Improvements in or appertaining to Electric Railway Systems.
Year: 1890

page_text: Date of Application, 19th Aug., 1890-Accepted. 13th Dec., 1890
COMPLETE SPECIFICATION.
Improvements in or appertaining to Electric Railway Systems.
I, CHARLES JOSEPH VAN DEPOELE of 502 Essex Street, Lynn, State of
Massachusetts, 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 :-
This invention relates to improvements in electric railways and it comprises an
entirely novel plan of distributing the current to be employed in operating the
propelling motors upon the cars thereof.
The invention includes means for regulating and controlling the speed and power
of all the motors upon an entire train without the use of separate current con-
suming resistances for each motor, the regulation affecting either the intensity or
the electro motive force of the current supplied to all the motors upon a train.
The principal features of the invention comprise supply conductors extending along
the line of the railway from a suitable source of current, travelling contact devices
moving with the train and connected with current transforming or modifying
devices upon what is called the motor car, which devices serve to control the
electro motive force or the intensity of the secondary current and to supply the
same to a local circuit or circuits moving with the vehicles composing the train,
in which said circuits the propelling motors are connected, and all affected by the
character of the current supplied to the local or train circuit from the transforming
or modifying devices carried by the motor car.
Where a line of railway is of great length, it may be essential to commercial
efficiency that the supply current be transmitted as of relatively high potential,
say 1000 volts, in which event the converter upon the motor car is arranged to reduce
the potential to say 200 volts, more or less, before the same is transmitted to the local
or train circuit from which the propelling motors are supplied. Obviously, however,
the function of controlling the electro motive force of the said current remains,
whether or not the potential be reduced by the converter. So completely is the.
current in the local circuit controlled by the converter, that the electro motive force
of the current in the train circuit can be regulated as desired, or in the case of series
distribution, the current, instead of the electro motive force, can be varied at will.
A paramount objection to the employment of a number of separated motors upon a
train has been the extreme difficulty of giving to each motor the proper attention.
By the present invention, however, any desired number of cars provided with electric
motors may be connected together and operated as a train.
It will further be understood that the train need not necessarily be composed
entirely of self-propelling cars, as ordinary passenger cars may be sandwiched in
between the cars having motors, according to the power of the said motors, the
grades to be surmounted, and the speed desired. Each car of the train is provided
with conductors and couplings at the extremities thereof, whereby all the conductors
of the train may be coupled together to form a local circuit travelling therewith.
Any kind of motor may be employed in connection with this improved system, it
being only necessary to provide the motor car with transforming or modifying devices
capable of giving currents in the local circuit suited to the particular kind of motors
connected therein.
The invention will now be described with reference to the accompanying drawings,
be various figures of which will be hereinafter described.
Figures 1 and 2 refer to a form of the system in which continuous high tension
current is supplied by the line conductor, said current being converted upon the
notor car into a similarly continuous current of lower tension and supplied therefrom
o the local circuit..

page_text: As shown in these drawings, A, is the motor car, and B is the first car of the train,
the car B being mechanically connected to the car A by the usual couplings. The
cars A and B are each, provided with motors (, D, which may be of the ordinary
continuous current type and as indicated, do not differ materially from the propelling
mechanism used for the propulsion of street railway cars. This is, however, only
shown by way of illustration, the particular form or number of motors supplied to each
car forming no part of the invention.
The motor car A, in addition to propelling motors C, D, is also provided with
current collecting devices which, as here shown, comprise an upward pressure trolley
arm E, provided with contact shoes e, engaging a bare suspended conductor P, which,
as shown, constitutes one side of the supply circuit.
