Improvements in and relating to the Lighting of Railway Vehicles by Electricity, and to Apparatus therefor.
Year: 1892

page_text: Date of Application, 16th Feb., 1892-Accepted, 7th May, 1892
COMPLETE SPECIFICATION.
[Communicated from abroad by THE CONSOLIDATED CAR HEATING COMPANY,
of Wheeling, West Virginia, United States of America.]
Improvements in and relating to the Lighting of Railway Vehicles
by Electricity, and to Apparatus therefor.
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co., Patent
Agents, 45 Southampton Buildings, in the County of Middlesex, 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:-
The primary object of my invention is the lighting of cars by electricity, and
my invention consists in the means and apparatus provided therefor.
The ordinary system of lighting by electricity cannot be applied to car lighting
without meeting serious obstacles. First, if a dynamo is applied and run by
connection with any of the moving parts of the train, it must stop and start with
the same, and the supply of current is therefore subjected to constant interruption,
which of course would make the system a failure.
To meet this difficulty storage batteries may be used, but to rely altogether on
such a source of electricity is objectionable as it is practically impossible to supply
in this manner a series of lights on a long train for any considerable length of
time, on account of the large amount of space which would have to be reserved
for these batteries, besides the recharging or replacing would be expensive and
involve loss of time.
Again, as the speed of a train varics within considerable limits, the velocity of
the armature will at certain times not be sufficient to produce any appreciable
current, or at least not enough to operate electric lights and therefore the train
must attain a certain speed before a current can be generated to run electric lights,
or before it can be stored in accumulators, it is therefore obvious that that
provision has to be made to operate the electric lights independent of the generator
when these conditions exist.
It must also be taken into consideration that at very high speeds-say fifty
miles an hour, the supply of current would be so great that the brushes of the
dynamo will be burned and the storage battery plates or lamp filaments be
destroyed unless the current can be kept under control and even if the dynamo
should have a suitable current regulator, or means for cutting out the storage
battery and lamps, constant trouble is to be expected from the rapid wearing out
of the brushes and the liability of the armature to heat and burn out, and it has
been demonstrated that the construction of dynamos heretofore used for stationary
lighting plants is not at all suitable for lighting railway cars, especially if it is
desired to locate it on the axle of a truck where it must turn under conditions
altogether different from those in stationary lighting plants.
Consequently in order to carry out successfully my system of lighting trains,
my invention embodies the following provisions:
A single generator for the train is carried by the locomotive preferably on the
front axle of the forward truck, where among other advantages it is quite
accessible and is less exposed to dust than anywhere else outside the cars.
This generator I construct in a peculiar manner requiring no brushes or wire
on the armature, and securing it in such manner that the jolting and jarring due to
unevenness of grade or imperfections in the road bed will not make it a source of
danger to the axle of the truck.
A further provision consists in employing in connection with the generator a
storage battery or batteries. This battery or batteries are intended to feed the

page_text: lamps while the generator is merely required to feed the storage battery or
batteries. The capacity of the storage batteries is made ample to supply the
lights during any desired period, say one or two hours, if the car should have to
wait such length of time at some station.
The feeding of the storage battery or batteries I accomplish by means of three
leads, two of which at the same time form the lighting circuit. These three
leads which represent two feeding circuits extend from the generator preferably
the whole length of the train, with suitable couplings between the cars of the
train.
Two of the leads, one positive and one negative, form a lamp circuit supplied
from the storage battery, while the third lead, which has an alternating current,
forms, in connection with the other two leads, the feeding circuit for the storage
battery. The lights and the generator being therefore on different circuits, the
generator supplying the storage battery and the storage battery the lights.
Automatic means are provided for switching the dynamo in when the speed of the
train is sufficient to generate electro motive force enough to overcome the electro-
motive force of the storage battery, and to cut it out when it is not sufficient by
reason of slowing down or stopping the train, thus preventing the battery to short
circuit itself through the coils of the dynamo. This switch also opens the circuit
when the motion of the locomotive is reversed.
