plurality o' electromag nets and associated partswhich I will now describe, referring espeoiallyto Figs. 2 and 3. Inthese figures 3s and 35 designate-brackets which are connected with the adjacent ends of two sections 31 and 31 of the third-rail; the outer endsof which form stationary contacts upon whichspring-contactm ifli are 'ar ranged to bear. These spring-contacts are. attached'to the ends. of a lever 37 which is pivoted at 38 to thehou sing and which is 1 connected to the main-line conductor 30 by means of ail-auxiliary flexible conductor 3-9..

At a point intermediate the pivoted con: nection 38 and the spring-contact 36 a reci roosting rod 40 is connected as at 41. At t e left-Hand end of the' reci rocating rod 510 a core or plunger i2 is attached and this core or plunger is arranged to be attracted by a solenoid coil or winding 43. This core and Wind? ing forms an actuating magnet. One end of this solenoid is connected to the main-line conductor 30 by a Wire 44, and its other end is connected by a conductor 45 through the Windingof a solenoid and conductor to the conducting strip 32"". The solenoid '50 constitutes a part of a locking magnet ofwhich 51 desi nates thev core. A locking member or paw 52 is attached to the upper end of this core and is arranged to engage with a projection 46 upon the reciprocating rod 40. A. spring 57 is arranged to hold the pawl normally out of its locking position. The lower movement of the core 51 may be limited by means of an adjusting screw 53 which is held in place by a bracket 54. i

To the right-hand end ofthe reciprocating rod 40 a core is attached, similar to that already described'which core cooperates with a' solenoid magnet 47, the various parts of which are similar to those already described. 56 designates a locking magnet similarto the magnet shown at 50, and the solenoid magnet 47 and the locking magnet 56 are connected between the main-line conductor 30 and the contact strip 32 in the same manner that the solenoid magnet 47 and the locking magnet 50 are connected between the main-line. conductor 30 and the contact strip 32*.

It may be seen that under usual conditions the pivoted arm 37 will remain in its central position and thatit will beheld in such posi-' tion by the action of the springs 36 against the contact brackets 34 and 35. in this manner the sections '31 ,and 31 of the third-rail are in electrical contact with the main-line conductor 30 an d are thus supplied with voltage from the source of supply through the flexible conductor 39, the pivoted arm 37, springs 36 and brackets 34 and 35; It may be seen that under usual conditions the solenoid actuating magnets and the locking magnets are not energized, but that they are constantly connected with the main line conductor 30 and with the sections 32 and 32" of the contact stri thus the thirdrail isunornmlly a live rail. T he third rail then is normally energized and is always ready for use throughout all parts of the system, except at such sections which are tern porarily cut out automatically in the manner which it will describe.

The. 0 wration of this device is as follows: Let us, i'or exam do, consider that the contact-shoe 15 has been carried by the car until it rests u mn. section 31 ot the third-rail and 32" of t in contact or conducting strip. It is diagranmiatically shown in this position in Fig. 4. The contact-shoe i5 is connected in any of the Well known manners through the various parts of the electrical apparatus hated by G in Fig. 4.

seem? on the car with the ground which is desigit may be seen that when in this position a circuit is closed through actuating magnet 47, locking magnet 56, con ducting strip 32 and the shoe 15 to the ground. Thus the actuating magnet 47 and the locking magnet 56 become energized. These in turn will cause the reciprocating rod 40 to be pulled over'ito the right and will thus cause the pivoted lever 37 to be moved until its spring contact, which bore. upon bracket 34, will be moved away from this bracket. In the left-hand oortion of Fig. 4 the parts are shown moved into their new position. It may be seen from this portion of Fig.4 that the current supply from the section 31 of the third-rail is thus cut oil. The locking magnet 56 'is energized and causes the lockingawl which it controls to be moved up into lbcking engagement with the right-hand projection 46 on the reciprocating rod &0 so that the parts are thus locked and held in their new operative position. At the same time when. the car has reached the position above described, it may be seen that a circuit is also closed through the'actu ating magnet 45 and locking magnet 50 of" the middle set of magnetically actuated switching devices, and that the pivoted lever 37 of this middle set is moved over to the left so that one of its contact springs 36 is moved away from the bracket 35. The electrical supply is thereby cut oil from the section 3] oi the third-rail and the movable parts are locked in this new osition.