a,
The track rails N, are in the present instance electrically connected to form the
return side of the main supply circuit, the current being led therethrough through the
wheels
a², moving upon said rails or through suitable contact blocks or brushes also
moving upon said rails and provided for the purpose of insuring a better contact
therewith. The current collected by the travelling contacts e e, is carried by a suitable
connection extending along the trolley arm E, said connection terminating at and
being attached to a switch lever F, which is pivoted in operative relation to the
terminals of a resistance G. From the resistance G, the main supply current passes
by conductor f, to one member 9, of a two-way switch. The switch lever g, is
capable of two positions, one in contact with the terminal ', the other with
terminal. The second switch lever g', is also capable of two operative positions,
namely, in, contact with the terminal 2, as seen, or with the terminal 3. H,
indicates a motor generator which, as herein shown, comprises an annular exterior field
magnet I mounted upon a suitable base h, and formed of any desired number of
coils I, of magnetising conductor wound upon suitable cores, and alternating with
polar extensions I'. Within the field magnet are rotatively mounted two armatures J
and K sustained upon the same shaft. The armatures are of any desired continuous
current type, but are wound for different current effects. The said armatures should
be about equal in size, one armature J, is to be wound to receive the supply current
and to be operated thereby as a motor. The said armature is provided with a
commutator, upon which bear positive and negative commutator brushes which, as
here indicated, are connected, the positive by conductors 1 and 2, to terminals ƒ¹‚ƒ³,
of the switch, and the negative by conductor 3, to the switch terminal f².
The field magnet circuits of the motor-generator start from the switch lever g',
extending by conductor 4 to one terminal of said circuit after traversing which the
current issues by conductor 5, which is connected to the axle or other metallic part in
connection with the wheel a through which it reaches the track N.
All the train motors being started and stopped from a single point, it remains but
to provide means for reversing the direction of rotation thereof in order to place them
entirely under the control of the operator in charge of the motor car.
The motors
may be reversed in many different ways, but one form only has been illustrated, the
same being seen in Figure 2. In said figure, the main positive and negative
conductors L are seen extending from the generative part of the motor generator,
and between said conductors the field magnet coils M, of a number of motors C¹, C²,
C3, C4, representing the motors of a train of cars, are connected by branch con-
ductors m m. The armatures 0 of the several motors, though supplied with current
from the same source, are connected thereto in a somewhat different manner. A set
of auxiliary, circuit conductors P¹ N' are connected to the main conductors L 1, or to
the commutator brushes of the generator-armature K, through a reversing switch Q,
and the armatures 0 of the motors C, C2, C3, C4 are connected in multiple arc
between the said conductors P', N', by branch conductors p n, extending between said
conductors and the commutator brushes thereof.
It will be understood that, by means of the reversing switch Q, the current can be
made to flow in the armatures of the said motors in either direction with respect to
that in the field magnets thereof, and the motors be thereby reversed at will.
In Figure 1, the general course of the conductors of the local circuit is indicated,

page_text: and connections between said circuit and the motors CD are not shown, the same
being fully shown in Figure 2, and the positions of the motors CD precluding clear
illustration of the connections in Figure 1.
Figures 3 and 3ª illustrate a form of the invention in which a high tension
alternating current is taken from the supply conductors P N by a duplex contact
device provided with rubbing shoes e e', each set of shoes carefully insulated from 'the
other. The contact devices are carried upon a trolley pole Ei, by which also the
conductors 36 are carried. The conductors 3 extend to the working circuits of
the motor car. It must be understood that a complete metallic supply circuit may
be used in every instance, or a single supply conductor with the track as a return, as
preferred.
The cars A B are mounted upon carrying wheels a a', which move upon the
track N. Care motors carried by the cars A B', and have their armature shafts
mechanically connected to the axles of the carrying wheels for imparting movement
thereto.
The motors are of the alternate current type, and operated by a difference in phase
between the field magnet and armature systems. Any form of alternate or 'dis-
continuous current motor might be substituted in the train circuit, although it is
preferable to use those of the type referred to.
The apparatus for transforming or modifying the supply of current for use in the
local train circuits is carried upon the motor car A'. As here shown, the converter
system is duplex, this being one of the methods of providing currents in separate
circuits; said currents being displaced in phase. As previously stated, however, the
invention is not limited to the particular arrangement herein referred to.
