Year: 1886

page_text: I, JOHN C. HENRY, residing at Kansas City in the County of Jackson and State
of Missouri U.S.A. gentleman, do hereby declare the nature of this invention and
in what manner the same is to be performed to be particularly described and
ascertained in and by the following statement :-
My invention has for its object, first; to control automatically along the line of
an electric railway, the supply of current to separate motor carrying vehicles
whereby the current may be supplied to each motor in power proportioned to the
work required, and the grades of the road, and also to afford a uniform speed of
the motor.
Secondly, To afford means for automatically reversing the poles of the motor
and cutting out the resistance when from any cause an increment of speed in the
motor occurs, and indicating the degree of speed.
Third, To afford the proper means for the passage of the electric contacts or
brushes along the conductors, and avoid switching said contacts.
Fourth, To afford a re-inforce or quantity current to the over-head conductors,
and the economical transportation of currents to long distances.
Fifth, To support the motor upon the car in such a manner as to conform in
movement to the car and its axle and in positive connection with both, and also to
permit the motor to maintain a uniform speed irrespective of the speed of the car.
Sixth, To provide means for supporting the wires to insulators by suspension,
and also to provide means for supporting said insulators over the street also by
suspension.
Seventh, To provide means for automatically engaging and disengaging the
variable speed gear on the motor vehicle.
Eighth, To afford a series of horizontal contact wheels embracing the conductors.
In the drawings,
Figure 1 is a transverse sectional view through the car, showing the electro
motor, and operative mechanism connected therewith.
Figure 2 is a plan view showing the frame upon which the motor is placed and
the mode of attachment to the car and car axle.
Figure 3 is a view of track way and the overhead conductors and showing the
means for reinforcing the current to the said conductors, and showing the means
for the passage of the contacts in either a horizontal or vertical relation.

page_text: Figure 4 is an illustration of the means for supporting the overhead conductors
in describing curves.
Figure 5 is a detail view of the overhead insulator or support, showing the
means for supporting the conductors and enabling the electric contacts to pass the
points of support in a vertical relation.
Figure 6 is a similar view of the overhead insulator and conductors as seen in
Fig. 5, and showing the means for enabling the electric contacts to pass the point
of suspension in a longitudinal relation.
Figure 7 is a view in perspective of the underground conduit and air traps
when serving to carry underground conductors for reinforcing the overhead
current.
Figure 8 is a view of the longitudinally slotted conduit serving as an air trap and
to carry the conductors and permit the passage of the contact brushes.
Figure 9 is a view of an arrangement of circuits in double multiple arc.
Figure 10 is a longitudinal sectional elevation of the speed changing mechanism
on the platform of the car.
Figure 11 is a transverse sectional view taken through one of the spur gear and
showing the automatic key and the hardened metal stops.
In carrying my invention into practice I suspend aerially above the tracks C, C,
the conductors x1, xº, x², x³, the positive polarity of the wires being indicated by
the sign and the negative poles by the sign -, and said conductors are arranged
along said road way in double multiple arc. The means of suspension of the
conductors are as shown in analogous ways, first by standards y yi on either side
of the tracks C, C, and guy-wires V, VI, which are attached to an intermediate
insulated block V. A central opening V' is made in the block V* of a sufficient
width and height to permit the passage of opposite contact carriages. The
conductors are attached to the block V₁ by means of the strengthening
clamps W. These clamps are made in two parts and are beveled at one end or
at W, in the direction of the conductors. The metallic retaining loops ware
wound around each conductor and the ends of said loops placed between the
clamps W. The clamps are then secured to the block V by means of the
screws W, W. To prevent sparking, the ends of the clamps W which are
continuous to the conductors are beveled in the longitudinal direction of the
conducting wires, as seen in Figs. 5 and 6. In this form of support the rollers
of a contact carriage may pass without obstruction in a vertical relation over the
conducting wires. The standards y, y, and y¹, y¹, carry the guys V, V₁, which
guys are attached to opposite standards at one end and extend to and connected
directly with the overhead insulator V at their opposite ends. y represents a
single standard which is placed between the tracks and carries a non-conducting
transverse strip Ve which extends in opposite directions over each relative track
and has supporting strips Vs for the conductors, depending therefrom. In this
manner the rollers of a contact carriage may pass over the conductors in a
horizontal relation. In describing the curves in the track the overhead
conductors x, x, are given concentric curvatures, and the standards y are placed
upon one side of the parallel wires and at short distances apart. The guy-wires V³
are brazed at one end to the top or side of each respective conducting wire and are
secured rigidly to the standards. These guy wires are given more or less tension
by means of a swivel connecting bolts V8 which unite separate parts of the guy
wires, so that the continuity of the conducting wires and the passage of the
travelling contact carriage is uninterrupted, and switching of the contacts avoided.