From theabove it may )e seen that the section of the third-rail OVtfWlIiUli the car is running is supplied with line potential from which the car and its motors may receive their motive power, but that at the same time the sections of the thirduail which are immediately behind and immediately in front otthat upon which the car is present, are cut oil from the current supply as they are no longer connected with tie main-line conductm 30. Ii another car should at.- tempt to run onto the section A or the section 0 it could not receive current from the third rail because the parts are. locked in the manner above described. The contact strips are always alive, but the amount of current which may )ass through them to the car is limited by t re resistance 55 to an amount only suilicient to energize the nn'rgnets, which amount will have practically no eiiect upon themotors on the cars. By this arrangement it impossible tor a train coming in either direction toward the one which we have been considering to receive motive power and therefore it impossibleior such a car to run into the one upon. section. B.

it may be seen that in order to perfect this arrangement it is necessary to sub-divide each section of the third-rail sections by means of an insulated strip 33*- in order to is on section and' its cdntact-shoe is on:

third-rail section 31 and conducting stri lung mechanism ,at the left of he swit gram will again assume its normal po-j J magnetel? Will'lthen have theircin the contact-shoe running onducting strip 32 and the spring- 36 will cause the pivoted arm 37 to be returned to its central osition in which the spring-contacts36 Wil rest upon both brackets 34 and 35. At the same time, the automatic switching-mechanism in the central part of the figure will be moved from its left-hand position to its right-hand position, and the switching mechanism at the righthand portionot the figure will be pulled over to the left-hand side, thus cutting off the current from the third-rail section 31" This operation will be repeated throughout the travel of the car.

The third-rail sections may be diviced up in any predetermined length. t is advisable, however, that these parts beso arso ranged that it will be impossible for a collision to occur, and of course, the length of sections may vary according to the service to which they are to be adapted. For example, when an apparatus is installed for highspeed service the sections, should be: proportionately longer than for lovwspeed service, and if an apparatus is to be used in conjunction with electric trains, it is also dc Y sirable to have the sections longer than when they are used with single cars.

It may be seen that the operation oflthis device is not dependent upon the operation of the electrical apparatus upon the car and is just as effective -waether the current is connected through t motors or not. For this reason it is possible to install contact-shoes such as 15 upon. dead, cars or trailers of a train in order to insure absolutesafety of operation.

I have illustrated my automatic switching mechanism" as installed Within a housing near-tofthe track This is not necessary, however, as the switching mechanism may be placed in any convenient location and connected with the third-rails and contact n, as the locking magnet 56 and the ac-I rectly with the source of power supply.

plicable well to an overhead trolley system as in the latter case the trolle wires may be'divided into sections and connected i with-the automatic apparatus in thesame manner-as that which I have already described. The'system which I have invented isoperatedentirely by the electrical supply fronra power house which provides current not dependent in any way upon iary generators or batteries.

In COTIJUHCUOD with mvsystem I have inie y l vented signal-device which is illustrated in; Fig. 5, and which may be placed in a car d1- An armature of --magnetic for the operation of the car or train, andis Fig. 5, whenever the car or train runs onto a dead section of the third rail. is provlded i'or maintaining this semaphore in its lower POSIAOIY whenever the line is A magnet 64,

clear and. there is ctuu'ent present in the third-rail. One of the terminals 65 ofthis magnet may be connected with the car and the other terminal 66 may be connected with the contact-shce 1%; and if desired, a resistance may be included in this circuit for the purpose of reducing the current which passes through the magnet 64. The efiectiveness of this device is made possible by the fact that the third-rail is normally alive so that the indicating device will not operate to show danger unless there is car ahead to cut, oil the current from some or the sections.

In Fig. 6 I have illustrated. a modified form of third-rail'and conducting st'ri In this case the third-rail. is designated by 10 A longitudinal groove may be cut away in this third-rail and. a conducting strii 71 may be placed. within this longitudinal groove,

separated from the third-rail portion 70 byin this system, as soon a car or train is present upon one of the sections, its ittlJOlIling sections maybe cut off from the source of current supply, thus becoming dead and pre venting collisions. v p

I have illustrated a simple term of Wiring for my 1nvention,-but this i have done merely to illustrate it and wish to be understood as not confining myself at,,all to the precise ar rangement of circuits and other parts which I have shown, for. it entirely within the scope of my invention to modify this construction. 1 I

But.