My provisions also contemplate means for providing the magnetic field of the
dynamo, as soon as coupled up with a minimum amount of current so that the
dynamo will at once become operative upon starting the train; they also con-
template means for automatically regulating the dynamo so as to maintain a uniform
current notwithstanding variations in the speed of the moving train.
These provisions as stated in a general way comprise the several prominent
features of my invention, and I will now proceed to describe in detail the con-
struction and arrangement of the parts by means of which I intend to practically
carry out my invention and then point out specifically in the claims what I believe
to be new and wish to protect by Letters Patent.
In the drawings,
Fig. 1 is a diagrammatic illustration of my whole system.
Fig. 2 is a diagrammatic elevation of a locomotive showing the preferred
position of my generator.
Fig. 3 is a longitudinal section through my generator as secured in position on
the axle of a truck.
Figs. 4 and 5 are cross-sections of the dynamo on lines - and y-y respectively.
Figs. 6, 7, and 8 are details of a potential switch for automatically connecting
and disconnecting the dynamo and storage battery.
The generator is inclosed in an outer dust proof casing A mounted upon the
axle B of the truck, preferably the front axle of the forward truck of the
locomotive, as shown in Fig. 2. In this position I support it by means of journal
boxes C formed on the heads of the casing and lined with brasses D which extend
entirely through the journal boxes, and which are held against lateral displace-
ment therein by the annular flange È seated in a corresponding recess, and secured
therein by the plate E'.
These brasses are made to abut against collars F formed or shrunk on the axle
and by these means the axle is prevented from end play in the hearings, and the
brushes may be readily renewed or adjusted when necessary.
The journal boxes have oil boxes C₁ with tight covers C³ and oil ducts C³
leading therefrom to the axle, and annular grooves C are formed in the casing to
collect the waste oil on the inside of the bearings, aud conduct it through a small
channel C to the outside. By these means the dust and oil is effectively excluded
from the inside of the casing and the bearings may be effectively lubricated. If
desired, so-called dust guards C may be placed at the points where the axle passes
into the casing.
The weight of the casing is partially or wholly supported from above by means

page_text: of a system of hangers G pivotally secured on opposite sides of a compensating
lever G fulcrumed upon the frame of the truck. The hangers pass through
vertical guide bearings or cars A' formed on the outside of the casing and have
coil springs G' sleeved upon them, all so arranged that the weight of the casing
rests upon
the springs, the tension of which is adjustable by means of the nuts G³.
By these means the weight of the casing may be entirely taken off the axle
while at the same time the casing is preferably free to adjust itself to the axle, thus
reducing the wear and tear which the constant jarring or changes of grades and
imperfections in the road bed would otherwise produce. The casing is made
cylindrical and preferably in sections to be readily mounted upon or dismounted
from the axle, and to facilitate access to the interior, one head is made independently
removable.
To the inside of the cylindrical wall of the casing are secured two systems of
electro-magnets H, H', and upon the shaft are secured free to revolve within the
electro-magnets the two armatures I I', one armature for each series of magnets.
The armatures are built up of thin laminæ of iron mounted upon spools J J',
which are secured in position by clamping disks K, K', K' which in turn are one or
all secured to the axle. One head of each spool engages loosely upon the body of
the spool and bolts L pass longitudinally through the clamping diske, the heads of
the spools and the lamina of which the armature is composed, and thereby rigidly
connect, the parts to the axle. The clamping disk K' in the middle is preferably
made with an extended bearing on the axle, and is firmly secured thereto, while the
outer ones inay be loose so as to form clamping heads for the two armatures.
The armature I is composed of horse-shoe lamina forming a series of poles
corresponding with the number of magnets of the series H, and are adapted to
revolve in close proximity thereto, and to coincide therewith simultaneously.
The armature I' is composed of annular disks having polar projections (³ at like
intervals, and corresponding to twice the distance of the magnets H, whereby
these polar projections are adapted to coincide alternately with one half at one
phase and with the other half at the next phase in the revolution of the armature.
The series of magnets H are divided into two groups by being connected in
different circuits, the magnets belonging to one group alternate with the magnets
of the other group. The two circuits are the exciter circuit i, which as will
hereafter appear, is fed by the secondary battery and comprises the alternate
magnets, and the other circuit c d is the one from which the useful currents are
taken off from the generating magnets.