The transformer D' is provided with a primary coil d which is connected to the
supply conductors P N, through conductors 12, which connect with the con-
ductors carried by the trolley arm and establishing electrical connection with
the supply circuit through the shoes e e¹ for which, of course. grooved wheels inight
be substituted if desired. A reactive coil E2 is placed in circuit hetween the travelling
contacts and the primary coil d, and said device is provided with an adjustable core FI,
by means whereof, or any other suitable equivalent therefor, the currents flowing in
the primary coil d may be regulated and controlled. The train circuit, through which
the motors receive their current, comprises, in this instance, two pairs of con-
ductors 1, 2, 3, 4, which alternately receive current from the secondary coils of the
transformers. A second transformer D2 has a primary coil which is connected with
and receives current from the secondary coil d2 of the transformer D'. The secondary
coil 3 of the transformer D2 is connected with conductors 3, 4, forming one half of
the train circuit conductors, the other set 1, 2, being connected to the secondary coil
of the transformer D'. In this manner, alternate phase currents will be delivered to
the train circuit. By winding the secondary coils d² d³ in a suitable manner, the
currents supplied to the train circuits may be modified as desired.
It will be obvious that the inductional system on the motor car may be constructed
and arranged as required to produce the best results, and that by controlling the
action of said inductive system through the reactive coil E² or any equivalent device,
the action of all the motors in the train circuit will be determined.
Figures 4, 5, 6, 7, 8 and 9 indicate another form of arranging and operating the
train propelling apparatus, which is also included in the invention. With this arrange-
ment, the supply current may be either continuous or alternating, but will be described
as of the continuous current type. Said current is collected from a line conductor P,
and carried by trolley arm E to an adjustable resistance device G which is engaged
by a switch lever F. representing the terminals of the trolley conductor.
A motor generator H, carried upon the motor car, is provided with two
armatures J' K'. One, J', of the continuous current type provided with com-
mutator brushes and a reversing switch, as described in connection with Figure 1.
In fact, this apparatus could be operated under the same conditions as the apparatus
shown in Figure 1.
A particular advantage sought in the present form is that of eliminating all

page_text: moving contacts from the motors, thereby minimising the attention required to
keep them in proper order. Multiple current motors are employed which have
separate circuits energised in succession, to supply which the armature K' of the
motor generator is provided with separate contact rings k¹, k², k³, k4, each connected
with one of the conductors of the train circuit.
In order to save one conductor, the return circuits of all the motors and of the
armature K¹ may be connected to the track, as by conductors 6, having a travelling
connection therewith. Ring 4 of the armature K¹, representing its return conductor,
is also connected to the track through suitable contact brush and conductor 7.
The train circuit comprises three conductors 1ª, 2, 3, and the same are connected
with the rings k¹, k², k³ by conductors 1, 2, 3b, which are attached to suitable contact
brushes upon the said rings.
Figure 7 shows a theoretical arrangement of the system, the current being supplied
to the suspended conductor P from one pole of a generator G³, located at any suitable
point along the line, the other side of the supply circuit comprising the rails N
suitably connected to the other pole of the generator. A train is indicated by the
motor car A2, which carries the current collecting device sustained by the trolley E.
Each axle of the cars A3, A4, A5, A may be provided with a motor as indicated in
dotted lines, and the local circuit comprising the conductor 1, 2, 3 extends through-
out the entire train, being suitably connected between each car. The train motors
are usually connected in multiple arc, as indicated in Figure 4, but they may, also, be
arranged in series if preferred, as indicated in diagram, Figure 9.
With the form of motor employed in the arrangement seen in Figures 4, 5, and 6,
the armatures L are mounted directly upon the axles 7 of the carrying wheels of the
vehicles, and their field magnets M are arranged within and supported by casings M²,
independently sustained upon said axles, preferably by the sleeves M², mounted upon
said axles and extended so as to form ends for the easings M1, the field magnets being
thus concentrically supported with respect to their armatures. The field magnets are
held stationary as by a strong metal frame m, the ends of which are secured to the
casings M' to prevent rotation thereof. The field magnet casings being thus each
carried by its axle and connected to prevent rotation, form a construction independent
of the mechanism of the truck frame, which is therefore omitted. Where it is desired
that the field magnet casings should have some elasticity, they may be connected as
indicated in Figure 5 by a bar m', provided at its extremities with stout springs m²
extending between said bar and the casings M', suitable lugs m³ being provided to
connect the springs with the casings. Another form of flexible support is shown in
Figure 6, in which an arm m', extending from each casing, is sustained between
springs m³, m, the springs being sustained by cross bars m' carried by longitudinal
supports m³, the ends of which are sleeved upon the axles.
