US573822A - leffler - Google Patents

Description

4 Sheets-Sheet 1.

(No Model.)

P. W. LEPFLER.

ELECTRIC RAILWAY, aw.

M ...L N

FIPBSZ mun-mummmmc 4 Sheets Sheet 2.

P. W. LEFFLER. ELECTRIC RAILWAY, am.

Patented Dee (No Model.)

www@ mi me ix NWN 4 Sheets-Sheet 3.

(No Model.) P. W. LBFFLER.

ELECTRIC RAILWAY, &c.

No. 573,822. Patented 1360.22, 1896l MSM .#5

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UNITED VSTATES PATENT OEEICE.

PAUL 'ILLIAM LEFFLER, OE CHICAGO, ILLINOIS, ASSIGNOR TO THE LEFFLER ELECTRO MAGNETIC RAILVIAY COMPANY, OF SAME PLACE.

ELECTRIC RAILWAY, SLC.

SPECIFICATION forming part of Letters Patent No. 573,822, dated December 22, 1896.

Application filed March 11,1896. Serial No. 582.760. No model.)

To all whoml it may concern:

3e it known that I, PAUL WILLIAM LEFE- LER, a citizen'of the United States, residing atI Chicago, in the count-y of Cook and State of Illinois, have invented certain new and useful Improvements in Electric Railways, &c.; and I do hereby declare the following to be a full, clear, and exact description ot' the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates especially to that system of electric propulsion for railways and other traveling bodies which is disclosed in certain prior patents and pending applications of mine, identified as follows: United States Patent No. 511,561, of date February 13,189-1; United States Patent No. 511,718,011

date February 13, 189i; application, Serial No. 558,992, tiled August 12, 1895; application, Serial No. 558,993, filed August 12, 1895; application, Serial No. 559,702, tiled August. 19, 1895; application, Serial No. 563,710', filed September 2G, 1895, and application, Serial No. 561,981, led October 8, 1895. In said system, as will appear from the patents, a non-rotating armature is carried on the car or traveling body and field-magnets are 1ocated in the line of travel. The armature is supplied with currentl from a small storage battery on the car or from any other suitable source, and the field-magnets are supplied from a dynamo or other source at a central generating-station. The field-magnets are connected up so as to form successive sections adapted for independent connection with the supply-circuit, and corresponding automatic switch-boxes are located in the line of travel, which are operative under the control of the car to cut into the supply-circuit the partieular section or sections of the iield over which the car is passing and to cut outl of the supply-circuit the sections of the field already passed over by the car.

My present invention is within the generic claims of my above-identified patents and applications, but is in the nature of an improvement over the means shown in said prior cases for controlling the field-sections, with a view of increased eiciency, greater safety, and better adaptation to higher speeds.

To these ends my invention consists of the novel devices and combinations of devices. which will be hereinafter described, and dened in the claims.

The exact relation of my present invention or improvements Io the inventions disclosed in my said prior cases can best be noted at'ler the detailed construction of my present mechanism has been considered. It will probably only be necessary to compare with the aboveidentified Patent No. 514,718 and the abovtidentied application, Serial No. 558,995.

The accompanying drawings illustrate my present invention, wherein, like notations referring to like parts throughout the several views- Figure 1 is a view, chiefly' in diagram, showing the relative arrangement of the electrical connections. Fig. L isa vertical longitudinal substantially central section through one ot' the switch-boxes and the magnets ofthe tieldsection controlled thereby, with some parts broken away and with the coal-tar or other iinpervious insulating setting material removed. Fig. 3 is aplan view of the parts shown in Fig. 2, with the caps of the ield-magnet pole-pieces removed and with the top of the switch-box removed and the solenoid-controller for the switch-magnet circuit pulled out from the box and shown in perspective to one side of the same. Fig. 4 is a vertical cross-section thron gh one of the switch-boxes on the line X4 X4 of Fig. 2, with some parts broken away and other s removed. Fig. 5 is a plan view of some of the parts shown in Fig. i. the outside casing of the switch-box, the solenoid-controller, and some other parts being removed. Fig. G is a plan view showing one section of the switch-box casing detached, with the solenoid-controller in position thereon. Figs. 7 and 8 are details in plan and vertical section of the safety device or welding bridge-contact employed at the switch-boxes. Fig. 9 is a detail in plan with some parts broken away, showing one pair of the switch-magnets in the switch-box, the armature switch-lever, and the switching-contacts controlled thereby. Fig. 10 is a vertical section on the line X10 X10 of Fig. 9. Fig. 11isaverticalsection through the armature-lever on the line X X11 of Wig. 9. Fig. 12 is aperspective view of the Z-shaped armature switch-lever detached. Fig. 13 is a perspective view of the insulating-block and the segmental contacts carried by said armature-lever, with some parts broken away. Fig. 14 is a perspective view of part of one of the switch-boxes, showing the cores of the switch-magnets, the polepieces thereof, and the seat for the armature switch-lever, with some parts broken away. Fig. 15 is a diagram view in plan showing the relation of the armature-lever to its cooperating pair ot magnets when the said parts are in their normal position or as shown in Fig. 9. Fig. 1U is a view similar to Fig. 15, but showing the said parts as they would appear when the switch-magnets are energized as required to cut t-he field-sections into the supply-circuit. Fig. 1i' is a plan view showing the contacts in the position which they would occupy when the armature-lever is in the position shown in Fig. 1G. Fig. 18 is a view similar to Fig. 17, but showing the contacts in a different position for illustrating the lap of the switch-contacts, whereby the supply-circuit is never broken.