C
The magnets in the exciter circuit are preferably connected in series and alter-
nately wound in opposite directions, so as to produce alternate positive and negative
poles, and the magnets in the generator circuit are connected either in series or in
multiple, or in multiple series according to the potential desired; the drawings
showing the magnets in multiple connection.
It is evident that by revolving the armature a magnetic circuit is closed at rapid
intervals between the groups of magnets H and therefore at each coincidence of the
armature poles with the poles of these magnets, currents are induced in the coils
of the generating magnets which flow through the circuits c d in the form of an
alternating current. Thus the system of magnets H together with the armature I,
constitute a generator for the production of alternating currents.
As I do not herein claim the construction of the generator, I will omit further
description, but call attention to the special adaptation of this generator to my
system of lighting cars, as it meets the important provision of generating a current
without the use of brushes or wire in the armature.
The system of magnets H' together with the armature I¹ constitutes a current
director and its operation in connection with the generator, I will now proceed to
explain in connection with the Figs. 4 and 5, and with diagram, shown in Fig. 1,
in which e d f, are three leads extending from the locomotive to the cars preferably
the whole length of the train and which as usual in car heating systems, are
provided with suitable couplings (not shown) between the cars,

page_text: The lead & constitutes one of the main conductors of the generator proper and
the leads e fare branches of the other main conductor c.
The main conductor c branches into the two leads e f immediately after leaving
the generator proper, and one branch passes through one pair of coils H', and the
other through another pair of these coils, each pair of coils comprising two
diametrically opposite magnets.
The armature I is adapted in its revolution to close alternately a magnetic
circuit between the magnets of each pair whenever the poles of the magnets and
the polar projections of the armature coincide, but whenever the magnetic circuit
is thus closed through one pair, it is open through the other pair.
By this arrangement the current from the generator has two paths provided for
it through the current director but it will be seen that by the operation of the
revolving armature 1', the two paths will offer different resistances to the flow of
the current, that is, the pair of magnets which is connected by the poles of the
armature will offer a relatively high resistance, while the other pair which is not so
connected will offer a comparatively low resistance, owing to the different magnetic
conditions which the current in flowing through the coils produces. Thus, if this
resistance is high enough the flow of current instead of dividing between the two
paths will be entirely diverted over one only, that is, the one including the open
magnets. Enough resistance may thus be produced in one path to divert the whole
of the current impulse through the other path.
Considering that the magnetic resistance in the coils H¹is produced synchronously
with the current generated, it will readily be seen that a current of one sign will
will be resisted by one pair, and the current of opposite sign by the other pair of
magnets H, and thus while the current alternates through the lead d it will flow in
one direction only through the leads e f
The storage battery Ŏ (or batteries) is placed in multiple arc between the three
leads def which form the charging circuits, whereby one half of the storage
battery is charged in one phase and the other half in the second phase of the
alternating current as shown by the arrow, thus, with a dynamo of say 26 volts
pressure in an alternating current, I am enabled to charge a storage battery of
nearly double the voltage.
The lamps Pare connected between the leads ef which represent the feed
circuit from the storage battery, and thus the current from the generator can have
no appreciable effect upon the lamps as the storage battery alone takes care of the
lamps. Considerable fluctuation of the current in the generator circuit thus cannot
effect the lamps and the matter of regulating the dynamo current becomes a matter
of secondary importance, and may be even disregarded.
Each car is preferably provided with a secondary battery intended to remain
permanently in the car and to be always charged from the generator. All these
batteries being connected in multiple in both the feeding circuits, they will thus
tend to equalize each other, and after one becomes fully charged its increased
resistance to the charging current will divert the current to the ones charged the
least. It is evident, however, that the train lighting could be accomplished with
one battery which may be placed in the baggage car.
The means I have provided to automatically control the charging of the storage
batteries, I will now proceed to describe.
These means contemplate a potential switch which automatically switches the
dynamo in and out of the charging circuit whenever its current is not of the
required electro-motive force, or when it should become reversed by reason of
the locomotive running backwards.
