Improvements in Electric Railway Systems.
Year: 1891

page_text: Date of Application, 29th Apr., 1891
Complete Specification Left, 16th June, 1891-Accepted, 18th July, 1891
PROVISIONAL SPECIFICATION.
Improvements in Electric Railway Systems.
I, JOHN PITT BAYLY, of 18 Fulham Place, Paddington, in the County of
London, Patent Agent, do hereby declare the nature of this invention (a communi-
cation to me from abroad by David G. Weems, of No. 6 South Street, in the City
of Baltimore, in the State of Maryland, U.S.A. Engineer,) to be as follows:-
My invention relates to certain new and useful improvements in electric railway
systems, designed either for passenger traffic, or for the carrying of mail, or parcels
at a high rate of speed over a surface, overhead or underground track. The train
being propelled, and if desired heated and lighted, by an electric current supplied
from any suitable source; and my invention consists in the arrangement, construction
and combination of parts which I shall hereinafter describe.
The object of my invention is to improve the several systems here-to-fore patented
to me, with a view to reducing to a minimum the frictional resistance of the air and
to so locate and lubricate the moving parts that greatly increased speed is obtained
without a material increase in the force of the electric current.
The frame or casing of the locomotive or car in the present instance, is of any
suitable design and construction and composed wholly of metal, or of part metal and
part wood, and provided with internal chambers or housings in which the bearing
wheels are located and adapted to freely revolve. These wheels are keyed or
otherwise fixed to the opposite ends of a sleeve which extends transversely across
the locomotive or car and is bored centrally and fitted to revolve upon the main
shaft or axle whose opposite ends carry, and are fixed to blocks inside the frame or
casing. This axle or shaft is a stationary one, and the loose sleeve which carries
the bearing wheels at its ends, also carries at its central portion, or at a point
between these ends, any well known form of armature to which the commutator is
secured, the said armature being located within the fields as shown. It will thus be
seen that the bearing wheels, the armature and the commutator, are all fixed to the
sleeve, and revolve together with said sleeve around the stationary axis, whereby
the electrical force coming from the fields, drives the armature which, being fixed
to the same sleeve which carries the bearing wheels, drives these wheels by, direct
motion. By locating the bearing wheels within the housings inside of the frame or
casing I am enabled to dispense with all exterior housings, journal boxes, springs
or other accessories and at the same time by the arrangement of the armature upon
the sleeve, I am permitted to utilize the whole central portion of the armature, or
as much thereof as may be desired, as a bearing surface. In addition to these
features, I cast or otherwise form with the central portion of the sleeve an internal
chamber within which may be placed a considerable amount of lubricating material,
which will find its way to the bearings which are keyed to sleeve and revolve freely
therewith around the fixed axle. By this means the bearings are constantly supplied
with a full supply of oil or other lubricant.
Between the blocks are the ends of the fixed axle and a portion of the frame or
casing above, are placed heavy springs or cushions upon which the weight of the
frame or casing of the locomotive or car rests, and which provides a yielding support
that is adapted to take up the vibration of the car due to irregularities in the road
or to other causes. The car is designed principally for passenger traffic, but the
manner of securing the armature, commutator and bearing wheels to a sleeve
common to all of said parts, and adapting this sleeve to revolve around a fixed axle,
is the same in all instances.
The rails for the bearing wheels have preferably a laterally projecting flange
whose under surface is designed to serve as a bearing for supplemental devices to

page_text: prevent the car leaving the track when rounding curves or going at a high rate of
speed. I will now disclose a means which is more applicable, and produces results
not otherwise obtainable. This improved construction consists in securing to the
bottom of the frame or casing, at points near the sides thereof, suitable brackets in
which are formed open top chambers that lie under the flange of the rail and
extending any suitable length along the sides of the car. In these chambers of
which there may be any desired number, a supply of oil or other lubricating material
is placed, and within this body of oil is a sphere which is journaled to rotate in the
chamber, and is partially submerged, whereby when this sphere comes into contact
with the under surface of the flange of the rail, a rotary movement is imparted to
the sphere, whereby it transfers, to said surface, a sufficient supply of lubricant to
prevent undue friction between the sphere and flange of the rail. Whatever jar
may be occasioned by the sphere contacting with flange of the rail will be taken up
by the springs upon which the weight of the car is supported as before stated.
Another change of construction in the present case relates to the form of the front
or point of the locomotive or front car, and of the rear end of the rear car if desired.
I have found by experiment that better results are obtained by arranging the
pointed end or front in a vertical plane in contradistinction to a horizontal plane.
In other words, in the present the front is wedge-shaped in horizontal section, and
the advantage of this construction is, that such a front divides the hody of air,
and throws the divided current laterally towards and beyond the sides of the
locomotive or car, thereby preventing the air from rushing under the locomotive or
car to retard the movement of the same; the construction also tends to prevent the
locomotive or car jumping the track as increased traction is obtained to hold the
locomotive or car to the track. This pointed end or front may have a pivoted
connection with the body of the locomotive or car, so as to enable the said front to
be moved in horizontal planes to the right and left to correspond with the direction
of travel of the train, when rounding curves, etc. As the air is caused to take a
lateral instead of an upward and downward movement, the loss of power, to overcome
the air being forced under the car, is done away with, this result being due to the
parabolic or wedge shaped front, several modified forms but in all cases the essential
feature is the placing of the front with its under flat surface next to the road bed.
The improved system thus described enables me to propel an electrically operated
car or train at a high rate of speed, with but slight friction between the wearing
parts, and without the atmospheric resistance heretofore mentioned.
Dated this 29th day of April 1891.
J. P. BAYLY,
Applicant.
COMPLETE SPECIFICATION.
Improvements in Electric Railway Systems.
I, JOHN PITT BAYLY, of 18 Fulham Place, Paddington, in the County of
London, Patent Agent, do hereby declare the nature of this invention (a communi-
cation to me from abroad by David G. Weems, of No. 6 South Street, in the City
of Baltimore, in the State of Maryland, U.S.A.) and in what manner the same is
to be performed, to be particularly described and ascertained in and by the following
statement:
Figure 1, represents a side elevation of a train of cars constructed according to
my invention.
Figure 2, is a plan view of the same.
Figure 3, is an enlarged cross sectional view, partly in elevation.
Figure 4, is a cross sectional view showing a car with supplemental self lubricating
sphere bearings adapted to travel beneath the flanges of the main rails.
Figures 5, 6, and 7, illustrate various forms of wedge-shaped or parabolic points
for the end cars of the train.