In Fig. 9 I have illustrated my preferred way of making a series of conductors
of positive and negative polarity, or the double multiple arc system, and it will
be observed in this, connection that four small; conductors are the equivalent
electrically to two large ones, and these conductors are united near and to the
respective poles of the generator in pairs through the medium of branch wires and
insulated conductors. It is found necessary in, the transportation of the current
long distances to, reinforce, the overhead uninsulated conductors electrically, which

page_text: I claim to accomplish by means of large underground insulated conductors con-
nected electrically with the generator as shown in Fig. 7. For the double purpose
of carrying the insulated conductors beneath the surface of the ground, and also
to prevent water from coming in contact with the conductors, I form a conduit Z
the sides and top of which are composed of iron and the bottom of wood, and
make such conduit continuous along the track under or above ground as preferred.
At certain distances apart, corresponding to that of the standards y, y', as shown
in Fig. 7, and in the top of the conduit is made in a central relation the slot
which extends through said top and a suitable distance longitudinally. From the
inner sides of the top plane of the conduit and on opposite sides of the slot 2
dépend the flanges z¹ of suitable length to form a receptacle for the conductors
and an air trap between the said flanges and the opposite walls of the conduit,
the bottom thereof being made so as to conduct a volume of water in its established.
direction.
The flanges z¹ extend the length of the conduit, and I place within the conduit
and so as to cover the inner surface of the top of said conduit and also extend
downwardly a portion of the distalice on either side of the conduit and of the
flange z opposite thereto, a continuous non-conducting strip 20 preferably of
rubber material. I then wedge the large conductors 1°, 1°, which are shown in
rectangular shape between the insulating strip 20 and by means of said strips
which inclose all but the lower side of said conductors, the conductors are retained
in place. Conducting branch wires 3º, 3º, extend through the slot z in the conduit
and are connected with the conductors 1°, 1º in said conduit, and to opposite
conductors at one end. The conductors 1°, 1°, are connected to the opposite poles
of a generator, and the branch conductors 3º, 3º, are carried above the ground along
the side of the standard y and connected with the overhead conductors, and by
direct contact with the conductor of like polarity, or through the guy wires V¹, V²,
each one of which supports conductors of like polarity.
2
As seen in Fig. 8, the conduit may be placed upon the ties between the track
and slotted its entire length, to enable the contact brushes W°, So, to receive the
current from the conductors therein, and at the same time prevent the water from
rising too high, in the air trap, and to come in contact with the conductors. In
this form the propelling energy may be received directly from the conductors in
the conduit, the contact brushes secured to the under part of the car and take and
return current from and to the motor thereon.
The motor carrying vehicle A mounted on an axle B¹ which in turn carries
wheels B, B, and supported on track C, is provided with a frame D, to support and
afford a more exact adjustment of the motor E and mechanism in power connectioni
with the axle. Frame D is attached to the axle B at one end by the journal
boxes d, d, and at its opposite end secured rigidly to the frame work forming
part of the bottom of the vehicle, by means of the king or swivel bolt d: Thus it
will be seen that the ordinary car springs come between the car and axle and the
points of support of the frame D, which enables a direct connection to be made
with the axle from the driving shaft of the motor E, and prevents a sun and
planet movement between the pinion on the motor shaft and speed gear as far as
practicable and also shocks to the machinery and motor in transit of the car.
"I am aware that electro motors have been mounted upon a frame attached
rigidly to the front and rear axles of a car, and also upon a frame attached at one
end rigidly to the rear axle and its opposite end to the bottom of the car through
the medium of springs. This I do not claim; the object herein being to dispersé
with any and all movement of the frame except that resulting from the movement
of the car body upon the springs."
For the purpose of automatically controlling the supply of the current to the
motors on each separate vehicle, whereby each motor takes what current it needs
and no more, the driving shaft G of the motor E is connected by the bevel gear i
with the upright shaft k, carrying the governor K. A sleeve P on the shaft k is
attached to the governor K at one end. From sleeve P near the governor extends

page_text: a suitable distance the arm m upon the end of which and at right angles thereto is
the rack M. A pinion N pivotally attached to a suitable support is in gear with
the rack M and rigidly attached to said pinion is a lever n. A series of resistance
coils is placed in a segmental relation to and near the pinion N, and a contact
brush n extended obliquely from the end of lever n, to the coils O, which coils are
in electrical connection through the branch conductors 70 and 8° with the main
conductors. When from any cause the speed of the motor shaft varies from the
prescribed limit, the rack N is drawn upwardly or downwardly by the governor
K
which moves the contact brush n¹ over the commutator of the resistance coils
increasing or decreasing the resistance to the current.
For the purpose of automatically reversing the poles of the motor, the two
opposite poles of the switch T are connected to the wires 9°, 11° 9°, running to the
motor field and 11° to the commutator brush e A segment rack lever & is pivoted
to a suitable support and said rack is geared with pinion t. A spring is attached
to the rack lever 82 and also to a staple s³ on the support which keeps the rack of
said lever held in one relative position under tension. The opposite end of the
lever 8 is provided with the armature s¹ and in the field of the electro-magnets S.
Two short circuits 12°, 13º, extend from the branch conductors 7°, 12° is in
electro connection with the magnets S, 13" is connected with a circuit closer 8³
which is pivotally attached to a suitable support, and the key of which is held in a
horizontal position by means of a spring. A short wire 14° extends from the
electro-magnets S and approaches the circuit closer 85 so as to make the circuit.
Should the shaft of the motor attain a rate of speed above that necessary to propel
the car, the governor accelerates its speed and is thrown out, thereby drawing
down the sleevo P and the projection P¹ depresses the key 8 of the circuit
closer 8; the magnets S become excited and act to draw down armature §¹ on
lever 8 and the pole changer t is rotated which changes the polarity of the motor
and allows it to generate instead of exhaust a current. When the poles of the
motor are reversed and the motor is acting as a generator, the current is shunted
from the resistance coils through a leak circuit, consisting of conductors 19° and 20°,
this circuit being closed by the circuit closer 85-The wires 14° and 19° are
insulated from one another by the insulating block 18°.
,
The branch conductors 120 and 13° are shown for illustration in the drawing
adjacent to each other. In practice, however, they are placed so far apart as to
shunt the necessary current to excite the magnet S or the resistance of the
conductors may be varied to effect the same result.
In contact with the arm m on sleeve P is the end of needle of the indicator L
which is secured to the side of the car and serves to indicate the speed of the motor
shaft.
The driving shaft G of the motor is provided with an intermediate friction
clutch H, placed in power connection between the motor E and gear J³.
One portion of friction clutch H is provided with a neck g and in which neck
the end of lever g' of the interlocking device is held by pins go as seen in Fig. 2.
The lever g¹ extends from the shaft G to the lower part of the supporting base to
the speed gearing J to which it is pivotally attached. One part J of said lever is
extended at right angles from its pivotal point and a short portion g² extends
downwardly and is tapered at right angles so as to engage with the gear sector g
which is pivotally attached to the frame D. A hand lever G¹ extends vertically
from the gear sector g' to which it is rigidly attached and a lever g³ is attached to the
same pivotal point and also in rigid connection with the lever G¹, and is connected
with the end of the reciprocating plunger which is reciprocated in the direction
of the speed gearing and for engaging the gear, so that when it becomes necessary
to change the speed of the vehicle or change the relation of the gear without
checking the speed of the motor shaft, the foot lever J1, is operated to throw
the friction clutch H apart, which releases the end g² of lever g₁ from the sector
gear g' and the lever G¹ operated to throw the plunger in or out of connection of
the various gears.

