US522388A - And anthony f - Google Patents

Description

(No Model.) 3 Sheets-Sheet 1.

F. S. PERRIN.

ELECTRIC RAILWAY SWITCH AND TROLLEY. No. 522,388. Patented July 3, 189 4.

(No Model.) 3 Sheets-Sheet 2.

F. s. PERRI N. ELECTRIC RAILWAY SWITCH AND TROLLEY.

No. 522,388. Patented July 3, 1894.

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(No Model.)..

1. s. PERRIN. ELEG'I'RIG RAILWAY SWITCH AND TROLLEY.

Patented July 3, 1894.

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UNITED STATES- PATENT OFFI E...

FREDERICK S. PERRI N, OF LYNN, MASSACHUSETTS, ASSIGNOR OF THREE- FOURTHS TO WILLI AM B. BALDWIN, OF NEW YORK, N. Y., GEORGE FINK, OF JERSEY CITY, NEWJERSEY, AND ANTHONY BUCHENBERGER, OF

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ELECTRIC-RAILWAY 'SWITCH AND TROLLEY.

SPECIFICATION forming part of- Letters Patent'No. 522,388, dated July 3, 1894.

' Application the March i, 1892. Serial nonzcesv. (No model.)

, To all whom it may concern:

Be it known that I, FREDERICK S. PERRIN,

. of the roadbed.

My invention has for its object to provide electric railway systems with switches located in the main conductor and electrically -oper-' ated, as, will be described by means of the current employed to propel the car.

-Another feature of my present invention consists in a novel construction of trolley employed in the overhead system of electric railways, the said trolley being constructed, as

2 5 will be' described, to permit the switches form-' ing part of the trolley-wire to be operated from the car; and the said trolley is also preferably constructed so as to prevent it from' leaving the trolley-wire.

conductor or trolley-wire is providedwith one or more switches, by which the trolley-wheel may be diverted from'one trolley-wire to an-.

other or branch trolley-wire, the said trolley- 3 5 wire switches being under control of the operator on the car, as will be described. The

particular features. in which my invention consists will be pointed out in the claims at the end of this specification- Figure-1, represents a sufficient portion of an overhead electric railway system'embodying my invention, to enable it to be understood; Fig. 2, an under side view of a sufficient portion of a main and branch trolleywire, provided with a switch electrically operated in accordance with my invention; Fig.

V 3, alongitudinal section of the overhead switch system'of electric railways.

In accordance with my invention, the main shown in Fig. 2; Fig. 4, a detail in elevation of y improved trolley; Fig. 5, a side elevation of the trolley shown in Fig. 4; Fig. 6, a detail to be referred to, and Fig. 7, a diagram of circuits to be referred to.

Referring to Fig. 1, A represents an electric railway car of any usual or well-known construction, such as now commonly used. The car A, in practice, is provided with an electricmotor not herein shown but which'may be of any usual or well-known construction, and which is driven by an electric current, taken from a main line trolley-wire a, through the usual trolley-pole a, the trolley-wire a being represented as suspended above the car from the cross-arm a secured to the post a as now commonly practiced in the overhead The car A is rep-- resented as running upona main line or-track B, composed of the rails a a to which is connecteda branch line or track B', c0mposed of the rails a a The branch track B is connected to or disconnected from the mainline or track B by a surfaceswitclnwhich may be of any usual or well-known construction, such as now commonly used on street railways.

My present invention has for one of its objects to provide the trolley wire'a, with one or more switches which are electrically operated by the trolley-wire current.

The trolley-wire a, atsuitable points in its length, where it is desired the car should be diverted from a straight course, is provided with suitable frogs or switch-plates, substantially such as represented in Figs. 2, and 3, consisting of a main frame 0, to which the main trolley-wire a is secured. The main frame a has also secured to it a branch trolley-wire c, and a suitable portionc of the main trolley-wirea is, in accordance with my invention, made movable, it being preferably pivoted on an arm 0 extended upthrough the main frame or casting c and provided with a cross-bar forming the armature of an electro-magnet 0 the said cross-bar, as represented'in Fig. 2, being pivotally connected to the core 0 of the electro-magnet c and having secured to its opposite end a spring 0 by which the movable portion 0 of the trolley-wire may be maintained in its normal position, to complete the main linetrolley-wire a, as represented in Fig. 2. The electro-magnet 0 may be energized by means of a suitable eircuit-terminal consisting, as shown, of a metal strip 0 separated from the frame 0 by insulation 0 and to which terminal the magnet is connected by wire 0 the other end of the said magnet being connected by wire 0 to the trolley-wire a, the said magnet being included in a branch or normally open shunt circuit around the motors and the usual rheostats on the car, the said shunt circuit being adapted to be closed by a suitable switch 0 shown in Fig. 7, and which may be operated by the foot of the motorman on the car. When the operator wishes to pass from one direction to another, he closes the switch o in the branch or shunt circuit when the car approaches the overhead switch, so that, when the contact pieces e located on the trolley as will be described, come in contact with the insulated circuit-terminal 0 the shunt circuit through the magnet 0 will be closed, and

its armature attracted, thereby moving the section 0 of the trolley-wire from its full line position, shown in Fig. 2, into its dotted line position, to open the main trolley-line a and to join the branch trolley-line c to the main trolleyline. When the insulated contact pieces e on the trolley come in contact with the insulated circuit-terminals carried by the frame a, the current from the trolley-wire is shunted through the magnet c and passes directly to the ground through the switch carriedby the car, the circuit being traced as follows in Fig. 7, viz:from the trolley-wire a, by wire a, magnet 0 wire a, circuit-terminal 0 contacts e on the trolley, insulated wire 0* connecting the insulated contacts :2 to wire 0 switch 0 to the rail through the wheels 0 The circuit just described is of less resistance than the circuit through the usual rheostat and motor on the car, and conseqnently, when the contact (2 on the trolleywhcel frame comes in contact with the circuit-terminal 0 the motor circuit is completed as described, and the circuit to the ground completed through the magnet 0 After the car has passed from the main trolley-wire, to the branch trolley-wire the movable portion or switch 0 is restored to its normal or full line position shown in Fig. 2, by the spring 0 to again complete the main trolley-line a.

I prefer to employ in connection with my improved system, a trolley-wheel substantially such as shown in Figs. 4 and 5, in which cl represents a trolley-wheel of any usual or well-known construction mounted on a shaft (1" having bearings in the forked arms 01' of the usual trolley-pole (1 In accordance with myinvention,the shaft d has loosely mounted on it on opposite sides of the arms (1' of the trolley-pole, collars or hubs d 01 upon which are fitted substantially vertical arms d d provided at their lower portion, as herein represented, with the enlarged portions d (1 having extended from them substantially at right angles, cylinders d d, the cylinder cl being extended into the cylinder c2 and engaging with a spring (1 located in the cylinder d, and which acts to throw the lower portion of the arms (1 d away from each other. The arms (1 d are fitted uprin the hubs or collars d 0!", so as to revolve thereon as a center, and the said arms are pivotally secured to the said hubs by means of pins or pivots d d, by which the said arms may be moved toward and away from each other, as will be described. The arms d (1 above the hubs or collars d df are provided with curved portions (1 d extended toward each other, and preferably provided at their ends with anti-friction rollers d (Z which are adapted to bear against the opposite sides of the trolley-wire a, and have their axes inclined so that their upper ends are in advance of their lower ends, when the trolley-wheel is in motion. The hubs d d are provided, as herein-shown, with pins 0 (1 diametrically opposite each other, the pins (Z serving as stops to limit the movement of the curved portions (Z d toward each other, and the pins c1 acting as stops to limit the movement of the arms (1 d to ward each other, as will be described. The enlarged portions d d of the arms d d are preferably made solid, to obtain the necessary weight to cause the said arms to hang substantially perpendicular. The pins or stops (1 are located on the collars d (1, so as to prevent the upper portion of the arms from being forced too close together, and the stops or pins d are so located as to prevent the upper portions from being moved beyond the outer edge of the wheel to prevent the trolleywire' from getting between the wheel and the arms. The anti-friction rollers (Z d are preferably placed upon the upper curved portions d d at an angle or on an incline, the angle being such that the upper ends of the rollers are in advance of their lower ends, when the trolley is in motion, so that, when the said rollers are brought in contact with the trolley-wire, they will revolve freely, and thereby reduce the friction, the described inclination of the rollers causing them, when they bear on the trolley-wire, to force the trolley-wire downward and thereby prevent it from leaving the trolley-wheel. The lower ends of the upright arms d d may be brought toward each other by means of the hand-cord e, preferably secured to the enlarged portions d d.

The upper curved portions d (1 on the arms (1 d are provided with the contacts e which may be friction rollers, springs, or other suitable devices to make contact with the insulated circuit-terminals connected to the frame 0 at the overhead switch, the said contactsbeing separated from the arms d ="d by insulation e and having connected to them the insulated wire which, as herein l. V v 522,388 a i 3 represented, is passed down through the trolley-pole and connected to the wire so that when the contacts a are brought into engage ment with the insulatedcircuit-terminals referred to, and the switch 0 is closed, the

shuntcircuit of the magnet 0 will be closed and the switch operated, as above described.

The construction of the trolley, as herein shown, may, and preferably will be used in connection with the switches, above described,

' but I do not desire to limit myself in this respect, as a trolley-wheel, such as now commonly constructed, may be employed to operate the said switches.

My improved trolley is especially advantageous, in that it insures a perfect contact at all times between the wheel and the trolleywire, by reason of the inclined rollers d, (1

forcing the wire against the wheel, and especially when the trolley-wheel is rounding a curve. So also the trolley-wheel is prevented from leaving the trolley-wire by means of the arms (1 d I claim- 7 p 7 1. In an electric railway system, the combination with a trolley-line or wire, and a branch trolley-wire, of a movable switch co-operating with said wires, an electro magnetic device actuated by the current from the trolley-wire to actuate said trolley-wire switch a fixed circuit terminal connected with said electromagnetic device, and a contact carried by the trolley arm, substantially as described.

2. In an electric railway system, the combination with a trolley-line or wire provided with a frog or switch, consisting of a main frame and a portion 0 movably supported on the I said frame, of a branch trolley-wire secured to the said main frame, an electro-magnetic device actuated by the current from the'trolley-wire to operate the movable portion or switch 0 a fixed circuit terminal connected with said electromagnetic device, and a contact carriedby the trolley arm, substantially as described.

3. The'combination with the trolley wheel, of side-arms whoseupper ends are arranged to extend over the trolley-wire and are movable toward and from each other, said arms carrying rollers at their ends.

4.. The combination with the trolley-wheel, of side-arms whose upper -ends are arranged v to extend over the trolley-wire and are movable toward and from each other, and rollers on the ends of said arms, the axes of said rollers being inclined, substantially as described.

5. A trolley comprising in its construction a trolley wheel, and inclined rollers at the top of said wheel and adapted to extend over the trolley-wire.

6. The herein described trolley, consisting of the trolley-pole, a shaft having bearings in the said arms apart, and a flexible connection joining the lower ends 'of the said stantially as described.

v7. The herein'described trolley, consisting of the trolley-pole, a shaft having bearings in the said pole, a trolley-wheel mounted on' said shaft, side arms d d pivotally mounted on the shaft to move in two directions, as described, and having inwardly'extended upper portions, frictional rollers or devices carried by the said inwardly extended portions, means to force the lower ends of the said arms apart, and a flexible connection joining the lower ends of the said arms, substantially as described.

8. The herein described trolley, consisting of the trolley-pole, a shaft having bearings in the said pole, a trolley-wheel mounted on said site sides of the said wheel, arms d d pivotally'mounted on said collars, a cylinder d on one arm, as d, a cylinder d on the arm 01 extended into the cylinder (1 a spring in the cylinder d acting to force the arms apart, a flexible connection joining said arms, and inwardly extended portions on the upper end of said arms, substantially as described.

9. The herein described trolley, consisting of the trolley-pole, a shaft having bearings in the said pole, a trolley-wheel mounted on said shaft, collars or hubs on saidshaft on opposite sides of the said wheel, arms (1 d pivotally mounted on said collars, a cylinder (1 on one arm, as d", a cylinder 01 on the arm d extended into the cylinder d aspring in the cylinder d acting to force the arms apart, a flexible connection joining said arms, in wardly extended portions on the upper end of said arms, and anti-friction devices carried by said arms, substantially as described.

10. In an electric railway system, the combination of a trolley-line or wire having a branch, and an electrically controlled mov able switch for said wire and branch, an elec trically propelled car, and a circuit-controller carried by the trolley arm and adapted to supply the car propelling current to the electro-magneticdevicescontrollingsaid switches, substantially as described.

11. A trolley consisting of a trolley-pole, a shaft having bearings in said pole, a trolleywheel mounted on said shaft, side arms having inwardly extended upper portions and rollers carried by said arms and arranged to bear on the trolley-wire, the axes of said rollers being inclined substantially as and for the purpose specified, said arms having contact pieces or conductors communicating with a circuit-controlling device carried by the car, substantially as described.

12. A trolley consisting of a trolley-pole, a

shaft having hearings in said pole, a trolleyname to this specification, in the presence of wheel mounted on said shaft, side arms havtwo subscribing witnesses, this 27th day of [0 ing inwardly extended upper portions and February, A. D. 1892. rollers carried by said arms and arranged to 5 bear on the trolley wire, the axes of said roll- FREDERICK PERRIN' ers being inclined, substantially as and for Witnesses: the purpose specified. C. F. BROWN,

In testimony whereof I have signed my A. D. HARRISON.

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