Improvements in Electric Railway Systems.
Year: 1897

page_text: Date of Application, 29th July, 1897-Accepted, 9th Apr., 1898
COMPLETE SPECIFICATION.
Improvements in Electric Railway Systems.
I, JOHN MCLEOD MURPHY, of Torrington, in the County of Clearfield, and State
of Connecticut, United States of America, Electrician, 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 that class of electric railway systems in which a third or
contact rail is employed, formed of sections disconnected or insulated from each
other, through which the current from the main line is shunted from one section to'
the other by means of electro magnetic devices operated by electric generating
means upon the car.
This invention primarily seeks to provide a system of this character in which the
main or track rails (which form the negative poles for the main or power house
circuit and which are bonded in the ordinary manner) the central or power rail
and the sub or energizing rails are so arranged relatively, when the system is used
as a surface road to produce, practically, a five rail system, in which the switch
mechanism and energizing means for operating the same are of such nature that
the switch, when once set by the sub or energizing electric means will be held posi-
tively to its adjusted position by the action of the main line current so long as the
car remains on such track section made live by the action of the switch, whereby
the danger of the switch leaving its set position, incident to a jumping action of
the brush or trolley or the energizing rails, or the breaking of the current in such
energizing rails and magnets by the jumping action of the energizing trolleys is
absolutely overcome as soon as the switch is once set by the magnetic switch
shunting means.
Another and very essential object of this invention is to provide switch devices
for shunting the main line circuit from one rail section to the other, operated either
by direct action of the passing car body, or by electro magnetic devices operated by
an electric source carried by the car, which will make or break the main line
circuits to the different main line sections positively withing arcing, whereby to
maintain a uniform current in the main line, and avoiding danger of electrolysis on
the switch contacting member which occurs in all switch devices in which the
slightest sparking or arcing occurs in the making or breaking of the circuit.
Another object of this invention is to provide a system of this kind having the
energizing, main and the third or power rail so arranged that a single supporting
means for the central trolley and the side or energizing contacts will carry the said
contacts and trolley in a uniform relation to follow the curvatures in the trackway.
Furthermore, this invention seeks to produce a system of electro magnetically
set switch devices adapted to be maintained at their set position by the main
current of a very simple but stable construction which will positively serve for
their intended purposes whereby the current will be positively shut off from one
section as it is shunted to the next forward section and whereby a regular and con-
stant current is maintained in the section over which the car is passing and over no
other.

page_text: With various other minor objects in view which will hereinafter be referred to,
the invention consists in a railway system embodying the novel construction, com-
bination and arrangement of parts such as will be first described in detail and then
be specifically pointed out in the appended claims, reference being had to the
accompanying drawing in which:
Fig. 1 is a diagrammatic plan view of my improved electric railway system.
Fig. 2 is a similar view on an enlarged scale illustrating one full section, the car
being shown in dotted lines, in position to charge the sub or energizing rails, the
magnet operating switch being shown moved to place the third or contact rail of
the section on which the car stands, in electrical connection with the main or
feed wire.
Fig. 3 is an enlarged plan view of one of the switch devices.
Fig. 4 is an end view of the same as seen from the direction indicated by the
arrow.
(F
Fig. 5 is a detail perspective view of one of the compound switch clutches.
Fig. 6 illustrates the switch head in engagement with one of the compound
clutches.
Fig. 7 is a view illustrating the switch head as it leaves such clutches, and illus-
trating the contacting position of the clutch jaws before the said head is freed from
contact therewith.
Fig. 8 is a diagram illustrating the storage batteries, the motor and the light
circuits.
Fig. 9 is a detail of a portion of a car body illustrating the ar
arrangement of the
trolley and the energizer rail brushes.
Fig. 10 is a detail view of the butt end of one of the switch levers.
Fig. 11 is a cross section taken on the line 1-1 of Fig. 1.