The switch which I preferably use for the purpose is a mechanically operating
switch Q, shown in vertical, central section in Fig. 6; Fig. 7 being a section on
line of Fig. 6, and Fig. 8 a plan view of Fig. 6. The construction is as
follows:
The equalizing lever G¹ from which the dynamo casing is suspended has an
extension 9, preferably made of spring metal, to which is secured a plunger, which

page_text: consists of the jointed plunger rods h h¹, connected together and to the extension g
by means of two universal joints h³ h³.
To the plunger rod is secured a head of insulating material which at the
base is provided with the metal ring and bears a metal cap * terminating into a
guide stem 17.
The plunger head is inclosed in a barrel provided with an insulating head h
in which the stem of the plunger has a guide bearing h¹. In this head are secured
three metallic contacts 121, which are insulated from each other and adapted
to make electric contact with the metallic cap 4 of the plunger head.
The three contacts 13 have suitable binding posts, two of which are for
the switch terminals of the lead e and the third for the terminal of the exciter
circuit i.
Within the barrel are secured two contact springs 14, which are adapted to
make and break contact with the ring on the plunger head.
The contact springs 4 electrically connect with the binding posts h¹ h", which
are secured to, and insulated from the barrel and to which the switch terminals of
the lead are secured.
The lower end of the barrel is closed by a head 18 through which the plunger
rod is guided, and between this head and cap secured upon the plunger rod,
a spring 20 is interposed, and by its tension tends to break the contact of the
spring on the ring, and of the contacts on the cap /* of the
plunger head.
When the locomotive is moving, the equalizing lever G¹ will be tilted by the casing
on account of the magnetic pull of the armature on the magnets secured to the
casing. The tilting of the casing is, however, resisted by the spring 420 of the
switch, which spring holds the switch open until the pull becomes too great, when
the spring will be compressed and the switch be closed.
I
Thus, when a sufficient current is generated by the forward movement of the
locomotive, the arm or extension 7 will tilt up and actuate the plunger to close
the contacts, but when the locomotive runs backward the casing tends to tilt in the
opposite direction and thus holds the switch open.
By a proper adjustment of the parts the closing of the switch in the forward
movement of the locomotive is accomplished when the current generated is
sufficient to overcome the potential of the storage battery while the switch is
open as long as the current is not strong enough or when there is no current
generated. The switch is also kept wide open when the locomotive runs backward.
The spring, spring arm g and spring G, ease the movement of the switch
and the spring, automatically effects the opening of the switch when the current
decreases below a desired potential.
It will be noticed that in this construction of switch all the contacts are inclosed
and are thus protected from all destructive influences.
The exciting magnets which constitute the field of the dynamo are energized
from the storage battery under the control of two instrumentalities.
One of these is a current regulator which may be of any known construction and
which is only represented diagrammatically in Fig. 1, in which,
k represents the usual resistance; the fixed contacts; the moving contact
or hand operated by suitable motor devices, (not shown) to switch resistance in or
out; the exciter circuit, one terminal of which is connected to the binding screw
of the contact of the potential switch and the other terminal of which is
connected to the lead, at the point f' which point, as will be seen, is between the
switch and the storage battery. The operation of this regulator (provided with
exciter circuit is closed by the switch) is like any other regulator, that is it
regulates the electro-motive force of the generator by increasing or reducing the
amount of resistance in the exciter circuit and consequently decreasing or increasing
the charge of the field magnets.
The other instrumentality which controls the field magnets is the potential

page_text: switch, the operation of which has been before described. When this switch is
open the connection of the exciter circuit with the lead e is also open and there-
fore no current can pass through the regulator. When this contingency arises,
however, the field magnet coils are still connected in the exciter circuit by means
of a separate branch which connects with the resistance at its highest point,
and with the lead e at a point 2, which is between the potential switch Q and the
storage battery.
By this arrangement a shunt exciter circuit is formed, which includes the whole
resistance of the regulator and through which a minimum current from the storage
battery will always flow through the coils of the exciting magnets whenever the
locomotive is coupled to the train, and while the switch is still open, so that the
field is always primed and thus the generator enabled to develop current enough to
close the potential switch when the train gets under way.
