Improvements in the Method of and Apparatus for Arresting Motion of Electrically Propelled Mechanisms.
Year: 1894

page_text: COMPLETE SPECIFICATION.
Improvements in the Method of and Apparatus for Arresting Motion
of Electrically Propelled Mechanisms.
I, ELMER AMBROSE SPERRY, of the City of Cleveland, County of Cuyahoga,
State of Ohio, one of the United States of America, Engineer, do hereby declare
the nature of the said invention, and in what manner the same is performed, to be
particularly described and ascertained in and by the following statement :-
On the accompanying drawings;
Figure 1 represents an elevation, largely diagrammatic, of a car motor, its
controller, braking mechanism and circuit connections.
Figure 2 shows an alternate form of the mechanical arrangement.
Figures 3 and 4 show details of mechanical arrangement and also an alternate
form of a portion thereof.
Figure 5 shows the diagrammatic arrangement of the braking mechanism.
Figure 6 shows a front elevation of the brake magnet.
Figure 7 shows the brake magnet and reel.
Figure 8 shows the electrical contact for the brake magnet.
Like letters and numerals of reference indicate similar parts throughout the
several views.
The first part of my invention relates to a system of controlling electric motors
whereby the motor may be automatically transformed into a generator, and the
current so generated may be applied to further retard the car or moving mass
either through mechanical application of the brake shoes or otherwise.
The second part of my invention relates to a construction of the controller
whereby the changes from motor to generator may be automatically brought
about.
The third part of my invention relates to mechanism of the controller whereby
it may perform all its functions with the motor while same is running in either
direction.
The fourth part of the invention relates to certain automatic devices in connection
with the machine and controller and the connected circuits.
The fifth part of the invention relates to the construction of the brake reel
operating mechanism.
With reference to Figure 1, the controller resistance R is divided and furnished
with a number of contacts a a. On an arm A pivoted at A' the cooperating
contact a is located. Other stationary contacts b, 611 and c cooperate with
contacts and c' upon the arm. Blow-out magnets all and e" are mounted on
the arm A for rupturing the are when the circuits of any of the contacts are
broken. A multi-contact switch is shown below provided with arms d, d
cooperating with contacts c³, c¹ and a central contact b³. The switch arm or main
moving element A (see also Figure 2) is provided at a suitable point with a
pivoted finger e being provided with a centralizing spring e" and cooperating with
a notched cam el constituting a switch lifter. The cam is connected by link B for
operating the switches. A brake switch C which may be contained in the extra
casing B (see Figures and 4) shown in different form in Figures 1 and 2,
operates on contacts C₁ and C", the latter connected with the trolley or other
source of current supply indicated at T. An indicator D protrudes through the
casing of the controller D' for the purpose of indicating from the exterior the
position of the mechanically attached parts of the interior of the controller.
The mechanical relation of the switch C and switches d, d', is controlled by
handle D" and connections d" which are flexible in part so as to bring the notches

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g
upon the link B to cooperate with the two pins x and y upon either side of the
pivot of the switch arm C. In one of the circuits in Figure 1 is shown an
electrical indicator E and an automatic rheostat or circuit regulator consisting of
resistance R' and magnet E' moving lever F and retractile spring F1, also a brake
reel G loose upon the car axle H and attracted by magnet G₁ which is secured
upon such axle winding up brake chain G" applying the brake shoes I' to the car
wheel I. The motor upon the car is indicated by the commutator J, armature J,
fields J and gearing K. An interlocking or correcting device is indicated by the
diamond L mounted upon and moving with the main moving element, and a
cooperating diamond L' secured to a projection of the notched cam e'. These may
be seen in Figures 1, 3 and 4, and the interlocking device performing substantially
the same function is indicated by L" and L³, Figure 2. In Figures 3 and 4, the
reversing lever D" cooperates with the pins and slots somewhat differently than in
Figure 1, the pins x and y being movable and transferred to and within the
notches upon the link, instead of the link itself moving. To accomplish this a pro-
jection arises up from the switch arm C, which is slotted at g' and provided with
the traveller i which is the portion bearing the pins al and y shown engaging the
lower notch of the link in Figure 3 and the upper notch in Figure 4. The slide in
turn is actuated from the handle by the same flexible connection d". Referring
now to Figure 5 the rod h extends to other brakes which may exist on the same
car, or on other cars coupled to the motor car and operated by it, the brakes
tbus coupled being actuated from a single reel G. By reference to the remaining
figures, the magnet G' is constructed of an iron casing in the face of which is sunk
grooves m in which are wound the magnet coils m', one on either side of the
division or separating line n of the magnet. Other disposition of coils and form of
coupling may be used. These, however, are shown coupled in multiple, one
terminal of each being grounded to the frame, the other being led to the contact o
mounted on insulation o¹ which is locked by a bevel face o" when the halves of the
magnet G are secured together and upon the driving key 7. Cooperating with
the revolving contact o is a stationary contact r, secured to which is an upwardly
projecting arm guided at S and provided with electrical connections Si con-
stituting wire 14. Suitably pivoted at " is a cooperating contact s-clasping the
opposite side of the contact o and held at its end by spring f. The magnet m¹ is
preferably protected by shield n' shown broken at n Figure 6. It will be under-
stood that the switch shifter containing the two cam slots is operated by the
finger e each time the moving element of the controller is thrown to a predetermined
position, being in Figure 1, the extreme position to the left at which the circuits of
the controller are opened. In this connection it will also be seen that the circuits
of the two switch arms d, d', as well as the switch arm C are also in series circuit
relation with the contacts directly controlled by the said moving element, and may
therefore be open-circuited by its movement. The cooperating diamonds L and L'
interlock for the purpose of compelling the full movement of the pivoted cam by
preventing withdrawal of the moving part A before the complete oscillation of the
cam has taken place. This may be effected either as shown in Figure 2 where the
moving part A is locked from farther movement until the full excursion is accom-
plished, or the withdraw may effect the completion of the movement in the act of
withdrawal as in Figure 1.
The use and operation of my invention are as follows:
The current emanating at Ť when the circuit is closed by movement of arm A,
flows on wire 1 to contact C, to switch C, thence on wire 2, resistance R,
contacts a a to contact a¹, thence by wire 3, magnet a¹¹, wire 4 to commutator J,
by wire 5 to contact 6', contact b, wire 6, contact 63, switch-arm d', wire 7 in
direction of arrow to field J, wire 8, to switch arm d, contact c³, contact c,
• contact c¹, wire 9, magnet c¹¹, wire 10 to the return circuit indicated by ground.
When the switches C, d and d' are thrown into position shown in dotted lines in
Figure 1, connection from the source of supply T is cut off, and the relations of
⚫ the elements of the motor, namely, field and armature, are reversed, and upon