When my improvement is used as a surface railway system the main rails 1, 1
and the energizer or sub rails 2, are disposed in close relation to each other as
shown in Fig. 1 but insulated from each other, while the third or contact rail 3;
is disposed centrally of the tracks 1, 1, but elevated slightly above the same, the
whole set of tracks being preferably embedded in a foundation of concrete and
asphaltum so as to afford a protection for the rails against heavy traffic, it being
obvious that by arranging the main and the sub rails, 1, 2, in close relation their
upper faces with the filling therebetween forms a wide bearing or tread for the main
rail, and in consequence affords additional protection thereto against displacement
by the passage of heavy vehicles.
As will be seen from Fig. 1, the main rails are joined by suitable electrical bond
ties, 4, while the sub rails, 2, as is the third or power rail, 3, are made sectional,
the power rail sections being separated a greater distance than the sub rails for a
purpose presently explained.
.
Each sub or energizing rail section, 2, at each end is connected with a pair of
electro-magnets, two pairs of which are employed at each switch section, 6, one of
which is disposed at each break of the third and energizing rails.
These sub rails have each a guide groove, 2ª, the purpose of which will herein-
after appear, and such rails receive their energy from a source of power carried on
the passing car which may be in the nature of storage batteries, 7, as shown; from
which the power is transmitted through the brushes, 28, the detailed construction
of which will also hereinafter appear.
41
+ It
The peculiar construction of the switch mechanism for shunting the current
from the main feed wire, 9, successively to the several contact rail sections forms
an essential feature of this invention. This mechanism, which is most clearly
shown in Figs. 3 and 4, comprises a suitable base, 10, on which the double pair of
magnets, 5, 5, are mounted, with their armature arms facing each other.
1
At the end adjacent the feed wire, 9, the base has a binding post, 11, 'with which
the lateral, 9, from the main line connects, and which is electrically connected by
means of a plate, 12, with a pair of oppositely disposed clutch members, 13, consist-
ing each of a jaw, 13, fixedly held on the posts, 13b, and a hinged jaw, 13°, which
normally is held in contact with its mate by the spring, 13ª.

page_text: Disposed adjacent and to the rear of each of the, posts, -13b, is another post; 14,
which extends up above such posts, 13b, and have clutch jaws, 14, 14°, extended in
a vertical plane over the jaws, 13, 13°, and constructed in substantially the same
manner, the jaws, 14, 14°, having a hinge and spring connection so that they will
be held normally in contact.
Each pair of clutch members, 13 and 14, act in conjunction, so as to provide,. as
it were, compound clutch devices, and each pair of jaws of each clutch device have
their outer ends made <shaped as at 13, 14°, so as to produce. a knife contact
for the double tapering contacting head; 16, of the switch lever, 16.
0 head, 16, it will be noticed is of such a height as to take in both the upper and the
This
lower clutches and connect them electrically when swung into contact therewith.
By referring, now more particularly to Fig. 7, it will be observed the contacting
portions of the jaws and the head, 16, are relatively of such shape that as the
head leaves the said jaws, it will positively remain in contact therewith, after the
jaws close on each other, and thereby. short circuit the current should any remain
by an incomplete breaking of the current from the live center rail section as the
last trolley wheel leaves it to pass over the insulated portion between the last rail
section and the next succeeding section. Thus a construction is provided which
will positively prevent arcing of the head, 16%, as it leaves the clutch jaws, even
should such head leave the clutch, 14ª, before the current from the last live section
is fully broken, it being manifest that a complete breaking of the current renders
the clutch non-electric; thus absolutely overcoming any danger of arcing at the
separation of the head, 16, from such clutches.
5
So far as described, it will be seen the contact maker and breaker is practically a
non-arcing switch.
The switch, 16, is fulcrumed at 4ª on a pivot pin, 17, and has an armature
block, 16°, which is adapted to be alternately brought into contact with either pair
of magnets.
To hold the said switch, 16, normally at a point midway the magnets and out of
electric connection with either one of the compound clutch jaws, the rear or butt end
is extended and provided with roller bearings, 40, which are engaged by spring
plate, 18, detachably held in the upper socket ends of post, 198, the tension of the
spring being such as to bear directly against the butt end of the switch to hold it
projected at right angles thereto.