The two instrumentalities together control the field of the dynamo in the following
manner:
When the train is coupled the storage battery charges the exciting magnets, but
the amount of current received will be very small owing to the. whole resistance
being now included in the exciter circuit.
As the train gets under motion a current will develop, which as soon as it has
power enough will close the potential switch. This switch closes the exciter circuit
through the regulator and closes the charging circuit to the storage battery and
thus throws the regulator into operation to regulate the current by throwing
resistance in or out as required to keep the charging current uniform.
Should the locomotive slacken its speed the potential in the dynamo will fall and
the regulator will keep throwing out resistance until the hand of the regulator
finally passes from the contact of lowest resistance to the next contact of highest
resistance, and thus all resistance being thrown in the power of the dynamo will
cease. The moment this occurs the dynamo will mechanically operate to open the
potential switch and thus break the circuit between the storage battery and the
dynamo.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed as communicated to me by my
foreign correspondent I declare that what I claim is :-
1. The combination of a dynamo-electric generator operated by the motion of
the train, of a potential switch in the circuit of said dynamo, said switch being
operated by the magnetic pull of the revolving armature on the field magnets,
mechanically transmitted to said switch, substantially as described.
2. In a combination of a dynamo-electric generator having its armature
mounted upon the axle of the truck, of a casing journaled upon said axle and
inclosing said armature, field magnets secured to said casing, hangers pivotally
suspended from said truck, and supporting said casing at diametrically opposite
points and springs interposed between said hangers and the casing, substantially as
described.
3. The combination of a dynamo-electric generator having its armature mounted
upon the axle of a truck, of a casing inclosing said armature and provided with
journal bearings through which the axle passes, field magnets secured to said casing,
a compensating lever fulcrumed upon the truck, hangers pivotally suspended from
opposite ends of said lever and supporting said casing at opposite sides and springs
interposed between said hangers and casing, substantially as described.
4. The combination of a dynamo-electric generator having its armature
mounted upon the axle of a truck, of a casing journaled upon said axle and
inclosing said armature, field magnets secured to said casing, a compensating lever
fulcrumed upon the truck, hangers pivotally suspended from opposite ends of said
lever and supporting said casing upon opposite sides, springs interposed between
said casing and hangers, a mechanical switch in the circuit of the dynamo and

page_text: mechanical connection between the compensating lever and said switch for operating
the same, substantially as described.
5. The combination of the dynamo-electric generator having its armature
mounted upon the front axle of the forward truck of the locomotive, of a casing
journaled upon said axle and inclosing said armature, field magnets secured to said
casing, a compensating lever fulcrumed upon said truck, hangers pivotally suspended
from opposite ends of said lever and supporting said casing on opposite sides,
springs interposed between said casing and hangers, a charging circuit extending
from said dynamo to the cars of the train, a potential switch placed upon said
truck and carrying contacts to make and break said circuit, and a mechanical
connection between said compensating lever and switch to operate the same,
substantially as described.
6. The combination with the truck of a travelling vehicle, of a dynamo-electric
generator having its armature mounted upon an axle of said truck, a casing
inclusing said generator and carrying the stationary electro-magnets thereof,
journal boxes in the heads of said casing and provided with brasses secured
laterally removable in said journal boxes and forming bearings in which the casing
is supported upon the axle, collars secured upon the axle against which the inner
ends of the brasses abut, and yieldingly means connecting the casing with the
truck, substantially as described.
7. The combination with the truck of a travelling vehicle, of a dynamo-electric
generator having its armature mounted upon an axle of said truck, a casing formed
in sections and inclosing said generator, yielding means connecting the casing to
the truck, journal boxes formed in the heads of said casing and provided with
brasses secured laterally removable in said journal boxes, collars secured upon the
axle against which the inner ends of said brasses abut, and annular grooves or
channels in the casing around the inner ends of the brasses to collect and remove
the waste lubricant from the journal bearings, substantially as described.
