Improvements in the Distribution of Electricity over Electric Railways on the Series System.
Year: 1898

page_text: Date of Application, 19th Feb., 1898-Accepted, 4th June, 1898
COMPLETE SPECIFICATION.
Improvements in the Distribution of Electricity over Electric
Railways on the Series System.
I, MICHELANGELO CATTORI, Electrical Engineer, of Corso d'Italia Piazzale di
Porta Pinciana, Rome, Italy, 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 relates to improvements in the distribution of electricity on electric
railways such as described in the Specifications of my former Letters Patent
No. 6212 A.D. 1894 and No. 20529 A.D. 1895 and refers more particularly to some
improvements in certain details thereof.
Referring to the accompanying drawings forming a part of this specification,
characters of reference being used to indicate corresponding parts in all the
figures.
Fig. 1 is a diagram showing a railway or railway section upon which only one
train is intended to run at a time.
Fig. 2 is a diagram of a sectional railway constituting also an automatic block
system permitting the simultaneous running of as many trains as there are sections.
Fig. 3 shows the same arrangement as Fig. 2, with two trains upon the line.
Figs. 4, 5 and 6 are further diagrams illustrating the circuit through the car
and through the motors.
Fig. 7 shows a railway with two power stations, and Figs. 8, 8 and 9 illustrate
the construction of the railway at turn-outs.
In Fig. 1 1 indicates the dynamo or other generator of electricity, the poles of
which are connected respectively to opposite ends of the conductors 1-1 and 2-21,
the circuit being completed by the car V (through the motors) so that a current
is supplied only when the motors are connected with the circuit. The conduc-
tors 1-1 and 2-21 may be formed by the rails, the current being in that case
taken by the car wheels, or the rails may form one conductor only, the other
conductor being formed by a third rail, or by an overhead or underground wire,
with suitable contact devices upon the car. Similarly, the connection from the
dynamo to the conductors may be made in any suitable manner. When the rails are
used as conductors, it will be understood that all the rails forming part of the
same conductor must be well connected electrically, by wires, by welding, or by
other means.
The arrangement shown in Fig. 1 obviously allows only one motor car to be
used upon the line at a time, since two motor cars on the track would be arranged
in parallel, and the current would not be sufficient to operate them. This arrange-
ment will therefore be practical only for lines with no stations between terminals,
or at least for cases in which only one train will be upon the line at a time.
Where it is contemplated to run a number of trains or cars simultaneously,
I employ constructions such as shown in Figs. 2 to 9 of the drawings. In this
case the conductors which are adapted to be engaged by the contact devices on
the cars are divided into a series of sections whose length may be arbitrary, or

page_text: the sections may be made of a length equal to the distance between stations, thus
forming an automatic block-system, since as hereinbefore described, no more than
one motor car can be upon the same section at the same time.
As shown in Figs. 2, 3, 5 and 6 the conductors a, b and a¹, b¹ consist of the
sections a-1, 2-1, 21-111, 211-6 and a¹-3, 4-31, 41-311 and 4¹¹-6¹ respectively.
At 1 and 11 I have indicated terminal switches connected to the poles of the
generator D, the switch 1 being movable to connect the generator either with
the section a-1, or with the section a¹-3 and the switch 11 being similarly
adapted for connection with either b or b¹. These switches are generally operated
by hand. The ends of corresponding sections of different conductors, for instance
1 and 3, or 2 and 4 are opposite one another. Between adjacent sections, circuit
closers are arranged, operated either manually, or preferably by the cars. When
only one car is upon the line (Figs. 2, 5 and 6), the switches 1 and 11 are thrown
to opposite sides, and the circuit closers are so arranged that all gaps are closed
between each switch and that section of the conductor connected thereto upon
which the car V is at the time, all the other gaps being open. The circuit closers
are represented diagrammatically below the adjacent ends of the several sections,
thus in Fig. 2, the section ends 1 and 2, 1' and 21, 1 and 2 are electrically con-
nected by the circuit closers, while no connection exists between the ends 3 and 4,
3 and 4, or 3" and 4". The current therefore flows from the dynamo D to
terminal switch 1, section end a¹, motors of car V, section end 1, sections 2-1¹,
2-11, and 211 b, terminal switch 11 and back to dynamo D.
Each time a car passes over one of the gaps between adjacent conductor sections,
the position of the circuit closer at such gap is reversed, so that the sections previ-
ously connected at such gap are disconnected, and vice versa.