+
Each post, 14, is electrically connected with the adjacent set of electro-magnets
from which the main current passes to binding posts, 20, which in turn are electric-
ally connected with the third or contact rail, as clearly shown in Fig. 1. Adjacent
each pair of magnets is a pair of binding posts, 21, 21, to which connect the nega-
tive and positive circuits, 21, 21b, which connect with the magnets, 5, and which
also connect with the sub or energizing circuit rails, 2, 2.
So far, as described, it will be seen that the magnets, 5, 5; are connected with
the sub circuits which are energized by the electrical energy carried on the car and
also with the main lateral feed wires; through the medium of the clutch jaws when
closed by the switch head, 16°.
This arrangement of parts forms an important feature of this invention, in that
the switch head will be held in its adjusted or contacting position by the main or
feed wire circuit after it has been shifted by the sub or electro-magnetic circuit
energized from the passing car, thereby overcoming any danger of the switch
vibrating or leaving its contacting position, which would occur were the switch
held to its position by the energizing of the magnets from the electric source upon
he car, as the brushes or contacts engaging the energizing rails frequently jump
r rise up above the said rails, especially when snow, ice or dirt covers such rails
any point intermediate its ends.
t
t
Furthermore, by this arrangement but a minimum amount of the stored up
nergy on the car would be used to charge the magnets, only enough being used-to
hift the switch lever, as the same will be held to its shifted position by the main or
eed circuit which passes through the magnets to the third rail, it being manifest

page_text: that the bulk of the storage battery power on the car body can be utilized to main-
tain the lighting circuit as the car passes from one rail section to the other.
As before stated, the third or power rails is disconnected a distance greater than
the separation of the energizing rails, the purpose of which is to provide an ample
time for the magnets to become energized after the rearward trolley wheel has 5
left its contact rail.
To provide a simple and effective means for keeping the central trolley and the
energizer rail brushes in a proper relative position, such trolley and brush devices
are arranged in the manner most clearly shown in Fig. 9, by reference to which it
will be seen a transverse beam, 25, is secured to the car body on which is held a
central casting, 26, insulated therefrom, but having vertical movement thereon so
as to compensate for irregularities in the road bed. To provide for a uniform shift-
ing of the control trolley, 27, and the energizer rail brushes, 28, such trolley (which
has a double set of contact wheels, 28, 28", to straddle the separated ends of the
center rail) and the brushes have their supporting castings connected, but insulated
from each other, and mounted on the beam, 25, to move in unison longitudinally
'thereon, so as to keep on the curved sections of the trackway, the flange portions of
the brushes engaging the grooves in the energizing rails as shown.
The storage batteries in the car, which in practice are kept charged by a suitable
dynamo operated from the car drive gear, are connected with the lighting circuit
in the ordinary manner so as to maintain the lights as the main circuit is broken.
Each switch mechanism in practice is held in a suitable housing hermetically
sealed; such housing, however, having suitable removable cap plates whereby ready
access to the switch mechanism may be had.
From the foregoing description taken in connection with the accompanying
drawings, it will be readily seen that, as the car approaches section, X, of the main
line, the brushes will first engage the energizing rail of the next section,
sweep the lever over to the magnets, 5, 5, connected with such next section, and
instantly charge the rail of such section, the current passing through such
magnets, 5, and thereby charging them, irrespective of the sub current from the
car, the switch being held to its shifted position during the time the last trolley
wheel on the car remains on the charged central rail.
To make water-tight connection the several wires are conjoined to the rails in
the manner clearly shown in Fig. 11, from which it will be seen the connection con-
sists of a union nut, 35, having an externally threaded shank, 36, adapted to screw
into the rail, and an externally threaded annular rim, 37, to receive a non-conduct-
ing hood or cap member, 38. The nut, 35, also has a central aperture having a left
thread, and an exterior non-circular nut portion, 38°. In practice the end of the
wire is partly threaded into the nut, 35. The nut is then screwed home into
the rail, and the wire at the same time being drawn up into the nut, after which the
non-electric hood is screwed on, the whole making a practical water-tight
connection.