page_text: Figure 8, is a front view of the car with arrows showing the manner in which the
air is displaced.
My invention relates to certain new and useful improvements in electric railway
systems, designed either for passenger traffic, or for the carrying of mail or parcels
at a high rate of speed over a surface, overhead or underground track. The train
being propelled, and if desired heated and lighted, by an electric current supplied
from any suitable source; and my invention consists in the arrangement, construction
and combination of parts which I shall hereinafter fully describe and claim.
The object of my invention is to improve the several systems heretofore patented
to me, with a view to reducing to a minimum the frictional resistence of the air and
to so locate and lubricate the moving parts that greatly increased speed is obtained
without a material increase in the force of the electric current.
The frame or casing A, of the locomotive or car in the present instance, is of any
suitable design and construction and composed wholly of metal, or of part metal and
part wood, and provided with internal chambers or housings A', in which the bearing
wheels B are located and adapted to freely revolve. These wheels are keyed or
otherwise fixed to the opposite ends of a sleeve C, which extends transversely across
the locomotive or car and is bored centrally and fitted to revolve upon the main shaft
or axle D, whose opposite ends carry, and are fixed to blocks b, inside the frame or
casing A. This axle or shaft is a stationary one, and the loose sleeve which carries
the bearing wheels at its ends, also carries at its central portion, or at a point
between these ends, any well known form of armature D, to which the commutator E
is secured, the said armature being located within the fields F as shown. It will
thus be seen that the bearing wheels, the armature and the commutator, are all fixed
to the sleeve, and revolve together with said sleeve around the stationary axis D,
whereby the electrical force coming from the fields, drives the armature which,
being fixed to the same sleeve which carries the bearing wheels, drives these wheels
by, direct motion. By locating the bearing wheels within the housings inside of
the frame or casing A, I am enabled to dispense with all exterior housings, journal
boxes, springs or other accessories and at the same time by the arrangement of the
armature upon the sleeve, I am permitted to utilize the whole central portion of the
armature, or as much thereof as may be desired, as a bearing surface. In addition
to these features, I cast or otherwise form with the central portion of the sleeve C,
and internal chamber G, within which may be placed a considerable amount of
lubricating material, which will find its way to the bearings c which are keyed to
sleeve and revolve freely therewith around the fixed axle. By this means the
bearings are constantly supplied with a full supply of oil or other lubricant.
Between the blocks are the ends of the fixed axle, and a portion of the frame
or casing above, are placed heavy springs or cushions H upon which the weight of
the frame or casing of the locomotive or car rests, and which provides a yielding
support that is adapted to take up the vibration of the car due to irregularities in
the road, or to other causes.
The car shown in Figure 4 is designed principally for passenger traffic, and
therefore the general form and construction of its frame, differs somewhat from the
car shown in Figure 3, but the manner of securing the armature, commutator and
bearing wheels to a sleeve common to all of said parts, and adapting this sleeve to
revolve around a fixed axle, is the same in both instances.
The rails J for the bearing wheels have preferably a laterally projecting flange e
whose. under surface is designed to serve as a bearing for supplemental devices to
prevent the car leaving the track when rounding curves or going at a high rate of
speed. In the former Patents, 406,802 and 406,804, granted to me in the United
States of America July 9th, 1889, I disclosed a means for accomplishing the desired
result, but I will now disclose a means which is more applicable, and produces
results not otherwise obtainable. This improved construction consists in securing
to the bottom of the frame or casing, at points near the sides thereof, suitable
brackets K in which are formed open top chambers g, that lie under the flange of
the rail and extending any suitable length along the sides of the car.
In these

