Switches and of Motors for Electrically Propelling same.
Year: 1888

page_text: Date of Application, 20th Apr., 18.8
Complete Specification Left, 19th Jan., 1889
Complete Specification Accepted, 9th Mar., 1889
Switches and of Motors for Electrically Propelling same.
I, MICHAEL HOLROYD SMITH of Royal Insurance Buildings, Halifax in the County
of York, Engineer, do hereby declare the nature of this invention to be as follows:
My invention relates to improvements in railway trains or rolling stock and to an
improved arrangement of switches and of motors for electrically propelling such a
train.
For the purposes of traffic over short distances where quick trains have to be run,
it is often customary to form a permanent train of coaches closely coupled up together,
and the first part of my invention consists in an improved form of such a train.
To this end I form the leading and end coaches in the following manner. One end
of the coach rests upon a pivoted bogie frame having two pairs of wheels while the
other end is pivoted upon one half of a similar bogie and consequently upon one pair
of wheels only. The remaining or middle coaches of the train are mounted at each
end upon a half bogie frame and one pair of wheels. In this way the half bogie of
one coach is bolted or otherwise secured to the half bogie of the coach next in order,
so that a complete bogie frame is used only under the adjacent ends of two coaches,
with the exception of the leading and end ones as before mentioned. No other
coupling than the securing of the half bogies together is required, and the ends of the
coaches being pivoted upon each half bogie, and the coach frame ends being suitably
curved, a train is formed which will work safely upon very short curves.
For the purpose of electrically propelling such a train I place in a compartment at
each end electric motors of preferably equal power which may derive their electricity
from overhead or underground conducting wires, or from storage batteries as desired,
and which operate by chains or gearing upon the axles of the wheels beneath. These
motors are connected with each other through the length of the train and are under
the control of the engineer whose place is in the leading compartment where I place
two switch handles and a regulating lever or wheel, the operation of which is
as follows:-
When it is desired to move forward, the first switch is pushed over so that the front

page_text: motor is set for forward driving and the current is turned on to it, the regulating
wheel or lever being used to regulate the amount of current passed and upon a
backward movement to cut it off altogether, and to apply the brake power. The
second switch is used when a steep gradient is encountered, and upon being pushed
over will set the motor in the rear of the train for a forward movement, and will
pass the current on to it so that it exerts a pushing action from the rear. A
similar switch device is placed at the other end of the train so that it may be run
indifferently in either direction. When running in the opposite direction to that
described the then forward motor compartment is that used (the switches in the other
being cut out) and the switches in this compartment are operated to reverse the
motors and bring one or both into action as required, the hand lever or wheel serving
to regulate the current and apply the brakes as before described.
T
poil 1
*11000
PHILIP M. JUSTICE,
55 & 56, Chancery Lane, London,
Applicant's Agent.
Improvements in Railway Rolling Stock and in the Arrangement of
Switches and of Motors for Electrically Propelling same.
I MICHAEL HOLROYD SMITH of Royal Insurance Buildings Halifax in the County
of York Engineer 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 railway trains or rolling stock, and to an
improved arrangement of switches and motors for electrically propelling such trains.
For traffic over short distances where trains have to run in quick succession it is
often customary to form a permanent train of coaches, closely coupled up together and
the first part of my invention consists in an improved form of such train.
To this end I form the train as illustrated in Fig. 1 (sheet 1). The outer ends of the
leading coach 1 and tail coach 3 rest upon a pivoted bogie frame 5.5 having two pairs
of wheels, whilst the other end is pivoted upon one half 66 of a similar bogie, and
consequently upon one pair of wheels only, the remaining or middle coach or coaches 2
are mounted at each end upon a half bogie frame 7. 7 and one pair of wheels. In
this way the half bogie 6 of one coach is bolted or otherwise attached to the half