So far as the parts carried on the car are concerned, the same maybe dismissed with brief notice, for the reason that the said parts on the ear are or may be identical with parts shown for the same purpose in my prior cases. The parts herein shown as intended to be carried on the car, with certain details of exception, are substantially the same as corresponding parts shown in my above-identified application, Serial No. 558,002.

The car is not fully shown, but the truckwheels (l are indicated in Fig. 1.

From the car-truck is supported in any suitable way a non-rotating armature, composed of a continuous core a' and downwardly-projccting pole-pieces d'1, wound by wires 1, 2, and 3, represented, respectively, by full, broken, and dotted lines in Fig. 1. The coils are wound around the body of the core u' between the pole-pieces (Fand are so connected up as to form three series or sets, which are sutiiciently distinguished by the said wires 1, 2, and 3. The said wires 1, 2, and Shave their terminals connected to correspondingbrushes u, which cooperate with the segments a4 and U5 of a suitable comm n tator, the shaft of which is indicated at ar. The said segments a4 are live or alternating plates in respect to the armature-coils with the opposite or pairs thereof of like polarity electrically connected together by wires ai or other suitable means, while the segments af" are idle or non-alternating plates in respect to the armature-coils and are electrically connected together by resistance-coils a". With the armature feedrings a coperatie a pair of brushes al", which are connected by wires u with the proper contact members of a reversing-switch @12. The movable contacts ot the reversing-switch am are connected by wires uw with the proper contact members of an ordinary cut-out switch awhich in turn is connected by wires (L15 with the poles of a battery or other suitable source, (indicated at am.) The commutator is driven by arotary pole-changer u through suitable connections, (partly indicated atam.) The coils of the pole-changer a are supplied with current from the battery al through wires a, tapping the wires ul and connecting through suitable brushes (not shown) with feed-rings a2 on the polechanger shaft. This pole-changer a is subjectto the action of the field-magnets hereinafter noted and drives the connnutator with a speed which varies according to the speed of the car, thereby alternating the current through the armature-coil wires 1, 2, and 3 and changing the polarities of the several series of pole-pieces al of the armature n' a?, as required for the proper act-ion thereof.

The parts so far noted as carried by the car operate the same as in my prior cases. The relative arrangementof the idle or nonalternat-ing plates a5 of the eommutator in electrical connection with each other through the resistance-coils fr is, however, a material detail of improvement for preventing sparking at the commutator.

Turning now to the field-magnets and the electric connections for controlling the same, b represents magnets the cores of which rise from and are a part of iron base-plate h', which rests on the top of the ties. (Not shown.) The said magnets Il are properly spaced apart from each other in the line of travel, and are so wound that when energized adjacent magnets are of opposite polarity. The electrical connections for said field-magnets l: are so arranged as to divide thc ticld into successive sections, adapted to be conneeted np in series in the supply-circuit. A corresponding series of switch-boxes are provided with the contacts so arranged that normally the held-sections are cut `entirely out from the supply-circuit, but that the lieldsections may be cnt into the supply-circuit under the control of the armature on the car, so as to energize only the section or sections of the field over which the car is passing. rl`hc said switch-boxes contain switching contacts in the supply-circuit, which are carried by armature-levers normally held by a spring or equivalent device to close the supply-circuit through a direct path independent ofthe fieldsections, but subject to switch-magnets for closing t-he supply-circuit through the fieldsections, as a by-pass or indirect way. The said switch-magnets are in an independent circuit entirely distinct from the held-supply circuit, and magnetic controllers are located in the connections for said switch-magnets, which cont-rollers normally close a direct path or wayindependent of the switch-magnets,b11t are adapted to break the direct path and force the current to pass through the said switchmagnets when the said controllers are under the infiuence of the armature on the car. Otherwise stated, the said switch-circ uit controllers are magnetic and form a part ot the lIO direct or easy path forthe switch-circuit current when in their normal or closed positions, but are adapted to be thrown into their open positions when under the intiuence of the armature on the car, and when the said controllers are thus in their open position the only available path for the switch-circuit eurrent will be from the first controller in normal or closed position in advance of the armature to the iirst controller in normal or closed position to the rear of the armature. The controllers for the switch-circi'iitare in the form of pivoted levers constituting the armatures of solenoid-coils which form parts of the direct-way connections of the field-supply ciri The switching-contacts in said boxes cuit. for thc supply connections for the field are of such a character as to eiiect the shift without breaking the supply-circuit and are duplex or in duplicate sets within each box.

lVith the foregoing general statements in mind it is thought that the details of the construction or arrangement ot' the connections can more readily be followed. These details will now be given.