page_text: chambers of which there may be any desired number, a supply of oil or other
lubricating material is placed, and within this body of oil is a sphere L which is
journaled to rotate in the chamber, and is partially submerged, whereby when this
sphere comes into contact with the under surface of the flange of the rail, a rotary
movement is imparted to the sphere whereby it transfers, to said surface, a sufficient
supply of lubricant to prevent undue friction between the sphere and the flange of
the rail. Whatever jar may be occasioned by the sphere contacting with flange of
the rail will be taken up by the springs H, upon which the weight of the car is
supported as before stated.
Another change of construction in the present case relates to the form of the front or
point of the locomotive or front car and of the rear end of the rear car if desired. In
my former United States of America Patents 376,567,391,394 and 406,804, I described
and claimed these fronts or points as being tapered to divide the air and cause the
same to partake of an upward and downward movement respectively, but I have
since found by experiment that better results are obtained by arranging this pointed
end or front in a vertical plane in contradistinction to a horizontal plane, as described
and shown in said Patents. In other words, in the present the front is wedge-shaped
in horizontal section as shown in Figures 5, 6, and 7, and the advantage of this
construction is, that such a front divides the body of air, and throws the divided
current laterally towards and beyond the sides of the locomotive or car, thereby
preventing the air from rushing under the locomotive or car to retard the movement
of the same; the construction also tends to prevent the locomotive or car jumping
the track as increased traction is obtained to hold the locomotive or car to the track.
This pointed end or front may have a pivoted connection with the body of the
locomotive or car, so as to enable the said front to be moved in horizontal planes
to the right and left to correspond with direction of travel of the train, when
rounding curves, etc. As the air is caused to take a lateral instead of an upward and
downward movement, the loss of power, to overcome the air being forced under the
car, is done away with, this result being due to the parabolic or wedge shaped front,
several modified forms of which are illustrated in Figures 5, 6, and 7, but in all cases
the essential feature is the placing of the front with its under flat surface next to
the road bed, as shown in Figures 1 and 8.
The improved system thus described enables me to propel an electrically operated
car or train at a high rate of speed, with but slight friction between the wearing
parts, and without the atmospheric resistence heretofore mentioned.
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. As an improvement in electrically operated locomotives or cars, mounting the
armature and bearing wheels upon a sleeve common to both, and revolving the sleeve
around a fixed axle or shaft.
2. The improvement in electrically operated locomotives or cars, which consists
in mounting the bearing wheels and armature upon a sleeve common to both wheels
and armature, and which is adapted to revolve around a fixed axle or shaft.
3. In electric railway systems, a stationary axle or shaft in combination with a
sleeve mounted to revolve upon said axle, and bearing wheels and an armature fixed
to and revolving with the sleeve.
4. In electric railway systems, the combination with locomotive or car having a
stationary axle, of a loose sleeve having bearing wheels fixed thereto at opposite
ends and an armature secured to the sleeve near the centre thereof.
5. In electric railway systems, the combination of a locomotive or car, having a
stationary axle, a loose sleeve having fixed thereto an armature, a commutator, and
bearing wheels.
6. An electrically propelled locomotive or car having an armature, commutator,
and bearing wheels secured together and adapted to revolve around a stationary
axle or support.

page_text: 7. In an electrically operated locomotive or car, the combination with a stationary
axle or support of a sleeve carrying an armature and bearing wheels, said sleeve
having an oil reservoir formed therein and communicating with the bearings.
8. An electrically operated vehicle having its ends tapered or wedge-shaped in
horizontal section.
9. An electrically operated vehicle having its end formed of upper and lower
horizontal walls, and having its sides converging.
10. An electrically operated vehicle having an end capable of movement in
horizontal planes.
11. An electrically operated vehicle having a pivoted front end adapted to be
moved in horizontal planes.
12. In an electrically operated vehicle, the combination of a frame or casing, a
stationary axle and springs or cushions between said ends and the frame or casing
whereby said springs form a yielding support for the casing.
13. In electric railway systems, the combination of a locomotive or car having a
frame or casing provided with internal housin s, a stationary axle, a yielding bear-
ing between the ends of the axle and the casing, and bearing wheels fixed to a loose
sleeve upon the axle and adapted to revolve within the housings.
14. In electric railway systems, a rail having a lateral flange whose under surface
forms a supplemental bearing surface, in combination with, an oil reservoir supported
from the locomotive or car, and a sphere bearing within the oil of the reservoir,
adapted to be brought into engagement with the supplemental bearing surface.
15. In combination with a car or vehicle and a rail having a lateral flange, an oil
reservoir supported from the vehicle, and a sphere adapted to be revolved within
the oil to transfer a portion thereof to the flange of the rail.
16. A vehicle having an open top reservoir along its sides beneath the body
thereof, and a rail having a lateral flange, in combination with a sphere mounted in
the oil reservoir so as to be partially submerged, said sphere transfering a lubricant
from the reservoir to the rail when brought into contact therewith, substantially
as described.
Dated this 16th day of June 1801
J. P. BAYLY,
Applicant,