Patent GB-190214286-A (GB)
Title: Improvements in and Connected with the Control of Electrically Propelled Vehicles and Trains.
Inventor: HEARSON THOMAS ALFRED
Filed: 1902-06-24
Granted: 1903-06-24
Abstract: 14,286. Hearson, T. A., [Sprague, F. J., and Carichoff, E. R.]. June 24. Electric locomotives and motor vehicles. Relates to a multiple " unit " system of controlling electrically-driven trains from any desired point on the train, of the same general character as those described in Specifications Nos. 11,158, 11,158 A, and 11,158B, A.D. 1898, [Abridgment Class Electricity, Regulating &c.], and No. 7370, A.D. 1899, and comprises various arrangements of controlleractuating circuits, a n d certain constructional details in the switches. Each motor of the pair E G, F H constituting a normal car equipment, deriving power from the line L, is provided with its own independent resistances Y, Y<1>, but similar contacts N, 0 in each motor circuit are simultaneously operated by single magnets which are interrelated through controlling a n d operating circuits so that the operations take place in a certain sequence. Fig. 2 shows a form of equipment in which the train line v, couplers y, and master switches W a r e combined with a main controller, having seven similar main magnets, and with a closed circuit reverser R, and throttle T. The magnets A, B, C, D operates the rheostat switches, magnets S and M respectively, the series and multiple or parallel switches, and J the circuitbreaker. The closing of the latter depends upon a previous throw over of the reverser, and, until the circuit-breaker J is operated and one or other of the switches S or M is closed, no current can pass the contacts of the controlling-magnet Q to the rheostat magnets. In the example shown in Fig. 2, the rheostat magnets, with compensating- resistances, are arranged in a single circuit, and the contacts are disposed so that they can operate only one after the other under the regulation of the throttle T. Each magnet switch consists of a plunger K acted on by a coil, and carrying at one end a disc or discs for bridging the controlling circuit contacts. When these switches are double, the two discs 7, 8, which are capable of sliding axially on the plunger and are insulated from each other, are separated by a spring. This is compressed when the solenoid is at either end of its travel, and is arranged so that, at a certain moment, both pairs of contacts are bridged during the opening or closing of them. In another example, only six main magnet switches are shown, the circuitbreaker J being suppressed together with the overload switch z. In another example, the magnet switches are arranged in parallel, and various alternative magnet-actuating circuit arrangements are also described. In one, the main controller is operated by relays interposed between the master switches Wand the train line and the controller. In Fig. 6 is shown an example of arrangements in which, by the use of three pairs of contacts 12, 13, 14 in the controlling-circuits, a large lifting current is provided for operating the switch, but after it is moved it is held by a relatively small maintaining current. Fig. 8 shows one form of a method of operating the main controller in which the sequence of operations and the interconnections of the actuating-circuits are determined by the movements of seven relays a, b, c, d . . . . d<3> actuated and controlled by the master switches. Means for operating and maintaining the rheostat magnets by combinations of separate actuating and maintaining coils are also shown. Fig. 13 shows one of several methods of operating the rheostat magnets in proper sequence without the use of compensating-resistances by variation of the resultant magnetizing effort of several coils m, n, o on certain of the magnets.