Improvements in and connected with Electric Systems for Lighting of Trains, and for other purposes.
Year: 1894

page_text: Date of Application, 13th Dec., 1894
Complete Specification Left, 12th Oct., 1895-Accepted, 13th Dec., 1895
PROVISIONAL SPECIFICATION.
Improvements in and connected with Electric Systems for Lighting
of Trains, and for other purposes.
We, ANTHONY GEORGE NEW and ARTHUR JAMES MAYNE, both of Palace
Chambers, Westminster, Electrical Engineers, do hereby declare the nature of
this invention to be as follows:-
In the electric lighting of trains and in certain other cases it has been proposed
to employ a dynamo which charges accumulators and which is also at times
connected with the lamp circuits, the accumulators or secondary batteries supplying
when required the requisite current to the lamps when the dynamo is at rest owing
say to the stoppage of the train.
There are certain drawbacks to the arrangement of apparatus as heretofore
proposed for the above purposes, notably that the great variations in the speed of
a train produce interruptions of the current in the mains even if a constant
potential dynamo and automatic cut off be used, and if this current is allowed to
pass to the lamps even when a battery of accumulators is in parallel with them, an
uneven lighting is the result. It is well known that until a voltage has been
attained in the dynamo at least equal to that in the charged or partially charged
accumulators.it will be futile to have the circuit completed, and that as soon as the
dynamo circuit is completed the voltage at the accumulator terminals will rise.
The object of the present invention is to obviate any difficulty from above or like
causes.
To this end we propose to insert in the circuit between the dynamo and the
accumulators an automatic cut-in and cut-out and also a coil which when a current
is passing to the accumulator cuts in a resistance in the lamp circuit. This coil
works against a spring which bridges across and thus cuts out this resistance (either
gradually or suddenly) when no current flows through the coil. Various forms of
apparatus may be devised to attain these ends but we judge the following will be
effective. Between the one dynamo main and the battery we place a solenoid, the
core of which may be mounted on an arm carrying a contact which when the
current ceases makes direct circuit to the lamps. When a current is passing from
the dynamo or dynamos through the solenoid (either to the accumulators, lamps, or
both the core of the solenoid is drawn in and the arm breaks (instantly or
gradually) the direct circuit to the lamps, and the current thereto is forced to pass
through a resistance. Should the dynamo voltage decrease its automatic cut-out
breaks its circuit and the operation is reversed, the core being withdrawn by a
spring or like action, and the lamps are supplied through a direct circuit, the
resistance being automatically cut out. In lieu of a solenoid an ordinary electro
magnet and a spring switch arm may be employed.
When employing the system in train lighting it is preferable to have a complete
set of apparatus for each carriage although said carriages may be electrically
coupled in parallel in order that one carriage may supply another with current
should there be a temporary break down of any one set of apparatus.
In addition to the two mains which when more than one carriage is used pass
from carriage to carriage, we propose to employ a third wire which is connected to
the switch wires from the lamps in each car, and between which and one of the
other mains the switches for each car are connected. An earth connection
may
be

