Improvements in or relating to Systems of Electric Traction.
Year: 1897

page_text: [Communicated from abroad by GEORGE WESTINGHOUSE, of Pittsburg, County of
Allegheny and State of Pennsylvania, United States of America.]
Improvements in or relating to Systems of Electric Traction.
I, REGINALD BELFIELD, of 32, Victoria Street, in the City of Westminster
Electrician, do hereby declare the nature of this invention to be as follows:-
The invention relates to systems of electric traction.
The object of the invention is to construct an improved system of electric traction
which is especially suitable where the characteristics of the districts through which
the track passes vary to any considerable extent.
Systems of electric traction can be conveniently classified in three divisions,
(1) those systems in which current is conveyed to the car through an overhead
trolley, (2) those in which the main conductors are carried either underground or
overhead, the devices for conveying current being located either on the surface of the
ground or in a conduit just below the surface, and (3) those systems in which power
is supplied to the car motor from a storage battery carried by the car.
The first and second of these systems are not always suited for operating in cities
and crowded districts an overhead line being considered unsightly, and constructional
difficulties arising in the installation of such lines, and also of conduits and
underground mains, consequently for such districts the storage battery system is
often preferable. In country districts where the population is small the trolley
system on account of its cheapness commands considerable favour and is very largely
used. An open conduit which is necessary where bars or shoes carried by the car
make contact direct with conductors carried underground has the objection of
excessive cost and because of the liability of faults to occur.
Systems wherein current is conveyed to the car from contact bars or studs located
on the surface of the ground with which, shoes or bars carried by the car make
connection as the car passes over them, however, are free from these objections. In
these systems the contact plates laid on the track are made in sections those sections
only being energized or connected to the mains upon which a car is standing or
running. The third system wherein storage batteries are employed is not in general
use on account of the great weight of the cells and the inconvenience of charging
the same. It will be seen therefore that when a track is laid in districts having
different characteristics the system of electric traction best adopted varies with the
district.
The present invention has for its object to provide a means whereby the system of
supplying current to the cars can be varied in different parts of the line, the same
cars running throughout. A further object of the invention is to construct an
improved system of the kind or class wherein current is conveyed to the cars through
contact bars or studs placed on the surface of the ground as hereinabove mentioned.

page_text: a
My invention will be most clearly understood by considering an electric railway
line one portion of which is in the country, another portion running through
suburban district where an overhead trolley is objected to, while a third portion is in
a crowded city where overhead trolley lines are inadmissible and a conduit is difficult
to construct owing to the network of telegraph and telephone cables, water pipes,
gas pipes, and postal tubes which intersect the streets underneath the roadway. On
such a railway I provide for using a trolley line in the country districts, a system
with underground mains in the suburban districts, and a storage battery system in
the city districts. The underground main system which I prefer to use is the
improved system hereinafter described wherein current is conveyed to the car through
a single series of contact studs located in the track, but I do not restrict myself to
any particular system.
In order that my invention may be clearly understood I will proceed to describe
the same with reference to the accompanying diagram which illustrates an electric
railway line such as above described adapted to be operated according to my
invention.
.
The portion of the diagram enclosed by dotted lines 1 illustrates a part of the
track passing through a country district, and the portions enclosed by dotted
lines 2 and 3 illustrate those parts which pass through suburban and city districts
respectively.
The entire line is intended to be worked at the usual electric pressure, 500 volts
for example, and the car is provided with an equipment adapted to operate throughout
the whole line without requiring any additions.
A is the motor, B the battery carried by the car the discharging potential difference
being equal to that at which the line is operated, C is a trolley arrangemeut which
can be raised to make contact with the aerial wire shewn at D in the portion 1 of the
diagram. This trolley device can be lowered when not in use. E is a brush carried
by the car adapted to make contact with the ordinary rails F, which is the return
main; usually this connection is provided by the wheels on the car. G is a contact
bar or shoe carried by the car and adapted to make contact with studs or track
sections on the surface of the ground shewn on the diagram at H. The motor is
connected to the battery and other arrangements by conductors as shewn, and a
suitable controller is provided so that the said motor can be governed in the usual
manner whether the trolley C or contact shoe G or battery B are used. A switch
may be carried for breaking the battery circuit when required.
The general mode of operation of the line is as follows:-In the country districts
as shewn in the portion marked 1 the trolley C is in contact with the overhead line,
and there being no contacts on the surface of the road the bar or shoe G is inoperative
being if desired disconnected from the car motor. Power will then be supplied to
the car from the overhead line in the ordinary manner. At the same time the
battery B can be put in parallel with the motor so as to be charged from the trolley
line if necessary.
"
In the suburban district illustrated by that portion of the diagram enclosed
by dotted line 2 the trolley line is dispensed with and the outgoing main
connected to the underground system as shewn at I. In the particular under-
ground system illustrated in the drawing and which forms a portion of the
present invention two series of contact studs or buttons are provided, one
set marked H, H¹. . . being intended for connection to the main through which
studs power is supplied to the car motor, and the other set marked J, J¹..
which I will call energizing studs being connected through coils K, K¹ to one of the
rails F which is the return main. The shoe G carried by the car is adapted to
connect with the studs in both series as the car passes along the track. To each pair
of contact studs H, J is connected an electromagnetic switching device which operates
in a well-known manner. This switching device comprises an electromagnet L the
coil K of which is joined between the stud J and the return main as hereinabove
mentioned the other coil M being connected between the stud H and the switch
contact N; the other contact 0 is joined to the main I, and the armature of the