When it is desired to put a second car or train upon the line (after the first car
has left the terminal section from which it started), said second car V is placed
upon the terminal section a-1, a-3, and the switch 1 is reversed as shown in
Fig. 3. Before the reversal of the switch, the circuit was as follows.
D, 1, 3, 431, 41 motors of car V, 111, 211 b, 11, D.
With the parts in the position shown in Fig. 3, the circuit is.
D, 1, a, motors of car V1, 3, 4-31, 41 motors of car V, 11, 2-6, 11, D.
It will be noticed by comparison with Fig. 2, that the car V has reversed the
position of all the circuit closers over which it has passed, while the last circuit
closer at the right, which has not yet been reached by the car, still remains in
the original position. The reversal of the switch 1 may be readily effected auto-
matically by the car, and the switch 11 may be similarly operated each time a
car reaches the end of the line.
Fig. 4 illustrates the circuit as it is at the moment the car V1 passes or bridges
the gap at 1, 2, 3, 4. As shown, the position of the circuit closer at said gap has
again been reversed by the passage of the front axle of the car V¹, the section
ends 1, 2 being connected. The current coming from the dynamo D (through
switch 1 and section end a, Fig. 3) passes to the motors M M through both
section ends 1 and 2, and then off to the section 4-31, whence it returns to the
dynamo 11 through the same path as indicated upon Fig. 3, should the car V
still be upon the line.
If however, the car V has already proceeded to the end of the line, changing the
position of the terminal switch 11 as hereinbefore explained, the circuit will be
completed as shown in Fig. 5, that is from section. 4-31 to sections 41-311
and 4, switch 11 and dynamo D. Fig. 5 shows the car V1 entirely upon
the second section, but the electrical connections of the first and second sections
are the same as shown in Fig. 4. It will be observed that no sparking can occur
if the connection between the conductor ends 3 and 4 is broken after the first
axle of the car has passed on to the second section 2-1, 4-31.
Fig. 6 shows the arrangement of the circuit when the first car V has reached
the second section and before the second car V₁ has been placed on the first section.
The circuit is the same as described with reference to Fig. 5,

page_text: When the line is of such length as to require two or more power stations, I
construct the junction of the two systems of conductors as shown in Fig. 7.
So, S¹ are signals located at a suitable distance from the junction, and 01 0ª
are switches permanently connected with the generators D₁ 12 respectively. The
switch is adapted to connect the dynamo D₁ either with the section 1-a of
one conductor, or with the corresponding section 3-a¹ of the other conductor.
Similarly the switch 03 will effect connection with either the section 2-6 or
the section 4-b¹.
These switches are worked as follows.-
The motorman upon the car V, upon approaching the signal So will put the
motors out of circuit, allowing the car to be carried over the junction by its
impetus. As soon as the car has passed the signal So, the operator will throw
the switch O from connection with section end 1 (as shown) to connection with
the section end 3. This will short circuit the dynamo D through the con-
ductor a 3. When the car reaches the circuit of the dynamo D², the motorman
will put the motors into the circuit before he gets to the signal S', and as soon as
the car has passed said signal, the operator will change the position of the switch (2
so as to connect the dynamo D2 with the conductor section 4-6¹.
It will be understood that the terminal switches 1 and 11 are reversed either
automatically or by an operator, each time a car passes over them. The junction.
switches 01 02 also may be operated automatically by the cars.