page_text: employed in lieu of a third wire where deemed advisable. This, wire runs
the length of the train and enables a awitch in any part of the train to control all
the lights in the train.
When the system is used for train lighting or in other cases where there is any
possibility of a reversal of motion we provide an automatic device in the dynamo
which enables it to run in either direction without alteration of direction of current
at its terminals. This end may be attained by means of rockers holding the
brushes which revolve with the fields, the commutator being stationary.
rockers may be loose on the spindle while the field frame carries pins so placed
relatively to the rockers that in whichever direction the field moves it takes the
rockers and brushes with it while the connection from the shunt to the brushes
cause the current to always pass in the desired direction.
Dated the 13th.day of December 1894.
The
PHILIP M. JUSTICE,
5 & 56 Chancery Lane, London, Chartered Patent Agent,
For the Applicants.
'
Improvements in and connected with Electric Systems for Lighting
of Trains, and for other purposes.
We, ANTHONY GEORGE NEW, and ARTHUR JAMES MAYNE, both of Palace
Chambers, Westminster, Electrical Engineers, 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 :-
In the electric lighting of trains and in certain other cases it has been proposed
to employ a dynamo. which charges accumulators and which is also at times
connected with the lamp circuits, the accumulators or secondary batteries supplying
when required the requisite current to the lamps when the dynamo is at rest
owing say to the stoppage of the train.
There are certain drawbacks to the arrangement of apparatus as heretofore
proposed for the above purposes, notably that the great variations in the speed of
a train produce interruptions of the current in the mains even if a constant potential
dynamo and automatic cut off be used, and if this current is allowed to pass to the
lamps even when a battery of accumulators is in parallel with them, an uneven
lighting is the result. It is well known that until a voltage has been attained in
the dynamo at least equal to that in the charged or partially charged accumulators
it will be futile to have the circuit completed, and that as soon as the dynamo
circuit is completed the voltage at the accumulator terminals will rise. The
object of the present invention is to obviate any difficulty from above or like
causes.
To enable the invention to be clearly understood reference is made to the
accompanying drawing in which
Fig. 1 represents diagramatically two sets of apparatus located in say two
separate railway carriages with end connections from further carriages.
Fig. 2 is a cross section on line = < of
Fig. 3 which is a sectional elevation of a dynamo of a construction suitable for
carrying out our invention.
In the circuit between the dynamo 1 and the accumulators 2 is inserted an
automatic cut-in and cut-out say as at 3 so arranged that when a current is passing
to the accumulators a resistance 4 is cut into the lamp circuit 5.
As illustrated the cut in and cut out switch 3 is pivoted at 8 and operated by a
solenoid 6 connected to a shunt circuit 7 of dynamo so that when the solenoid
is sufficiently energized it draws the switch 3 into the position shown by full lines

page_text: against the action of spring 9 thus cutting in resistance 4 in the circuit 10 from
accumulators to the lamps so long as the dynamo is charging the accumulators.
When owing to the stoppage of the train or from other causes the dynamo ceases
to give sufficient current to charge the accumulators the solenoid loses its power
owing to the reduction of E.M.F. and spring 9 draws switch 3 into the position
indicated in dotted lines breaking the circuit between the accumulators and the
dynamo and short circuits the resistance 4 between the accumulators and the lamps
the current passing by 10, 11, 3 and 5.
It will be evident that in lieu of the solenoid an ordinary electro magnet and a
spring switch arm may be employed or that other forms of cut in and cut out
apparatus may be employed so that the resistance may be cut in or out gradually.
When employing the system in train lighting it is preferable to have a complete
set of apparatus for each carriage although said carriages may be electrically
coupled in parallel as indicated in the drawings in order that one carriage may
supply another with current should there be a temporary break down of any one
set of apparatus.
In addition to the two mains 12 and 13 which when more than one carriage is
used pass from carriage to carriage, we propose to employ a third wire 14 which is
connected to the switch wires from the lamps in each car, and between which and
one of the other mains say 12, the switches for each car are connected. An earth
connection may be employed in lieu of a third wire where deemed advisable. This
wire 14 runs the length of the train and enables a switch 15 in any part of the
train to control all the lights in the train.
Such switch would generally be under sole control of the guard although each
carriage would preferably be fitted with one which would be set in its "off"
position except when the carriage was running entirely alone. As an example let
it be assumed that the switch 15 is in the "off" position in the carriage A, Fig. 1,
and the corresponding switch is "on" in the carriage B. The circuit from
dynamo or accumulators 2 in carriage A would be complete by wires and
connections marked a a, and the current would be passing through and be governed
by the single switch 15 in carriage B.
The circuit from the dynamo or accumulators in carriage B would be complete
by wires and connections bb, the current also passing through the same switch
and thus the single switch would govern the lights throughout the entire train,
assuming of course that the switches in all the carriages are in their off position.
Wien the system is used for train lighting or in other cases where there is any
possibility of a reversal of motion we provide an automatic device in the dynamo
which enables it to run in either direction without alteration of direction of
current at its terminals.
A dynamo of a suitable construction for the purpose (and for which we propose
to apply for Letters Patent) is shown in Figs. 2 and 3. It consists of a casing 16
provided with a pulley 17 by which it may be driven from the axle of the vehicle
or other rotating part. Inside of the casing are lugs 18 and tubular projections 19
the latter being adapted to receive and for guides for studs 20 secured to the
field magnets 21 which latter revolve with the casing by reason of their being
attached to pairs of links 22, carrying the coils 23 the pair of links on each side
being connected at 24 by a bearing block which is permitted a slight movement
between the lugs 18. The studs 20 are cushioned by springs 25 contained in
the tubular guides 19.
The object of thus hanging or balancing the field magnets is to increase the
resistance by enlarging the air space between the armature and the field magnets
as the latter revolve as it will be seen that they will be thrown outwards by
centrifugal force when the speed of the casing increases and will fall inwards when
it decreases. The strength of the springs will regulate this action.
The armature 26 is stationary and is secured upon a spindle 27. Carried by the
spindle 27 and stationary therewith are the commutators 28 and rings 29, 30 forming
armature terminale. Also carried by the spindle but free to rotate thereon is a