Among the many advantages of my system may be mentioned the non-arcing
action of the switch mechanism, and utilizing the main circuit for holding the
switch lever to complete the lateral connection between the contact or third rail
and the main feed wire by the energy of such wire, reducing the action of the sub or
car circuit to a mere shifting of the lever.
Another advantage of my invention is that the shifting action is rendered posi-
tive and uniform without the least waste of energy.
While I have shown my improvements especially adapted for use as a surface
system, it is obvious that with a slight modification of parts the same may also be
used as an overhead system.
While I have shown my non-arcing switch devices as set by electro-magnetic
means, I desire it understood that the non-arcing devices may be used with a
switch arm adapted to be shunted by a direct impact with some fixed parts of the
car or otherwise.
I also desire it understood that in the practical construction of this system

page_text: various modifications and charges in details of construction may be made, without
departing from the scope of the appended claims.
In practice the energizing or sub circuit is connected with the controller operated
by the motor man, so that the same can be cut out whenever desired.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what I
claim is:-
1. An electric railway system comprising a sectional power or contact rail, a
main feed wire having laterals connected with the sectional rail, switch devices in
the lateral circuits, held to their set position by the main line circuit, said switch
devices being set to their adjusted positions by means held on the passing car, as
specified.
2. In a shunting system for electric railways, the combination of the sectional
conductor rail and the feed wire having laterals connected with the sections of such
rail, of switch devices connected with each pair of laterals, electro magnets for
operating the switch devices held in electrical connection with the main laterals,
and sub or energizing circuits for imparting an initial energy to the magnets
whereby to shift the switch devices to bring the feed wire and the conductor rail
section and the magnets into direct electrical connection with the main feed wire,
as specified
3. In an electric railway system having a central sectional contact rail, and
switch devices for successively bringing such sections into electric connection with
the main or feed wire, electro magnets having each contacting rails and a source of
electrical energy carried on the car having contacts adapted to engage such local
circuit rails, as set forth.
4. In an electric railway system of the kind described, electro magnetic main
switch devices, sub switch devices in the feed wire laterals, connected with
the magnets and adapted to bring such magnets into electrical connection with the
main or feed wire when the main switch devices are brought into contact with the
sub switches, and means carried on the car body for setting the main switch
devices as the car passes from one conductor rail section to the other, whereby the
magnets will become energized from the main feed wire and the main switch held
to its set position, as set forth.
5. In an electric railway system, a main current, a car, a source of electricity
thereon, a motor on the car, a sectional contact rail, electrical connections joining
the said rail with the main circuit, switches in such circuits normally held open,
electro-magnets for operating the switches, each having a local circuit arranged
adjacent the conductor rail, contacts on the car to engage the conductor rail and
the magnet operating circuit, the local circuit trolley contact being electrically
connected with the electrical source on the car, as specified.
6. In an improved electric railway system, a car a motor, a sectional conductor
rail, a main circuit having laterals connecting with the conductor sections provided
with switches held normally open, an independent local circuit for each conductor
rail section, electro magnets held in such circuits, said circuits having conductor
rails adjacent the main rails, contacts carried by the car arranged for contact with
such conductor rails and the electrical source carried in the car connected with the
said trolley, as specified.
7. In an electric system as described, the combination with the electrically con-
nected rails, the main circuit, and the sectional conductor arranged between the
main rails, laterals connected to each end of each conductor section, a pivoted switch
in each of said laterals, and armature plates secured thereon, of an independent local'
circuit for each contact section, said circuit having rails arranged one at each side
of the center or contact rail, and extended to a point beyond the break in the said
contact rails, a magnet at each end of such local circuit arranged in close relation
to the switch armature plates, the car, a battery thereon having contacts to engage
the rails in the local circuit whereby to energize such circuit and thereby place each

page_text: end of the contact rail section in electrical connection with the main circuit,' as
specified.