8. The combination with the truck, of a travelling vehicle, of a dynamo-electric
generator having its armature mounted upon an axle of said truck, a casing
inclosing said generator and carrying the stationary electro-magnets of said
generator, the equalizing lever G fulcrumed upon said truck, the hangers G
pivotally suspended from said lever and supporting the casing of the generator
upon opposite sides of the axle, the springs interposed between said hangers and
the casing, a mechanical switch mounted upon the truck and carrying suitable
contacts adapted to make and break the circuit of the generator, and the spring
arm or extension g to which the movable part of said switch is attached,
substantially as described.
9. The combination with a dynamo-electric generator having its armature
mounted upon an axle, of a travelling vehicle and having its field magnets secured
to a frame or casing journaled upon said axle and connected to the frame of the
vehicle whereby the pull of the armature in operation rocks said casing, of a
storage battery in circuit with said generator, a switch in said circuit having
contacts for opening and closing said circuit and mechanical connection whereby
the rocking of the casing of the generator opens and closes said switch, substantially
as described.
10. The combination with a dynamo-electric generator having its armature
mounted upon an axle of a travelling vehicle, and having its field magnets secured
to a frame or casing journaled upon said axle and connected to the frame of said
vehicle whereby the pull of the armature in operation rocks the casing, a charging
circuit connecting said generator with a storage battery, an exciter circuit
supplying the field coils of the generator with a current from the storage battery,
a current regulator for the generator in one branch of said circuit, a permanent
resistance in another branch of said circuit and a switch operated by mechanical
connection with the casing of the generator and having contacts for opening
and closing the charging circuit of the generator and the branch in the exciter
circuit in which the current regulator is placed, substantially as described.

page_text: 11. In a system of electric lighting for cars, the combination of a dynamo
generator organized for the production of alternating currents, a main conductor
leading from one pole of said generator, two branch conductors leading from the
other pole of said dynamo, current directing devices in said branch conductors, a
storage battery coupled between said main and branch conductors, whereby one
half of the battery is charged in one phase of the current and the other half of
the battery is charged in the other phase of the current and lamps as required
for the cars coupled between the branch conductors only, substantially as
described.
12. In a system of electric lighting for cars, the combination of a dynamo
generator organized for the production of alternating currents, a main conductor
leading from one pole of said generator, two branch conductors leading from the
other pole of said dynamo, a current director in said branch circuits, a storage
battery coupled between said main and branch conductors to charge each half of
the battery separately by the alternating current phases, lamps as required coupled
between the branch conductors and a potential switch in the branch conductors,
substantially as described.
13. In a system of electric lighting for cars, the combination of a dynamo-
generator organized for the production of alternating currents and operated by the
movement of the train, a main conductor leading from one pole of said
generator, two branch conductors leading from the other pole of said generator, a
current director in said branch conductors, storage batteries as required for the
cars coupled in halves between the main conductor and the two branch conductors
respectively, lamps as required coupled between the branch conductors, an exciter
circuit connecting the field magnets, coils of the dynamo in multiple between the
branch conductors, two branches in said exciter circuit, one containing a current
regulator for the dynamo and the other including permanently the whole resistance
of suid current regulator, and a potential switch between the generator and the
storage batteries and lamps, said switch having three make and break contacts, two
in the branch conductors from the generator and one in that branch of the exciter
circuit in which the current regulator is placed, substantially as described.
14. In an electric system of lighting cars, the combination with a dynamo
generator organized for the production of alternating currents and having its
armature mounted upon the axle of a travelling vehicle, a main conductor leading
from one pole of said generator, two branch conductors leading from the other pole
of said generator, and a current director consisting of stationary electro-magnets
having their coils including in said branch circuits and an armature mounted upon
the same axle with the armature of the generator around which said magnets are
grouped in pairs on opposite sides thereof, whereby the magnets included in one
branch conductor and the magnets included in the other branch conductor are
alternately magnetically connected to create a magnetic resistance in one of the
branch conductors, synchronously with the current phases of the generator, sub-
stantially as described.