page_text: .
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boss 31 carrying a pair of arms 32 and a third, arm 33 all these parts being of
insulating material. One of the arms 32 carries a positive brush 34 and a positive
terminal 35 the latter rubbing on the armature terminal ring 30 while the other
arm carries a negative brush 36 and a negative terminal 37 which rubs on the
ring 29. These terminals and brushes may be of any suitable construction. As
shown they each consist of a casing carrying a carbon block which is pressed
against the fixed surfaces of the rings and commutators by suitable springs inside
of the casing. The arm 33 carries contact plates 38, 39 which in the rocking
movement of the arm caused by the reversal of motion of the casing or field
frame 16 will be brought alternately into contact with pairs of blocks 40, 41 and
42, 43 carried by said casing and forming the field terminals.
As the casing rotates in one direction the blocks 40, 41 will be in contact with
the plates of the arm 33 and will carry it with them around the fixed spindle, while
upon a reversal of the motion the arm 33 will be rocked over and its plates brought
into contact with the blocks 42. 43 which will carry it round in the other
direction.
By following the connections shown it will be seen that this rocking over of the
arm so that the plates on same are brought in contact with one or other of
the pairs of the terminals will enable the current to always flow in the desired
direction from the dynamo.
The positive terminal 35 is connected by wire 44 with the brush 34 and the
negative terminal 37 is connected by wire 45 with the brush 36. A wire 46
conducts the current from the brush 34 to the plate 38 and when the arm 33 is in
the position shown the current passes out by the terminal block 40 (which is in
connection with the block 43 by means of a wire 47) by wire 48 to the main circuit,
the current returning by way of wire 49 to the block 41 (which is in contact with
the block 42 by means of wire 50) from thence to plate 39 and by way of wire 51
to the negative brush 36. When the direction of motion of the field magnets is
reversed the negative brush 36 will become the positive and (the arm being then rocked
over so that the plates are in contact with the blocks 42, 43) the current will leave
the brush 36 by wire 51 pass through plate 39 block 43 wire 47 block 40 to wire 48
..and will return by wire 49 block 41 wire 50 block 42 plate 38 wire 33 and brush 34
so that in whichever direction the field maguets are rotated the course of the
current through the main circuit will be the same.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is:
1
1. In an electric system for train lighting and other purposes, the employment
of an automatic apparatus for completing the dynamo circuit when the difference of
potential at the dynamo terminals exceeds that of the accumulators, and for
breaking the same circuit when, from any cause, the difference of potential of the
accumulators exceeds that of the dynamo, substantially as and for the purpose
described.
2. In an electric system for train lighting and other purposes the employment of
an automatic apparatus for inserting a resistance, (which may or may not be
graduated) in the lamp or like circuit to reduce the E.M.F. at the lamp terminals
or point of use during the process of charging, or when, from any cause whatever,
said circuit is being led direct from the dynamo; and further to automatically
short circuit (or cut out) this resistance when these conditions do not exist, that is
whenever the accumulators are feeding the circuit at their normal E.M.F.
substantially as and for the purpose described.
3. In an electric system for train lighting and other purposes the arrangement of
electrical connections whereby the lamps of a train or series of carriages or the like
may be controlled from any desired point, substantially as described.
4. In an electric system for train lighting and other purposes the arrangement of
parts substantially as and for the purpose described, and illustrated in Fig. 1.

page_text: 5. In an electric system for train lighting and other purposes where the dynamo
is subject to a reversal of motion, the provision in such dynamo of means for
enabling it to be run in either direction without alteration of the direction of
current at its terminals substantially as described.
6. In a dynamo subject to a reversal of motion such as when used in train..
lighting systems the arrangement of rocking arm and connections substantially ns..
and for the purpose described.
Dated this 13th day of October 1895.
PHILIP M. JUSTICE,
55 & 56 Chancery Lane, London, Chartered Patent Agent,.
For the Applicants.