The boa-frmnes.-(See Figs. 3, 4, and G.) The switch-box frames may be regarded as made up of triple casings. The external or outside easing is made up of a bed-casting t', two vertical side plates c', and a horizontal top plate c2, rigidly connected together by vertical tie-bolts e". This leaves the external casing open at its front and rear, or where facing the two field-magnets l), between which the switch-box is placed. The bed-plate c rests on the bottom or body bari/ot the fieldmagnet cores, and the top plate el tits in the rabbeted seats bi, formed in the removable pole-pieces bi of the said field-magnet cores. The side plates c' and the top plate e? are composed of non-magnetic steel or other suitable material, and in the top plate e2 are set two soft-metal transverse blocks ci, spaced apart from each other on opposite sides of the longitudinal center of the switch-box. The bed-casting c is provided with a vertical flange e", which cooperates with the base portion of said casting to form a cup-like body, and the said liange c5 is provided on its exterior with a hook-like iiange e, as best shown in Figs. 2 and 4. A shell c7 is provided with an internal angular rim or fiange rss, which rests on the top of the iiange c5, with the lower edge of the shell extending into the opening between the body-flange ci of the cup and the hook-ange cf. A cap ci engages over the top of the shell c7. Hence the parts c5 e cT cS of' cooperate to form what may be called the central or intermediate casing. When the switch-box is in position, coal-tar el or other impervious insulating material is run into the spaces between the external casing and the intermediate or central casing just noted, into all the spaces between the switchboxes and the casings l)4 of the iield-magnets b, and into the recesses of the field-magnetcore bar h', which material el thus forms a setting for the switch-boxes, serving to rigidly unite the parts of the intermediate or central casing and seal the same water-tight. The eup-iiange ci of the base-casting c el is provided with a side thimble C, which extends outward through one of the side plates c' of the external casing to atiord a passageway for the feed-wire sections of the supplycircuit, as will be presently noted. The basccasting r' is provided with a central slot el", which aiiords a passage-way for various electrical connections which will also be noted later on.

The inside casing is made up of a pair of incomplete porcelain cup-sections c1s and el", which are so constructed that when together they will form a complete cup, as shown in Figs. 2, i, and 5, but will permit the sect-ion el to be removed without disturbing the section e. The said section c is shown so rcmoved in Fig. l5. rl`heporcelain section c13 is titled willi a glass plate c near its top which separates certain of the operative parts, as will presentlyappear. The porcelain section r;13 carries above the glass plate c a bearingspider cl". (Shown best in Figs. 3 and 4.) The porcelain section el is provided with a side passage el ",whieh registers with the thimble c of the base-casting c e". All the necessar) contacts and operative parts of the switches are carried by the porcelain or inside casing-section c and c". These electrical connections or operative parts will now be speciiied.

b'zt'f'iwl -llwf vonhorticus-(See all views, chiefly Fig. l.) The main feed-wire or supply-conductor for the field from and to the dynamo or other source (not shown) is made up of a series of sectionsf', which only connect with cach other through suitable coutaetsl within thc switch-boxes. The inleading and outleading` ends oi.` said feed-wire scctions j" enter and leave the switch-boxes through the thimbles c and the openings el?. 'lhc inleading end ofeach feed-section connects with a Contact or binding-postf, and the outleading end of said feed-section connects with a similar contact or binding-post Both of the said bindilig-pests(7c3 and fi are carried by the porcelain section c,

Within the inside or porcelain easing of each switch-box are located eight horizontal brush-contacts,(marked 11' to nrespectivel) which said contacts are arranged in sets of four cach, running lengthwise of the switchboxes. In said switch-boxes are also located four segmental contacts, (marked p to pt, respectively.) The said segmental contacts are mounted to be turned through about ninety degrees in the horizontal plane by means which will hereinafter be noted, as required for the proper coperation with the brush-contacts n to 115. Xormally the said segmental contacts stand crosswise of the brusheontacts, as shown in the switch-box at the extreme left in Fig. l, by reference to which it will be seen that the odd-numbered segments IOO normally connect the odd-numbered pairs of brush-contacts. The inleadingterminalfof any given feed-wire f' is connected by wire g or other conductor with the brush-contact Vn'. The brush-contact 11G is connected by wire (/3 or other conductor with the brush-contact ui. The brush-contact vn is connected by wire (f with the outleading terminal of the feed-wire section f. It will thus be seen that the odd-numbered parts, to wit: the contaets 11' n3 1151727, the segments 11 l1, and the wires g' g3 g5, taken collectively, constitute connections within the switch-boxes, affording, normally, a direct path for the supplycircuit current entirelyindependent of the field-magnets 71. The wire gi in its course winds about a soft-metal armature if, which constitutes the controller for the switch-magnet circuit, as will presently be more fully noted. In the further description it will be convenient to callthe wire-section g the Solenoid"or controller section of the supplycircuit wires, inasmuch as the coil thereof surrounding t-he core or armature 1/ is a solenoid.

To the even-n umbered brush-contacts 11'2 n* are attached arms r9 1"" within the switchboxes forming the terminals of a wire loop 1'4, which extends outward from the switchboxes and either forms or connects with the coils of the two field-magnets 71 to the left of the switch-box, as shown in Fig. l. To the other pair of even-numbered brush-contacts n n are connected a correspolnling.,r pair of contact-arms 1" 1"2 within the switch-box forming the terminals of a correspondingloopwire rl", which extends outward from the switch-box and either forms or connects with the coils ofthe two field-magnets 7J to the right of the switch-box, as shown in Fig. l. It will be convenient to call the wires 1'l and 1'1" the tield" or held-magnet" loops. The said field-loop wires r4 and 1'1" pass in and out of the switch-boxes through the bottom slot el in the base-casting c.

3y inspection of the switch-box at the eX- treme left in Fig. 1 it will be Seen that all the even-nnlnbered connections are cut out or separated from all the odd-numbered connections within the said boxes, and it has already been noted that the said odd-numbered connections within the switch-box normally connect the inleading and the outleading terminals of the two adjacent feed-wire sections f' of the supply-circuit. llence it follows that all the even-numbered parts within the switch-box are normally cut out from the supply-circuit. No current, therefore, can reach the field-magnets 7J; or, otherwise stated, the four field-magnets 7), controlled by the said switch-box at the extreme left in Fig. l, are eut entirely out from the supply-circuit.

Before tracing the path taken by the eurrent through the switch-box and the Iieldloops r4 and r1 when the field-section is cutin it is necessaryto note the way in which the segmental or movable switch-contacts p' to p4,

inclusive, are mounted and controlled. This will now be given. This will be readily understood on reference to Figs. t) to 1S, inclusive. The said segmental contacts p to l1* are carried in pairs on a suitable head 71 of insulating material properly constructed to insulate the pair of contacts carried thereby from each other. The said insulating-head 71 is of disklike form, with a raised central portion, and each of said disks 71 carries one odd-numbered and one even-numbered segmental contact. The said head 71 is fixed to a Z-shaped softiron armature-lever 71', the connection between the two being made by upper ends of brass dowel-pins 712, as shown best in Fig. ll. rl`he Z-shaped armature 7i' and the head 71 are loosely mounted on a bearing-spindle 71;". The said spindle 71S is shouldered at 7N to i'orm a seat for the armature 71 and is centrally located in respect to the pole-pieces 71" of a pair of small switch-nnignets71:7 71". rl`he dewelpins 71e in the armature 7i' have their lower ends extended and workingl in curved slots 71 of a brass plate 71`. A coiled spring 71" encircles the spindle 713, with its lower end attached to the base-plate of said switch-magnets and its upper end attached by a setscrew 711 or otherwise to the Z-shaped armature 71". The ends of the Z-shaped armature 71 are of curvilinear form and work between the pole-pieces 715 of the said switchmagnets 7U 71", which pole-pieces have faces of corresponding curvilinear form, forming a comparatively close joint with the end of the armatures 7L when the armature is in line with the pole-pieces. The said spring 7L normally holds the Z-shaped armature 71' atright angles to the pole-pieces r" or as shown in Fig. l5; but when the coils 71 are closed into the switch-magnet circuit, which will presently be noted, the armature 71 will be turned by the magnetic forces into the position shown in Fig. lli, or substantially into line with the pole-pieces 71". This magnetic movement of course sets the spring 7E under tension, which will become etective to return the armature 71 into its normal position, as shown in Fig. l5, as soon as the switch-magnets are denergized. Hence it is obvious that under the cooperation of the said switchmagnets 715 7i and the said spring 7i" the Z- shaped armatures 7l and the parts carried thereby may be given substantially quarterturns in reverse directions whenever so required; but the armatures 7l carry each one pair of the segmental or switching contacts p to p4 and therefore control the switching movements of the segmental contacts. lhe Z shape of the armature 7L is important in order to insure the proper action thereof. In virtue ofthe Z shape a sufficiently long throw thereof can be obtained to effect the movement required for the proper action of the switching-contacts. A straight bar could notbe employed on account of the air-gaps which would occur at the end of an extremely small throw thereof at the joints between the ends of the same and the pole-pieces 715. The brass IOC IIO

dowcls 7L? also have the eicct of extending the non-1nagnetic path for the forces through the armatures h'. Otherwise stated, the form of switch-lever herein employed is constructed for torsional action under the action of the switch-magnets in one direction and under the action of the spring h in the other direction.