page_text: closure of the circuit the current enanating at commutator brush near J would
flow in direction of the dotted arrow on wire 4 to magnet al, wire 3 to contact a',.
contact a a to resistance R, wire 2 in direction of dotted arrow, switch C to.
wire 11, in direction of arrow heads to indicator E, thence by wire 12 through
as much of resistance R' as will be determined by the position of the arm F..
wire 13, to magnet E', wire 14, to brake magnet m¹, wire 15 to the axle which is
shown grounded or preferably connected to wire 10 by wire 16. The current
flows on wire 10 to blow-out magnet c, wire 9 to contact c', contact c, switch
arm d' which is now in position indicated in dotted line, wire 7. to fiel J.
wire 8, to switch arm d. contact 3, wire 6, contact b. contact, wire 5 through
the armature back to the starting point. It will thus be seen that the current
in traversing the local circuit may be controlled by both resistance R and R' and
in passing maguet m' may be made to attract the brake reel G causing same to-
wind the brake chain G and apply the brake I' to the wheel I and other wheels
of the car or train, as will be readily understood. Should the current be more
than a predetermined amount, more of resistance R' would be included. The
operator may at all times see the current in the circuit by the indicator E. By
throwing the arm to its farthest position to the right the contact will be
reached, in which some of the current will be shunted from the field coils through
the resistance R" in circuit indicated by wire 17. This may be employed to
increase the speed of the motor. It will be found that the breaking action takes.
place very effectually even without the magnetic brake wheel being attached to.
any device whatever for mechanical application of the brake shoes, through its.
magnetic adherence.
I do not care to limit myself to the exact details of construction herein shown,.
and while it is designed to use all the above features in connection with each
other, yet it is obvious that some may be used without the others, and the inven-
tion extends to such use. It will also be understood that the retarding action
operates perfectly upon the masses through the gearing in the absorption of power
required in driving the motor as a generator.
Having now particularly described and ascertained the nature of my said.
invention, and in what manner the same is to be performed, I declare that what I.
claim is :-
:-
1. In an electric car propelling and braking device such as described and shown,
main and local circuits, variable resistances R R', solenoid E' and associate
parts, and operating handle A with associated parts to control the circuits and.
resistances as and for the purpose set forth.
2. In an electric car propelling and braking device such as described an
shown, a local circuit having an indicator E, automatically governing variable
resistance R' E' and brake G G' with associated parts as shown and described.
3. In an electric car propelling and braking device such as described and shown,.
having a main and local circuit as described, a circuit making and braking
device constructed and operating as described with reference to Figures 3 and 4,
and a braking device in the local circuit as described with reference to Figures 6,.
7 and 8.
4. An electric car propelling and braking device as shown and described and.
for the purpose specified.
5. In an electric controller, a moving element, a finger-like actuator for limiting
the movement of said element; cooperating with the said finger-like actuator,
a switch shifter for the element having a number of independent notches, and
mechanism whereby with each succeeding engagement between the actuator and
the shifter the finger will operate upon first one and then another of the notches,
and a main and local circuit controlled by said moving element and a brake
magnet in said local circuit as described.
6. In an electric controller, two moving elements, one actuated by the other at.
or near the end of its stroke or movement, an electric switch, circuits controlled

page_text: thereby, one of which contains a brake magnet as shown, means connected with
one of the elements whereby the said switch is thrown from one of its circuit
connections to another, in combination with an interlocking device between the
said moving elements whereby the actuating element is prevented from further
movement until the movement of the said other element has been fully accomplished
as described.
Dated this 22nd day of May 1894.
DAY, DAVIES & HUNT,
321, High Holborn, London, W.C., Agents for the Applicant.