.connect and disconnect saidsectional conductors to and from the main-line conductor, said switches being normally in their closed osition, electroresponsive devices automatically actuated by a car coming in operative relationwith said sectional conductors and arranged to move the switches to cut 0H the connection between the main-line conductor and the adjacent sectional conductors to that with which the car is in operative relation, and electromagnetic locking devices for said switches.

2. In an electric railway, a main-line conductor from a suitable source of electrical supply, a series of insulated sectional conductors, a housing arranged to support and to protect said sectional conductors, a plurality of switches arran ed to connect and disconnect said sectional conductors to and from the main-line conductor, said switches being normally in their closed position, electroresponsive devices automatically actuated by a car coming in operative relation with said sectional conductors and arranged to move the switches to cut oil' the connection between the main-line conductor and the adjacent sectional conductors to that with which the car is in operative relation, and electromagnetic locking devices for said switches, said switches, electroresponsive devices and locking devices being within the housing.

3. In an electric railwa a main-line conductor from a suitable source of electrical su ply, a series of insulated sectional -thirdrai conductors, a plurality of switches arranged to connect and disconnect said sectional third-rail conductors to and from the main-line conductor, said switches being normally in their closedposition, a plurality of conducting strips adjacent to but insulated from the third-rail conductors, and a plurality of switch-controlling 'Iuagnets permanently connected with the main-line conductor and with said conducting strips, said magnets being arranged to open and thereby cut off connection between the main line conductor and the third-rail sections immediately in front of and behind a car, whenever the circuits ol the magnets are closed by a car'being in operative relation to one of the conducting strips.

4. In an electric railway, a main-line conductor from asuitable-source of electrical supply, a car, a series of insulated sectional thirdrail conductors, a plurality of switches arranged to connect and disconnect said sectional third-rail conductors to and from the main-line conductor, said switches being norn'ially in their closed position, 'a plurality nently connected with the main-line cond'ictor and with said conducting strips,

said magnets being arranged to 0 en and thereby cut off connection between t e mainline conductor and the third-rail sections immediately in frontaof and behind thecar, wlenever the circuits of the magnets are closed by a car being in operative relation to one of the conducting stri s, and an electrically actuated indicating evice in the car.

5. In an electric railway, a car, a contactshoe carried by the car, a track, a 1nain-line conductor, an insulated third-rail divided up into a plurality of sections, all of which sections are normally connected with said main-line conductor, a conducting strip divided up into sections, electromagnetic switching mechanism connected with said main-lineconductor and with each of said sections of conducting strip, the contact-shoe on a car being arranged to pass over the third-rail and conducting strips, and the switching mechanism being arranged to automatically disconnect from the main-line switching mechanism within said housing between the various seotions'of third-rail and conducting strip, said mechanism comprising a pivoted l'evcr carrying spring contacts, said lever being connected to the main-line conductor and its contacts arranged to connect pair of actuating magnets, one of which magnets is arrangcd to move the lever out of con-- tact with one of the third-rail sections, and the other of which is arranged to move the lever out of contact with the other of the third-rail sections, a locking device for said lever, a pair of electromagnets l'or actuating the locking device, said locking magnets being in series with the actuating magnets, one of said actuating magnets and one of the locking magnets being connected between the main-line conductor and one section of the conducting strip, the other actuating magnet and locking magnet being connected with two adjacent sections of the third-rail, a

between the main-line conductor and another section of the conducting strip, said switching mechanism and magnets being arranged to automatically disconnect and maintain in disconnection from the rmainr line conductor one of the sections of the third-rail when one of the sections of the contors, a plurality of switches arranged to conneot and disconnect said sectional oonduc tors to and from the main-line conductor, means for normally holding said switches in closed position, electroresponsive devices automatically actuated by the car coming into operative relation with said sectional conductors and arranged to move said switches to out off the connection between the mainline conductor and the adjacent sectional conductors to that with which the car is in operative relation, regardless of whether the motor on the car is receiving current from said sectional conductors or not, and means for locking said switches in their open position until the car passes out of operative relation with said sectional conductors.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

MATHIAS A. LAZAREFF.

\Vitnesses:

ERNEST W. MARSHALL, ELLA Time.

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