As hereinbefore noted, the said switch-magnets h5 h are supplied with current at the proper times from a. circuit which is entirely independent of the field-supply circuit hitherto fullydescribed. The main or direct. path for the said switch-magnet circuit is made up of a series of wire sections y', the solenoidarmature orswitch-magnet controller g3, and

pairs of contacts gf in the switch-box adapted to be connected or separated by the controller 0r Solenoid-armature 1/3. The said contacts y are carried by and insulated from the bearing-spider cl, as shown in Figs. 3 to G, and the controller 1/3 is provided with projecting parts which may be contacted or separated from the parts 1/5; but it will be more convenient, on account of the diagram view Fig. l, to treat the controllenbody U3 as directly engageable with or separable from the said contacts g5. The wire sections y connect with the contacts gf". The controller @/3 is pivotally mounted in thc bearing-spider cl, and constituting, as it does, the armature of a solenoid formed by a coil in the wire member g5 of the main or fieldsupply circuit is always energized from the said solenoid-coil and will normally occupy a horizontal position and thereby will be operative to connect the contacts yi or adjacent sections -y of the switch-circuit conductor. lIence normally the current on the switchcircuit can pass directly through the oddnumbcrcd parts y/ ys ygf' as an easy or direct path wit-hout going through the switch-magnet coils 7L,

The controller ys is connected by wire 'g4 and branch y with the coils h of the pair ot' switch-magnets most distant from the observer in one of the switch-boxes, as shown in Fig. l, and which, for convenience, it will be well to call the upper pair,7 as distinguished from the nearest pair, which may be called the lower pair of switch-magnets. A wire ys extends from the said upper pair of switch-magnets in any given switch-box to the right-hand member of the lower pair of switch-magnets in the next adjacent box toward the right with respect to Fig. l. A wire 1/10 connects the lefthand member of the lower switch-magnets in any given box with the wires 1/4 and vys. The wires connecting each pair of switch-magnet coils h6 within the boxes are marked with the same notation as the magnet-coils themselves, to wit, h6. The said even-numbered connections y4 to ym, inclusive, constitute indirect or by-pass connections or switch-magnet loops, over which the current of the switch-circuit will be obliged to pass from the first controller yi' in normal or closed position, to the rearward of the arma-ture on the car, to the first controller y in normal or closed position, in advance of the said armature on the car. Otherwise stated, whenever any given controller g3 is tilted, under the control of the armature CL a? on the car, out of its normal position into the inclined position shown, for example, by lthe third controller y3 from the left in Fig. l, the direct or easy path for the current on the switch-circuit will be broken at that point, and hence the currentI will have to pursue the indirect path, through certain of the switch-magnets, overthe even-numbered connect-ions `1/4 to gw, inclusive, as hitherto noted. This course can readily be traced on Fig. 1 b v considering the relation of the second, third, and fourth controllers from the left. The direct path of the switch-circuit current being broken at the third controller, the current must pass over the wire g4, leading from the second controller to the branch wire 1]", and through the coils 7L of the upper pair of switch-magnets in the second box to the wire 3f, and thence t0 the lower pair of switchmagnets in the third box, and thence over the wire yl@ to the wire y ot` the third box, whence the path repeats through the upper pair of magnets in the third box and the lower pair in the fourth box back to the wire ym ot' the fourth box; but from this point the current will pass over the wire y* ot' the fourth box to the fourth controller 'g3 and mainswitch circuit-wire y' and onward to source. Hence when any given controller g/3 is tilted into its open position under the influence of the armature on the car both pairs of switchmagnets in that box and one pair in each of the two adjacent boxes will be energized, thereby shifting the corresponding segmental or switching contacts p" to p4 of the. field-su pply circuit into line-and-line positions with the brushes n' to ns, as shown in the second, third, and fourth boxes in Fig. 1. Then the segmental contacts p' to p4 are thus shifted, the main or field supply circuit will no longer be closed over the direct-way connections, (signified by the odd-numbered parts within the switch-boxes, as hitherto noted but more or less of the even-numbered parts will be brought into action, so as to close the supplycircuit through either one or both of the tieldloops r4 r1@ of each box, according to whether only one or both pairs of the segmental or switching contact p' to pi have been turned from their normal or crosswise position into their parallel or lining position with respect to the brush-contacts n to ns.

For example, in the second box, as shown in Fig. l, the lower member of the duplex or duplicate switch has been thrown into action, while in the third box both members of the duplex switch have been thrown into action. Hence in the second box the path of the supply-circuit current will be over the parts g' n' p n3 g3 n.5 p3 ns rs to the loop-wire "rw, thence through the coils of the two field-magnets in advance or at theright of the box and back to the contact fr12 in the switch-box, thence ICO over the parts r, ns, p4, and a7 to the solenoidwire ffl and over the same to the contact f5 and the next field-wire section f. 0n reaching the third box the course will be over the parts g fn p2 11,2 r2 to the loop-wire r* and t-hrough the left-hand pair of field-magnets l1 back to the contact r, thence over the parts nip' n3 g3 iii-p3 n to the contact-arm rs and the loop-wire rw, thence through the two fieldmagnets in advance of the box back to the contact rl2 and over the parts mp4 11T to the solenoid-wire g5, and thence to the contact f 5 and the next feed-wire section f On reaching the fourth box the course is the same. as for the third box until the current reaches the brush u, whence it willpass over the contact V[13 directly to the brush nl, and thence to the solenoid-wire gi and out over the contact ff to the next section j" of the feed-wire. The parts in the fifth box (not shown) world stand in the same positions as those shown in the ii rst box, and hence the current would follow the odd-numbered parts therethrough without affecting the field-section connected with the fifth box.

From the foregoing detailed statement it is obvious that whenever the controller 1lis in any given switch-box is tilt-ed under the influence of the armature on the car both of the duplicate supply-circuit switches in that box and one member out. of the adjacent boxes will be actuated with the effect of cutting into the supply-circuit four field-loops or eight l eldnnagnets.

For convenience of statement let the box whose controller 1/3 is tilted or under the iniiuence of the armature on the car be called the open box and the others or those whose controllers l/3 are horizontal or bevond the oar-armature bc called the closed" boxes. Then we may say that both iield-eoils from the open box and one field-coil from each of the adjacent closed boxes are cut into the main or field supply circuit, or, otherwise stated ,that the whole bi partate field-sectionto wit, the four ield-magnets h, connecting with the open box-and onehalfto wit, two field-magnets l) of each of the adjacent closed boxes-are cut into the supply-circuit. The same rule would hold true in case the armature on the ear was of a length t-o span severa-l boxes, as all thereunder would be open and all field-loops thereof, together with one iield-loop of the next adjacent closed box in either direction, would be cut into the eldsupply circuit. This holds true in either direction of the car`s travel, and the field-loop cut in from the said adjacent closed boxes is always the advance or forward loop with respect t-o the direction of the car`s travel. Just as quick as the rear end of the car-armature passes beyond the controller y3 of any box the rear field-loop of that box is cutout. Otherwise and more generally stated, the duplex switches and bipartate field-sections enable only the minimum required amount of the field to be cut into the supply-circuit and insure the cutting out of the iield immediately rearward of the car-armature.

tion of the switch-boxes, but certain further details require notice. The switch-magnetwires y and ,if enter and leave the switchboxes through the cent-ral slot cl2 in the bedcasting c, but are not shown in Figs. i, 3, or

4, in order to avoid confusion.

The solenoid-coils in the field-supply circuit-wire sections g5 are not of course wound directly around the armatures or controllers` 3f of the switch-magnet circuit, but are wound about aI suitable shell or hollow box-like core el", as best shown in Figs. 2 and t. rThis shell C1S is iixed to the bearing-spider cl" iu a horizontal position, and the controller or armature p3 is pivoted therein with freedom for the necessary tilting motion. Otherwise stated, the shell c is of a depth orcross-seetion su t"- ficient to permit the said pivotal movement ot' the said armatures or controllers 1/3. lu the diagram Fig. l the said shells c"` are omitted for distinctness of illustration, and hence at the open box the coil itself, as well as the controller, appear to be tilted.

The use of the plate c3, of non-magnctic steel, as the top or cover for the external casing ofthe switclrboxes, toget her with the softiron block c4 set therein, insures the proper action of the pole-pieces a2 of the car-arma i ture on the controllers 7/3, or, otherwise stated, the magnetic forces from the car-armature can onljv act on opposite sides of the pivotal center of the controller, and the parts are so proportioned and disposed that the forces g from the armature will always cooperate to l move the controller if; in a common direction. llcnce the proper pivotal movement of the controllers ,1/3 is insured.

Each switch-box is provided with a safety or short-circuiting device in the form of a bridge composed of a pair of contacts t' t2, projecting from an exhausted glass bulb t, with their inner ends separated by insulatin material i3, as best shown in Fig. S. This device is applied with the projecting ends of the contacts t2 made fast by screws t* or otherwise to the inleading and outleading terniinals f3 f, respectively, for the feed-wire sections j", as shown in Figs. 1, 3, and 5. The resistance offered by the insulating material Z3 is sufficient to make the current follow its normal path or paths through the switch-box under normal conditions 5 but if anything gets wrong in the switch-box the insulating material ig will burn out and cause the contacts t t2 to fuse together within the bulb i and afford a bridge or a short-circuit connection between the two adjacent terminals f3 j".

"hen making repairs or inspecting the iboxes, the workman would use a portable i bridge to connect the two adjacent field-circuit main-wire sections f at the terminals f 3 f 5 inside the box', thereby avoiding alldanger in handling t-he parts within the box.

The foregoing statements describe the ac- IOC IIO

Comparison u'itl/ m prior patent, No. 514,718, of date February 13,1894, the system of distribution for the field was one of constant pressure with the field-sections connected up in multiple, and the switch-magnets were operated by shuntcircuits from the main field-circuit.

In my pending case, Serial No. 555,003, tiled August 12, 1895, and allowed November 90, 1895, the system of distribution for the field is one of constant am field-section connected np in series and the switch-magnets in shunt-circuits from the field-circuit.

In my present case the system of distribution for the field is one of constant amperage,with the field-sections normally entirely cutout from the supply-circuit, but adapted to be connected up in series therein, and a separate or distinct circuit is used for the switches. My said pending ease, Serial No. 555,993, in a broad point of view has many points of similarity with and contains generic claims coveringmy present case; but the differences between the two are also very material.

In both of my said prior cases there was always a possibility of short circuiting through the field-magnets when not desired, in case, for example, of a ground, for the reason that the field-magnets were not eutirely disconnected from the feed-supply conductors. In my present ease such a result is rendered impossible, for the reason that, normally, the field-magnets are entirely disconnected or separated from the feed-supplycircuit conductors. The use of the independent circuit for the switch-magnets is also a material improvement, for the reason that injury to the switch-magnets and their connections by current from the main or iield supply circuit is thereby avoided. The work on the switch-magnet circuit is light and that on the field-circuit is heavy, and by the use of the independent circuits as above noted all the parts may be bet-ter graduated for the Work required and be rendered more safe and reliable.

Mostof the other peculiar advantages of my present invention have been already noted in the general stat-ement or in the detailed description. Further attention is, however, directed to the fact that on account of the peculiar construction of the switches herein shown the system of propulsion is rendered better adapted for high speed. The controllers .1/S are sufficiently sensitive to respond quickly to the armature on the car and require but little movement to cut in the switch-magnets, and the Z-sha-ped armatures h are quickly responsive to the said switch-magnets, and hence may be relied upon to effect the proper movements of the segmental or switching contacts p to p* in the supply-circuit connections.

By actual usage I have demonstrated the y prior cases-In my practicability or operativen i l t i ess of the invention herein disclosed. Of course it will be understood that minor changes might be made without departing from the spirit of my invention.

It should have been noted that the segmental contacts p' to p4 and the heads of the brushes n' to n are of such size and so related that the said segments will lap three l brush-heads in turning from their normal or pcrage, with the crossing position to their lining position in respect tothe said brushes, or vice versa, as shown best in Ifig. 1S. In virtue of this construction the main orsupply circuit is never broken at the switching-contacts therein, or, in other words, the cutting-in connections will be established before the cutting-out connections are broken, or vice versa. This 1 avoids sparking at the said switches, while at the same time connecting two terminal g brushes of the field -circuit, avoiding any magnetic hiel; from the field-magnets, which would occur if this circuit was suddenly opened.

lVliat I claim, and desire to secure by Letters latcut ofthe I'nted States, is as follows:

1. The combination with a car or other travcling body, having an armature, of field-magnets, in the line of travel, and supply-circuit connections for said field, arranged to divide the same into successive sections, adapted to be connected up, in series, into the supplycircuit, and including, as parts thereof, a series of automatic switches which normally cut the field-section magnets entirely out of the supply-circuit, but are operative, by the car, to close into the supply-circuit the particular section or sections of the field over which the car is passing, substantially as described.

2. 'lhe combination with a car or othertravcling body, having' an armature, of field-magnets, in the line of travel, and supply-circuitconnectious, for said field, arranged to divide the same into successive sections, adapted to be connected up, in series, into the supplycircuit, and including, as parts thereof, magnetic switches which normally cut the fieldsections entirely out of the supply-circuit, but. which are operative, by the armature on the car, to cut in the field section or sections over which the car is passing, substantially' as dcscribed.

The combination witha carorother travcling body, having an armature, of field-magnets, inthe line of travel, supply-circuit connections, for said field, arranged to divide the same into successive sections, adapted to be connected up into the supply-circuit, magnetic switches forming parts of said field connections, which switches normally cut said field-sections out of the supply-circuit, but are adapted to cut the same into the supplycircuit, under the influence of the armature on the car, and independent circuit connections for t-he magnets of said switches, substantially as and for t-he purposes set forth.