page_text: The gear J' on shaft G meshes with gear J³, and the said gear is mounted upon
the same shaft i as the speed gearing J, which in turn communicates power to the
gear B² attached to the axle B
For the purpose of preventing the movement of the car at certain times, or to
control in a measure the speed of the driving shaft, I attach to the shaft Ga
drum f; a metal band f¹ is then carried around the drum f and attached to a small
hand lever F, which lever is pivotally attached to an arm f2 on the upper end of the
support F of shaft G. so that by throwing the lever forward or backward tension
upon the band f is sufficient to control the speed of the motor shaft.
The shaft of the resistance coil may be moved by hand for the starting, checking,
or reversing the speed of the car whenever desired.
For the purpose of automatically engaging "alternately the loose variable speed
gear m, m³, m³, m³ on shaft with the fixed variable gear on the shaft J (see
Figure 2) which latter is geared with the axle B¹ by the gear B³, so as at different
times to increase or lessen speed of the car, I provide for the said loose gear m, m²,
m³, m³, a solid shaft which is provided with a transverse slot ³, and in said slot
I fit a self acting key j³, the upper end of which is curved or rounded upon the
shaft 2 and in a suitable groove I fixedly attach a spring is, the end of which is
beneath the key j³.
The interior cylindrical portion of the hub of each loose gear is provided with a
concentric groove m extending circumferentially part way around the hub and in
said groove I place the hardened metal stops m³, so that the shock of engaging the
gear, will not destroy the end of the key or wear away the side portions of the
groove.
The driving spur gear wheel J³ is placed upon the end of shaft 2, opposite to
that having the neck g and a transverse groove je is made in the hub of said wheel
and longitudinally in said end of shaft in which is inserted the spline 7, by means
of which the shaft i may remain in engagement with and slide through the hub of
said wheel.
Having fully 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 Electric Railways a system of electrical transmission through suitable main
conductors and a main source of supply, a vehicle and a motor on said vehicle,
branch conductors in electric connection with the motor and having a travelling
contact with the main conductor, a pole changing switch, in an electric supply
circuit and an electro magnet in a normally open shunt circuit for operating said
switch, and a governor on the vehicle and suitable circuit completing mechanism,
whereby the governor acts to reverse the poles of the motor.
2. In Electric Railways, the combination with the car motor operated by means
of a branch circuit from a main circuit of an adjustable resistance, and a pole
changing switch placed in said branch circuit, a shunt circuit from the main circuit,
and an electro magnet placed in said shunt circuit and mechanism operated by said
electro magnet for reversing the poles of the switch, a governor on the car in speed
connection with the shaft of the motor and mechanism operated upon automatically
by said governor for adjusting the degree of resistance of the resistance coils and
reversing the poles of the said switch.
3. In Electric Railways, the combination with the car motor operated electrically
by means of a branch circuit from a main circuit of an adjustable resistance and a
pole changing switch placed in said branch circuit, a shunt circuit from the main
circuit and an electro magnet and a circuit closing device placed in said shunt
circuit and mechanism operated by said electro magnet for reversing the poles of
the switch, a governor on the car in speed connection with the shaft of the motor
and mechanism actuated by said governor for adjusting the degree of resistance of
the resistance coils and operating the circuit closing device and a leak circuit for
cutting out said resistance and in electrical connection with the branch and shunt
circuits.

page_text: 4. In Electric Railways, the combination with the generator of conductors and
for the transmission of electrical currents in double multiple arc, consisting of a
series of conductors alternating in polarity and connected in pairs to the opposite
pole of a generator.
5. In Electric Railways, the combination with the main source of electric supply
of suitable suspended continuous aerial conductors and buried insulated conductors
and branch conductors of corresponding polarity and connected at intervals with
aerial conductors.
6. In Electric Railways, the combination with a main source of electric supply
of suitable buried insulated continuous conductors in single multiple arc, as
described of suitable continuous uninsulated aerial conductors for the transmission
of electrical currents in double multiple arc and connecting branch conductors at
intervals of corresponding polarity.
7. The combination in an underground slotted conduit of an inverted receptacle
forming an air trap along the length of the conduit of a conductor in the top of the
air trap whereby water in the conduit is kept from the conductor as set forth.
8. In Electric Railways, an underground slotted conduit and an interior flanged
inverted receptacle carrying a continuous insulator and a conductor retained in
Eaid receptacle by means of said insulator.
9. In Electric Railway an underground slotted conduit and an interior flanged
inverted receptacle adapted to receive an insulated conductor, one of the flanges of
said receptacle forming the side to the conduit, and an opposite flange extending so
far toward the bottom from the top of said conduit as to form an air trap.
10. The combination with aerial electrical conductors in Electric Railways,
extending along the line of said railway and suitable travelling electric contacts of
an insulated block for supporting and retaining opposite conductors the proper
distance apart, suspended above the railway by suitable means and having an
opening or passage way through said block.
11. The combination with aerial electrical conductors in Electric Railways,
extending along the line of said railway in double multiple arc, and suitable
travelling electric contacts of an insulated block suspended above said railway by
suitable means adapted to insulate opposite conductors from each other, and having
a suitable passage way for the said contacts and between said conductors retained
the proper distance apart by said insulated block.
12. The combination with a vehicle and electric motor and the driving shaft of
said electro motor having opposite parts independently connected by means of a
friction clutch of variable speed gear in power connection with said shaft, a
reciprocating plunger adapted to connect and disconnect loose with fixed gear
and a lever pivotally attached to said vehicle at one end and to the plunger at the
opposite end, a hand lever in rigid connection with said lever at its pivotal point,
and a gear sector rigidly attached to the pivotal end of said hand lever and a foot
lever engaging with said sector as and for the purpose specified.
13. The combination with a vehicle and electro motor and the driving shaft of
said electro motor having opposite parts independently connected together by
means of a friction clutch of variable speed gear in power connection with sail
shaft, a reciprocating plunger adapted to connect and disconnect loose with variable
fixed gear and a lever pivotally attached to said vehicle at one end and to the
plunger at the opposite end a hand lever in rigid connection with said lever at its
pivotal point and a gear sector rigidly attached to the pivotal end of said hand
lever and a foot lever having an extension to engage with the friction clutch on
the driving shaft and also an extension interlocking with the gear sector as
described.
14. In Electric Railways the combination with curved track of parallel aerial
conductors arranged to describe the curve of said track and insulated standar·ls
placed upon one side of the said parallel conductors and at suitable distances apart
and guys secured to the top or side of each respective conductor and the said
standard as described.

page_text: 15. In Electric Railways the combination with the curved track of parallel
aerial conductors arranged to describe the curve of said track and insulated
standards placed upon one side of the said parallel conductors and at suitable
distances apart, and guy wires secured to the top or side of each respective con-
ductor and means for increasing or decreasing the tension of said guy wires as
described.
16. The combination with a suitable insulated support of the overhead conducting
wires suspended therefrom.
17. A contact carriage having a series of horizontal grooved wheels embracing
the conductors.
18. In speed changing mechanism a gear provided with a central transverse
cylindrical opening and a shaft adapted to fit said opening and a self acting key
on said shaft and a concentric groove formed interiorly in said gear and communi-
cating with said central transverse opening and a stop in said groove substantially
as described.
19. In speed changing mechanism the combination with a shaft provided with a
transverse slot of gear loosely mounted on said shaft and provided with an interior
concentric groove extending circumferentially part way around and within said
hub and a self acting key in said transverse slot in shaft adapted to enter said
concentric groove and engage said gear and means for operating said shaft as
described.