8. In an electric railway system having a sectional conductor rail and a main
feed wire having laterals connected to such sectional rail, of switch mechanism in
such laterals consisting of a vibrating lever, electro magnets for swinging the lever
in reverse directions, local circuit energized by electric source carried on the passing
car for imparting an initial energy to the magnets, whereby to swing the lever,
said magnets being in the main line laterals, and supplemental switch devices
in such laterals, closed by engagement with the vibrating lever, whereby to charge
the magnets from the main feed wire, substantially as shown and described.
9. In a system as described, a switch mechanism for shunting the main circuit
from one conductor section to the other, said mechanism comprising electro
magnets, a vibrating switch lever operated by such magnets when energized being
in the main line laterals subs or clutch switches in such laterals normally held open
and adapted to be closed by engagement with the vibrating lever, and thereby feed
the magnets and the conductor rail from the main line, substantially as shown and
described.
10. An electric railway system comprising a main sectional conductor rail, à
main feed wire having laterals connected to each of the conductor rail sections, a
switch mechanism in such laterals having electro magnets and a vibrating lever for
closing the said switch mechanism whereby to energize the magnets and rail
sections from the main feed wire and sub circuits connected with the magnets
energized by an electric source on the car arranged as the car passes from one
section to the other to convey an initial energy to the magnets and throw the switch
lever to bring the magnets and contact rails into direct connection with the main
wire, as specified.
11. In an electric railway system as specified, a switch mechanism for shunting
the power circuit from one conductor section to the other consisting of a vibrating
armature lever, a pair of magnets at each side of the lever, said lever having a
double contacting head, said magnets having a part of their coils composed of the
main line feed laterals, and a part formed of local circuits, energized by an electric
energy carried on the car and having contacts to engage such local circuits and
switches in the said main line laterals normally open and adapted to be closed by
the vibrating lever, substantially as shown and described.
12. In an electric railway system of the kind described, a switch mechanism com-
prising the magnets, the pivoted armature lever having a double contact head, the
main feed wire, the clutch members 13 electrically connected with each other and
with the main feed wire, the clutches electrically connected with the magnets and
adapted to be brought into electrical connection with the clutch members 13 when
the lever is swung over, and supplemental electrical means for imparting an initial
energy to the magnets governed by the passing car, as shown and for the purposes
described.
13. In an electric railway system having a sectional conductor rail, a main feed
wire having laterals connecting with the conductor rail section, and laterals having
a switch device consisting of a lower clutch formed of hinged jaws normally held in
contact and an upper clutch having similar jaws held in alignment with the lower
jaws, and a vibrating lever having a head adapted to extend between the two sets
of jaws and close the electric circuit in the feed wire lateral, said jaws having their
contact faces so arranged as to close in against each other before the lever head
breaks contact therewith, as the circuit is broken in the lateral, and means for shift-
ing the lever to engage such clutch members, for the purposes specified.
14. In an electric railway system as specified, the combination with the magnets,
the main line laterals connected therewith, each having a normally open switch,
an armature lever hinged between the magnets having a flat bearing or butt end,
a tension plate engaging such end to normally hold the armature lever midway the
magnets, said lever having a double contact head whereby to engage the switch in
either lateral, and local circuit operated by electric energy on the car body for

page_text: imparting an initial energy to the magnets to shift the lever to contacting position
as specified.
15. In an electric railway system as described, the combination with the main
rails, the contact or sectional rail and the car having a transverse supporting beam,
of the energizing rails held adjacent the main rails and having grooves the double
contact rail trolley having vertical and longitudinal movement on the supporting
beam, and the energizing rail brushes having flanges to engage the grooves in the
said energizing rails, said brushes having a vertical and endwise movement on the
beam, and non electrically connected with the trolley frame, whereby such trolley
and the brushes will move endwise on the beam in unison, substantially as shown
and for the purposes specified.
Doted this 20th day of T..1.. 1007
BOULT & WADE,
Agents for the Applicant.