The motors are of the multipolar type, having sets of field magnet coils corre-
sponding with the divisions of the generator-armature K.
In Figure 8, the motors OQ are provided with three sets of field magnet
coils 1', 18, 21, 28, 3, 38. The field magnets of the motors are electrically the same,
although motor has consequent poles and motor Q separate polar extensions. The
armature O, of the motor O, is of the Siemens-H type, while the armature Q₁ of the
motor is a continuously wound ring, the different forms being shown by way of
illustration. The armature O¹ is provided with a continuous winding acting to
establish constant poles at its extremities, and the said armature is constantly
magnetised by a circuit 8, 9, connected in derivation from the constant current supply
of the field magnet of the motor-generator H, said current being supplied to the coils
of the armature O¹ through contact brushes engaging contact surfaces 12. One
terminal of each of the three sets of field magnet coils upon the motors OQ, is
connected with a corresponding conductor of the local circuit and the other terminal
of each field magnet circuit is connected to a common return R.
The armature Q¹ is provided with two rings ², each of which is provided with
connections, extending between said rings and the armature coils. In this
instance, the armature is magnetised by the return currents of the field magnets, all

page_text: of which pass therethrough, the ring being connected with the common return
conductor R', and the ring being provided with a conductor R2 extending to the
main return conductor R.
The field magnet poles of the motors in the train circuit will therefore all be
energised in continuous succession in accordance with the rotation of the armature of
the motor-generator, the currents of which flow successively through its separate
circuits and back through the common return, or, as stated, the track may be utilised
as part of the return conductor. As indicated in Figure 8, the armatures of the said
motors may be continuously magnetised by continuous current flowing in a separate
circuit, or they may be energised by the return current from the field magnets.
In the forms already described, each train is provided with a motor car carrying an
apparatus for modifying the supply current before delivering same to the train circuit,
and all of the motors in the train circuit are controlled from that point. The invention
is not limited to this method, as each car may be provided with a motor, all the motor
circuits being connected to form a local train circuit and the supply current being
transmitted direct from travelling contact devices carried by one or more of the
vehicles composing the train direct to the local circuit. In order, then, to control the
entire train from a single point, a controlling circuit is provided including suitable
switches, whereby the circuits of all the motors may be controlled from a single point,
but in order to make the system more completely applicable, no matter what the
composition of the train, it is preferable to provide each motor with special switch
mechanism, whereby the entire train may be controlled from any one of the switches.
Such an arrangement is shown in Figures 10, 11 and 12, and although, as there
shown, alternate current motors are employed, it will be understood that equivalent
devices may be used in connection with other forms of motor, as described.
Referring to Figures 10, 11, 12, and 12ª, I, I are the main field magnets of the
motor between the polar extensions i,, of which is rotatively mounted an armature J2,
which is provided with a core upon which is a closed circnited winding. An inducing
system, bereinafter referred to as the induction coil K2, is placed over the armature
in inductive relation thereto, but not, of course, in mechanical contact therewith, the
said coil being maintained in stationary position in any convenient manner. k, kare
secondary coils wound upon the cores of the field magnets I, I, and adapted to be
connected with the induction coil K2, through a switch. The motors are reversed by
changing the direction of the flow of currents in the induction coil, by placing circuit
changing mechanism in the said secondary circuit, said mechanism being operated by
electro-magnetic devices connected with the train circuit, I, L3, L3, L. Such an
arrangement may be carried into effect by means of a pair of solenoids M³, 0%, the
solenoid Ms, being by conductor / connected with the train conductor L2, while the
solenoid 0, is connected by conductor 0%, with the train conductor L³. Either of
the conductors L2, L. may be closed upon the main supply conductor from any car
in the train through contacts H, H', and any one of the switches f³, connected with
the local supply conductor I, and by said means either set of solenoids M³, O, may
be energised as desired. The solenoids M, O, are provided with a common return
conductor m, which is connected to and forms a part of the main field magnet
conductor, which, after traversing the cores of the field magnets, I, I', issues thence
by conductor m, thence to switch m¹¹, and thence by conductor m2 to the return
conductor L. Electro magnets might of course be substituted for the solenoids. A
double ended core Q5 is connected to a pivoted lever 7 and said core will be attracted
and drawn into whichever of the solenoids M5, 05, is at the time receiving current.