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tenets but including a magnetic controller subby the armature on the car, the only path for -on the car and normally closing a 4direct Or easy path for the switch-circuit current, but so' arranged, that, whenever one or more con- 1t. The combination with a'car orothcr traveling body, having an armature, Of field-magnets in the line Of travel, supply-circuit con'- neet-ions dividingthe iield into successive sections adapted to be connected up,in series,into the supply-circuit, magnetic switches, in said connections, normally cutting out said tieldsections entirely, but adapted to cut the same in, when the switch-magnets are energized, an independent circuit for said switch-magnets, and controllers, in said switch-circuit connections, normally cutting out the switchmagnets but adapted to cut the same into the switch-circuit, under the infiuence of the armature on the car, substantially as described.

5. A The combination with a carorothertraveling body, having an armature, of field-magnets, in the line of travel, supply-circuit connections for said field, arranged to divide the same into successive sections, adapted to be connected up, in series, in the supply-circuit, and magnetic switch-boxes, in said connections, with switching-contacts for the supplycircuit, which normally aitord a direct way or path for the current, entirely independent of the field-magnets, but adapted to establish a by-pass through the magnets of the fieldsections, independent circuit connections for the Switch-magnets, arranged to normally afford adirect or easy path for the switch-circuit current, independent of the switch-magjectto the armature on the car, adapted, when thrown outot' its normal position, to break the :direct path and force the current Ot the switch-circuit to pass through the switch-inagnets, substantially as and for the purposes sct forth.

o. The combination witha carol' other traveling body,.having an armature, of field-magnets, in the line of travel, and supply-circuit connections for said field, arranged to divide the saine into successive sections, adapted to be connected up in-to the supply-circuit, and including, as parts thereof, magnetic switches having controllers operative by the armature trollers' are thrown into their Open position,

the switch-circuit current will be from the rst'colitroller in closed Or normal position, in advance of the armature to the first controller, in normal or closed position, to the rear of the armature, and hence through all the intermedia-te switch-magnets, substantially -as and for the purpose set forth.

7. The combination with a car o1' other traveling body, having an armature, of field-magnets in the line of travel, and supply-circuitd connections forsaid held-magnets, including a series of switch-boxes provided each with duplicate switches, arranged to normally afford direct way for the supply-circuit curpurpose set forth.

rent, independent of the field-magnets, but

adapted, under the control of the car, to counect up the held-magnets, in bipartate sections int'o the supply-circuit, substantiallyas 'and for the purposes set forth.

8. The combination with the car or other traveling body having an armature, of the field-magnets in the line of travel, and the sup1 ly-circuit connections for said field-magnets, comprising the main feed-circuit, the independent switch-magnet circuit, and the d uplex switches, arranged to aiiford a direct way for the supply-circuit-'current but adapted to connectthe field-magnets up in bipartate sections, into the supply-circuit, and having controllers for the switch-circuit connections, normally atordinga direct and easy path for the switch-circuit current, independent of the switch-magnets, but adapted, under the influence of the armature on the car, to cut in the switch-magnets and operate the supplycircuit switchi11g-contacts, substantially as and for the purposes set forth.

9. rlhe switch-box frame,`composed of the incomplete external casing c c' (-2, as described, the intermediate casin g composed ot the parts ci c" cT cS c, as described, and thc internal or inside casing consisting of the separa-ble porcelain cup-sections cm c, cooperating to form a complete cup of insulating material, for

holding the electrical connections inthe box, b

sultstantiallyas and for the purposes set forth. l0. The combination with the car or other traveling body, of the field-magnets in the line of travel, and the supply-circuit connections i'or said field-magnets, including the series of switch-boxes, with switches therein, arranged to atord a direct way for the supply-circuit current, independent of the fieldmagnets, but adapted, under the control of the car, to connect the field-sections, into the supply-circuit, and the safety-bridges t t t? f'i connecting the terminals f3 and f5 of the suppl y-circuit feed-wire sections f, at the switchboxes, substantially as and for the purposes set forth. l

ll. The combination with a car or other traveling body, having an armature or other magnetic mass, of .the field-magnets, in the line of travel, the supply-circuit connections for the eld, the switch-boxes in said connec-- tions having centrally-pivoted magnetic controllers, subject to the faction of said armature or magnetic mass on the car, and covers, for said switch-boxes, composed of non-magnetic material, but provided with soft-iron blocks set therein, on opposite sides of'the controllers pivot, substantially as and for the In testimony whereof I afiix my signature in presence of two witnesses.

PAUL WILLIAM LEFFLER. lVitnesses:

C. W. FERGUSON, OTTO JOHNSON.

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