Figs. 8, 8 and 9 show the arrangement of conductors and connections at
switches, sidings and the like. A, A¹ are the portions of the main line adjacent
to the turn out S. The switch tongues (see 9 and 10 in Fig. 8 adjacent to the
cars V, V) when open must not be in connection with the adjacent conductor
sections. Thus when the rails are used as conductors, and the ordinary switch
tongues as switches for the electric current (as shown), it is necessary either to
insulate the tongue or the rail from its supports, or to mount them on separate
supports insulated from each other. When the switch tongue engages the con-
ductor, it should be in good electrical contact therewith, this may be secured by
placing copper strips on the engaging faces of the tongue and rail, or by providing
suitable devices for pressing the tongue firmly against the rail. The turn-out
proper has four conductor sections two of which (one at each end) are permanently
connected at each end to the switch tongues. In case these conductor sections
are formed by the rails, the continuity of the conductor at the frogs a² is preserved
by the use of wire loops as shown. The frogs a² are insulated, so as to avoid
short circuiting, and their length is less than the distance between the car axles,
so that one car axle will always be in proper position to take the current. The
conductor sections of the turn-out are separated from the adjacent conductor
sections of the main line by gaps as indicated, and all the (six) section ends at
the switching point, except one of the switch tongues connected to one of the
turn-out conductors, are connected to a switch device such as indicated diagram-
matically at C in Figs. 8 and 9. In the position indicated in Fig. 8, the circuit
is broken between the ends 1 and 2, also between the ends 7 and 8, while the
ends 3 and 4 and 5 and 6 are in electrical connection with each other, as are also
the sections connected to the switch tongues 9 and 10. It follows that the current
takes the path indicated by the heavy lines, viz. positive pole, (section 5) through
motors of car V to other conductor (section 1) of main line, switch tongue in
contact therewith one of the inner conductors on turn-out, switch tongue 9,
contact pieces 9 and 10 of switch device C switch tongue 10, other inner conductor
on turn-out section 8 of main line, motors of car VI, section of main line, negative
pole. Each car can therefore enter upon that track of the turn-out which is
to the left in the direction the car is travelling. Of course the connections
might readily be so arranged that cars would take the right hand track of the
turn-out. The car will thus proceed on to the section 2-3, and the car V
on to the section 6-7, but on account of the gaps at 1-2 and 7-8, the cars
will not be able to leave the turn-out until the position of the commutator C and

page_text: of the switch tongues have been changed as indicated in Fig. 9. This may be
effected by moving a section carrying the contact pieces 2, 4, 6, 8, 10 relatively
to the stationary contact pieces 1, 3, 5, 7, 9 or vice-versa. The path of the current
will be clear from Fig. 9, viz. positive pole, one of conductors on section A,
switch tongue 10, turn-out conductor, motors of car V₁, other turn-out conductor
on same track, sections 3 and 6 of commutator C, conductors on other branch of
turn-out and motors of V, switch tongue 9, one of conductors on section A¹ and
negative pole.
The commutator C will preferably be actuated by an attendant, although it
might be arranged to be actuated by the cars.
If the rail switch tongues do not form a part of the circuit (that is, if the con-
ductors are separated from the rails), they may be moved simultaneously or suc-
cessively, as their movement does not affect the circuit, and the commutator is
operated after the rail switch tongues have been thrown over to the new position.
When, however, the rail switch tongues are included in the circuit, as shown, it
is obviously necessary that at the moment the switch tongues are thrown over,
the continuity of the circuit should be preserved, so that current may be supplied
to cars on other sections of the line. This is effected in the following manner:-
When (with the commutator in the position illustrated by Fig. 8) the cars V
and V have proceeded to the position shown in Fig. 9, the commutator is first
shifted to a position (see Fig. 84) between the two positions shown. In this inter-
mediate position, the following sections or contact pieces of the commutator will
be in contact with each other viz. 1 with 2, 3 with 4, 5 with 6, 7 with 8, and
9 with 10. The turn-out will thus be short circuited as follows,-positive pole,
section A-5, sections 5-6 of commutator, 6-7 of turn-out conductor, 7-8 of
commutator, section of A¹ which is connected to 8, switch tongue in contact with
said section of A¹ (Fig. 8), turn-out conductor of other branch, to switch tongue 10,
sections 10-9 of commutator, switch tongue 9, turn-out conductor section con-
nected thereto, switch tongue at other end of said turn-out conductor sections,
(which tongue is in contact with conductor sections at A, commutator sections 1-2,
turn-out conductor section-2-3 commutator sections 3-4, conductor section 4-A¹
and negative pole. Cars on other parts of the line may therefore continue to
run while the cars V V₁ are on the turn-out. The commutator being in this inter-
mediate position, the switch tongues at both ends of the turn-out are thrown.
over to the position shown in Fig. 9. The circuit will then still be continuous,
viz.
Positive pole, section A-5, switch tongue 10, commutator sections 10-9, section
9-A of main conductor, and negative pole.
Finally the short circuit will be broken by shifting the commutator into the
position shown in Fig. 9.
In regard to the cars, I will say that their construction obviously will depend
upon the kind of conductors used, whether two rails only, or two rails with a
third conductor, or underground or overhead wires.
The general construction of electric cars for such arrangements is well known.
Thus when the rails are used as the two conductors, and the current is taken
therefrom by the tyres of the wheels, the wheels on the same axle should be insu-
lated from each other, this may be achieved, for instance, by mounting conducting
tyres on a wheel body made of insulating material or by interposing an insulating
collar between the axle and the wheel. One pole of the motor will be connected
to the wheel tyres on one side of the car, so that the current may be taken either
at the front end or at the rear end, or at both as it normally is, similarly, the wheels
on the other side will be connected to the other pole of the motor (see Fig. 4).