The upper extremity of the switch lever is provided with insulated contacts 3, 4.
To the contacts 3, 4, are connected conductors 5, 6, which represent the terminals of
the induction coil K2. The contacts 3, 4, are adapted, when in one position of the
lever q³, to engage a pair of contacts 7, 8, which said contacts are connected by
conductors 9, 10, with the auxiliary field magnet conductors. When in said position,
as indicated in dotted lines, in Figure 12, the secondary or induction circuit will be
closed and the motor in operative condition. A third contact 11, connected to
contact 8, by a span wire 12, is so located that by changing the position of the

page_text: switch, and thereby diverting the current into the other solenoid circuit, the
position of the lever 7 will be reversed and its contacts 3, 4, carried over to
the stationary contacts 7, 11, thereby changing the connections of the secondary
circuit and causing the currents to flow therethrough in a direction the opposite of
that which they previously took, the result of which will be of course to reverse the
direction of rotation of the armature of the motor.
It will be understood that all the devices here referred to, being connected in a
single continuous circuit, the effects produced will be the same throughout the train,
thus placing all the mechanism thereof completely under control.
As indicated in Figure 10, two of the cars of the train are provided with
travelling contact devices carried by trolley poles E, and carrying current from a
supply conductor P to the local circuit carried by the train. As there shown, the
rails N are connected to form the return conductor which is connected to the
opposite side of the generator. Each of the cars provided with contact devices has
also current regulating apparatus, as the reactive coil E2 and movable plunger Fl
Figure 12, or an adjustable resistance G, with switch F Figure 12, and either grooved
wheels or shoes may be employed to collect the current from the supply conductor
and the collector may be a trolley pole E', although the form of the current collector
is not material.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. A railway train system comprising a motor car, a supply circuit along the line
of way, travelling contact devices carried by the motor car, a local circuit extending
from the motor car and traversing any desired part of the train, motors on any desired
number of the vehicles composing the train, and current modifying devices upon the
motor car for receiving the supply current and modifying the same and transmitting
the modified current to the local or travelling motor circuit.
2. An electric railway train system comprising a supply circuit carrying current of
relatively high potential and extending along the line of way, a train of cars one of
which carries a current modifying or tension reducing device, the primary of which
is connected by suitable travelling contact devices with the supply circuit, and the
secondary of which is connected with a local circuit extending throughout the train,
and propelling motors upon any desired number of the vehicles composing the train,
said motors being all included in and supplied with current from the local circuit.
3. An electric railway train system comprising a plurality of connected vehicles, an
electric circuit carried by and extending through said vehicles, electric motors for
propelling the same, and connections between the motors and the local circuit, circuit
and current controlling mechanism in said local circuit whereby all the motors supplied
thereby may be simultaneously stopped, started or reversed, a supply circuit extending
along the line of way, travelling current collecting devices carried by one or more of
the vehicles and maintaining contact with the supply circuit, and current modifying
devices between the travelling contact devices and the local train circuit, substantially
as and for the purpose set forth.
4. The combination of a train of vehicles carrying a connected local circuit
traversing the train, a supply circuit extending along the line of way, and travelling
contact devices carried by the train and connecting the travelling local circuit with
the supply circuit, motors in the local circuit. arranged to propel the vehicles of the
train, and switches connected with each motor whereby all the motors of the train
may be stopped, started or reversed from any desired point in the train circuit,
substantially as and for the purpose set forth.
Dated thin 10th 1
1000
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicant.