Patent GB-190524810-A (GB)
Title: Improvements in the Electrical Control and Propulsion of Vehicles or Trains of Vehicles.
Inventor: RAWORTH JOHN SMITH
Filed: 1905-11-30
Granted: 1906-11-29
Abstract: 24,810. Raworth, J. S., and Raworth, A. B. Nov. 30. Motors, controlling.-In a controlling system for motors on trains or vehicles, the armature circuit cannot be completed until the shunt field current is at a maximum and the latter circuit includes auxiliary motors which cut resistance out of the main circuit. The Specification describes improvements in the systems described in Specifications Nos. 5494 and 22,551, A.D. 1903, and No. 11,614, A.D. 1905, [Abridgment Class Electricity, Regulating &c.]. Separate contact barrels may be used, one of which cuts resistance out of the shunt circuit, while the other controls the power circuits, the two barrels being interlocked. Controllers are placed at opposite ends of the vehicle, and the contact fingers 4, 4<b> are connected to the collector shoe 1. The speed barrel carries contacts 5 ... 20 which engage with fingers 4, 21 ... 35 and so adjust the amount of resistance D in the circuit. When this barrel is rotated, the current flows from shoe 1 through lead 3, resistance D, train lead G, field coils 52, armatures 53 of the auxiliary motors, shunt field coils 51 of the main motors N, N' to the shoe 2. When the shunt field current is at its maximum and the auxiliary motors are running at their maximum speed, the power barrel is unlocked and moved to the " on " position. This allows a current to flow through winding 61 of the electro-magnetic. switch 62, solenoid 64, lead 65, windings 64<b>, 61<b> to lead 71<b>, and then to the lead 71 in the next motor vehicle by train lead H. The circuit in the second vehicle is by lead 71 to the solenoids 61, 64 as in the previous car. On the last car the lead 71<b> is connected by the lead H to lead 72<b>, through the controller contacts to lead G and the auxiliary motors. The leads 77<b>, 72<b> on intermediate cars are connected to the leads 77, 72 respectively on the following cars. The switch 62 completes the armature circuit when the power barrel is moved to its " on " position, and the solenoid 64 causes a pawl operated by motor 53 to cut out resistance. The device is shown in Fig. 2. The auxiliary motor 53 drives through gearing a lever 128 pivoted to a sleeve 127 on the shaft 124 of the rheostat between two crown ratchet-wheels 125, 126. The lever carries an armature 129 which is attracted when the solenoid 64 is energized, thus causing the pawl 130 to drive the ratchet-wheel 126 to cut out resistance. When the solenoid 64 is de-energized, the lever is pulled back by a spring 131 and the pawl 130 drives the ratchet-wheel 125 to take the rheostat back to its initial position. Teeth are only cut on portions of the ratchet-wheel to prevent them from rotating too much. The armature circuit is completed through leads 3, 78, rheostat M, contacts 82, 83, 84, 86, armature N, contacts 89, 90, 91, 92, series winding O to shoe 2. A similar circuit is provided through armature N<1> and winding O<1>. The train speed is increased by reducing the shunt fields. Contacts shown in dotted lines are provided to reverse the armature currents in connection with the contacts 108,109,110, 111. The latter contacts close the circuit of the solenoids 114, 114<b>, and these solenoids rotate the drums to the backward position by a device similar to that shown in Fig. 2. The train may be controlled by a controller on an intermediate car and then the contacts 116, 118 become operative.