page_text: bogie 7 of the coach next in order so that a complete bogie frame is used only
under the adjacent ends of two coaches with the exception of the leading and end
one as before mentioned.
No other coupling than the securing of the half bogies together is required, and
the ends of the coaches being pivoted upon each half bogie and the coach frame
ends being suitably curved, a train is formed which will work safely upon very
short curves.
In some cases, on short lengths of line, when the train has completed its journey,
it is inconvenient to shunt the engine from the front to the rear of the train for making
the return journey, and it sometimes happens that on an otherwise moderately level
line one or more steep gradients may occur.
For the purpose of electrically propelling a train under such conditions I place in
a compartment or coach at each end electric motors preferably of equal power, which
may derive their electricity from overhead or underground conductors, or from storage
batteries, as desired, and which operates by chain g (Fig. 2) or other gearing upon the
axles of the wheels beneath.
These motors are connected with each other through the length of the train and are
under the control of the driver whose place is in the leading coach or compartment
where I place a switch box 10 having two handles 11. & 12, and when they are
vertical as shown the train is stationary. These handles may be used either in the
single capacity of setting the direction of motion, and another lever or wheel be
employed for starting & controlling or they may be used as follows.
When it is desired to move forwards the first switch handle 11 is drawn towards
the driver and the further he draws it the greater the current admitted and
consequently the power developed; on reaching a steep gradient the lever 12 is
drawn towards the driver and this controlling the connections with the rear motor
it exerts a pushing action upon the train returning the lever to the vertical
position the current is cut off and the motors cease to work and contact can be
made with the small motor 13 connected by gearing with the break drum 14, it
starting winds up the chain or other device and the break is applied. The spindle
is provided with a hand wheel for use in case of need. If it is desired to move
the train backwards the levers 11 & 12 are pushed away from the driver.
A similar switch box and brake gear is placed at the other end of the train so that
it may be driven indifferently from either end.
In order that the above may be more clearly understood I append a diagram Fig. 4
illustrating one out of many ways in which the same may be performed. A is the
motor compartment at the front of the train. B the motor compartment at the
rear. C is an overhead conductor on which the two collectors 16 & 17 are placed
and by flexible connections convey the current to the switches SA SB. By moving the
handle 11 of Switch SA in compartment A on to terminal a the current can pass
through the resistances R & reversing switch 15 to the armature & back to the
reversing switch then round the coils of the field magnets to the axle and by means of
the wheels to the rails E which form the return conductor. When the plugs are in
the position shown the course is as indicated by the arrows should the plugs be
transferred to the vacant holes in switch 15 the current would pass in the opposite
direction through the armature but in the same direction through the wires of the
field magnets thus changing their relative polarity and consequent direction of
rotation.
By moving lever 11 on to terminals a. b. c d e. f the various coils of the resistances
are successively cut out. When it is desired to operate the motor in the rear of the
train lever 12 is drawn on to terminals g. h. i. j. k. l. and by tracing the dotted line
from terminal . it will be found that the current can pass through the switch 15 in
compartment B to the motor M.
The levers of switch Sb in compartment 13 can be in like manner operated when it
is desired to drive the train from the other end.
It is obvious that the same operation could be performed were both sets of resistances
connected to one set of terminals provided that a switch were interposed in the wire

page_text: from the final terminals l, of R 1 say at x and that the separate switches 15 can like-
wise be dispensed with by having a separate set of terminals, that is to say the wires
from R & R 1 could be coupled to a. b. c. d. e. f. for forward driving & the wires
from R & R 1 to g. h. i. j. k. l. for backward driving when a separate switch is used
for connecting to the motor in the other car.
The present arrangement is shown as being more easily understood.
It will be noticed that the resistances are in duplicate, each compartment containing
a set for controlling its own motor another set for the motor at the further end of the
train, thus avoiding the necessity of running a number of wires the length of the
train.
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. Bogie couplings as and for the purpose described and illustrated in Fig. 1.
2. Trains with an electric motor at each end so coupled that a driver at one end can
control either or both motors.
3. In electrically propelled trains when motors are used in different coaches the
employment of resistances or other controlling devices in duplicate.
4. Train brakes operated by electricity substantially as and for the purpose
illustrated and described.