When both rails serve as one conductor, or at least when one of the conductors
is formed by a third rail, or an overhead or underground wire, it obviously is
unnecessary to insulate the car wheels of one side from those of the other side.
At stations or terminals, sidings or other tracks may be provided, deriving

page_text: the necessary current either from the main circuit, or from separate generators,
or arranged in any other suitable manner.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is:-
(1) An electric railway, provided with two substantially parallel sectional
conductors, switches whereby each section of a conductor may be connected to
the adjoining section of the same conductor, or disconnected therefrom, and
terminal switches connected to the respective poles of the generator and each
arranged to connect one of said poles with the terminal section of either conductor
at one end of the line circuit, substantially as described.
(2) An electric railway, provided with two substantially parallel sectional con-
ductors, arranged in two circuits, an independent generator included in each
circuit, terminal switches whereby one pole of each generator may be connected
with the corresponding terminal of either conductor of the same circuit, and
junction switches whereby the other pole of each generator may be connected
with the other end of either conductor of the same circuit substantially as described.
(3) A turn-out or switch for electric railways comprising parallel conductor
sections on the main line at each end of the turn-out two substantially parallel
conductor sections for each branch or track of the turn-out, switch arms per-
manently connected to each end of one of the conductor sections on each branch
of the turn-out, said switch arms being adapted for connection with the adjacent
sections of the main line conductors, and a commutator having connections with
the adjacent spaced ends of the main conductor and turn-out conductor sections,
also connections with one switch arm at one end of the turn-out, and with that
switch arm at the other end of the turn-out which is connected to a different turn-
out conductor from the first named switch arm, said commutator being so con-
structed that in one position thereof, the following parts will be electrically
connected:
First, the two switch arms above mentioned, with each other;
Second one of the main line conductor sections, with the adjacent turn-out
conductor section; and
Third, the main line conductor section at the other end of the turn-out; and
on the opposite side of the line to the first mentioned main line conductor
section with the adjacent conductor section on the other branch of the
turn-out; while, with the commutator in its other end position the following
parts will be electrically connected;
First, one end of the turn-out conductor section not connected through
the commutator in the first position thereof with the adjacent main-
line section;
Second, the other end of the same turn-out conductor section with the
opposite end of that conductor section on the other branch of the turn-
out which was not connected through the commutator in the first
position thereof; and
Third, the other end of the last mentioned turn-out conductor section
with the main line conductor section adjoining thereto, substantially
as described.
(4) A turn-out or switch for electric railways comprising parallel conductor
sections on the main line at each end of the turn-out two substantially parallel
conductor sections for each branch or track of the turn-out, switch arms per-
manently connected to each end of one of the conductor sections on each branch
of the turn-out, said switch arms being adapted for connection with the adjacent
section of the main line conductors, and a commutator having connections with
the adjacent spaced ends of the main conductor and turn-out conductor sections,
also connections with one switch arm at one end of the turn-out and with that
switch arm at the other end of the turn-out which is connected to a different turn-

page_text: t conductor from the first named. switch arm, said. commutator being so. con-
ucted that in one position thereof the following parts will be electrically
nected:
First, the two switch arms above mentioned, with each other;
Second, one of the main line conductor sections, with adjacent turn-out con-
ductor section; and
Third, the main line conductor section at the other end of the turn-out, and
on the opposite side of the line to the first mentioned main line conductor
section, with the adjacent conductor section of the other branch of. the turn-
out; while with the commutator in its other end position, the following
parts will be electrically connected:
First, one end of a turn-out conductor section mot connected through
the commutator in the first position thereof, with the adjacent main
line sections:
Second, the other end of the same turn-out conductor section with the.
opposite end of that conductor section of the other branch of the turn-
out which was not connected through the commutator in the first.
position thereof, and
Third, the other end of the last mentioned turn-out conductor section,
with the main line conductor section adjoining thereto, 'the commu-
tator being also constructed to take an intermediate position in which
it effects simultaneously all the connections set forth with reference
to its other two positions, substantially as described.
5) Iniprovements in the distribution of electricity on electric railways, sub-
tially as described with reference to the accompanying drawings.
Dated this 18th day of February 1808
GEO. H. RAYNER,
37, Chancery Lane, London, Agent for the Applicant.
GEO. H. RAYNER,
37, Chancery Lane, London, Agent for the Applicant.