15. In an electric system of lighting cars, the combination of an alternating
current generator and a current director included in two branches of the circuit of
said dynamo, each comprising a series of stationary magnets and an armature, said
armature heing secured upon one axle of a travelling vehicle and said series of
magnets being secured to an outer casing completely inclosing said armature and
magnets, substantially as described.
16. In an electric system of lighting cars, the combination of an alternating
current generator consisting of an armature secured upon the axle of a travelling
vehicle and a series of stationary electro-magnets, a current director consisting of a
revolving armature secured upon the same axle with the armature of the generator
and a series of stationary electro-magnets arranged in two branches of the circuit of
said dynamo, an outer casing journaled upon said axle and completely inclosing
said generator and current director, and a series of stationary electro-magnets
arranged in two branches of the circuit of said dynamo, an outer casing journaled

page_text: upon said axle and completely inclosing said generator and current director and
carrying the stationary electro-magnets thereof, an equalizing lever provided with
hangers supporting said casing upon opposite sides from the frame of the travelling
vehicle, and a potential switch on the circuit of said dynamo and operated by
mechanical connection with said equalizing lever, substantially as described.
17. In an electric system of lighting cars, the combination of an alternating
current generator comprising an armature secured upon the axle of a travelling
vehicle and a series of stationary electro-magnets, a current director comprising a
revolving armature secured upon the same axle with the armature of the generator
and a series of stationary magnets arranged in two branches of the circuit of the
generator and adapted to produce magnetic resistances in said branches
synchronously with the current waves of the generator, an outer casing supported
free to rock upon the axle to which the armatures are secured and carrying the
electro-magnets of said generator and current director, a potential switch in the
circuit of said generator and a mechanical connection between said switch and
the casing for operating the switch by the rocking movement of said casing,
substantially as described.
18. In an electric car lighting system, the combination with an electric
generator and its frame, a storage battery and a circuit connecting the same with
the generator, of a switch for the circuit, a connection between the switch and
generator, and means for actuating the switch upon the movement of the generator,
substantially as described.
19. In an electric system of lighting cars, the combination with the generator
having its armature secured to an axle of the locomotive, of the casing A, the
equalizing lever G', from which said casing is suspended free to rock, the spring
arm secured to said lever, the switch provided with stationary and movable
contacts, the plunger carrying the movable contacts, intermediate connection
between said plunger and the arm g and the spring arranged to oppose the
closing of the switch, substantially as described.
20. In an electric system of lighting cars, the combination of an alternating
generator operated by the motion of the train, a main conductor extending from
one pole thereof, two branch conductors extending from the other pole thereof, a
current director in said branch conductors, a storage battery coupled between said
main and branch conductors, field magnet coils in an exciter circuit supplied with a
current from the storage battery, two branches in said exciter circuit, a current
regulator in one of said branches, a permanent resistance in the other branch,
and a potential switch arranged to simultaneously open and close the dynamo
circuit and that branch of the exciter circuit in which the current regulator is
placed, substantially as described.
21. In an electric system of lighting cars, the combination of a car provided
with a positive lead, a negative lead and an alternating current lead through which
the current waves, of an alternating current generator are distributed to the cars,
a storage battery having one half thereof coupled between the alternating and the
positive lead, and the other half between the alternating and the negative lead and
translating devices in multiple between the positive and negative leads, and a
current director, substantially as described.
22. In an electric system of lighting cars, the combination of a generator of
alternating currents carried by the train, and provided with means for directing the
current in two branch conductors connected to one pole thereof, a circuit extending
from said generator to each car of the train and consisting of said branch
conductors, and a main conductor connected to the other pole of said generator, a
storage battery in each car coupled in halves between said main conductor and the
branch conductors respectively, and a series of lamps in each car in multiple
between said branch conductors, substantially as described.
23. In an electric system of lighting cars, the combination with a generator,
the lamps and storage battery of a car, of a positive lead, a negative lead and an
alternating current lead extending through the car and forming two independent
D

page_text: feed circuits, one from the generator to the storage battery on the car and the
other from the storage battery to the lamps, and means for directing the current,
substantially as described.
Dated this 11th day of February 1892.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.