page_text: electromagnet carries a bridge piece P. The contact bar G may be made as shewn
sufficiently long to connect each stud H of one pair with the stud H¹ of the next
adjacent pair as the car passes along, so that before the shoe disconnects from one
stud it connects with the next stud of the series.
The action of the device is as follows:-In the position shewn the shoe G is
touching the stud J1 and the stud or button H which is connected to the main I,
consequently a current will pass from the main I through coil M and the said stud H,
contact bar G and energizing stud J¹ to the coil K¹ which will energize the electro-
magnet L thereby attracting the bridge piece PI and connecting stud H' through
contacts N O¹ to the main. Consequently when the contact bar & finally leaves the
stud H and connects with the stud H¹ this latter stud will already have been put in
connection with the main, and current will flow through the coil M¹ thereby assisting
in energizing the electromagnet L and maintaining the switch closed. The
studs J and H being out of contact with the shoe G no current will flow through the
coils K and M and the bridge piece P will fall thereby disconnecting stud H from
the main. It will therefore be seen that as the car approaches the studs H, H¹.
they are connected in succession by means of the coils K, K¹. . . At the place
where the car finally leaves the trolley line and enters the second or electromagnetic
system the first energizing coil will be supplied with current from the trolley line or
from the batteries, the remaining energizing coils will however be supplied through
the studs H, H'. as hereinabove mentioned. When the car is running on that
part of the line supplied with power from underground mains the battery can be
recharged or can be used to supplement the power derived from the mains as
required.
.
In the city districts when it is impossible to use the stud or button system and
when running down hill, illustrated by that part of the diagram enclosed by dotted
line 3 no mains are provided, the energy for propelling the car being supplied by the
storage battery B.
The capacity of the storage battery will of course be proportionate to the length of
that part of the line on which it is to be used, and its potential difference will be
equal to that used for operating on other parts of the line. An important factor in
determining the size of the storage cells is the current which they are required to give
and in this regard my improved combined system possesses important advantages.
On level ground I use the storage battery alone as it does not require to have a high
rate of discharge, but when an upgrade is to be surmounted I may provide an
underground conduit system to supplement the battery.
It will be understood that the three systems may be used in any order either alone
or in combination and at such portions of the railway line as seem desirable. To
reduce as much as possible the weight of the car battery the portions of the line
intended for operation alone thereby should be as short and as level as possible,
advantage being taken at the other portions of the line for recharging the battery.
I have hereinabove shewn a particular method of operating the line in the suburban
districts by means of two series of contact studs placed in the track with which a
single bar or shoe carried by the car is adapted to make contact. I do not, however,
restrict myself to the use of this particular system since there are many others of a
similar description which may be used in place thereof, in some cases I may use an
open or slotted conduit system.

page_text: I, REGINALD BELFIELD, of 32, Victoria Street, in the City of Westminster,
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 :-
The invention relates to systems of electric traction.
The object of the invention is to construct an improved system of electric traction
which is especially suitable where the characteristics of the districts through which
the track passes vary to any considerable extent.
Systems of electric traction can be conveniently classified in three divisions,
(1) those systems in which current is conveyed to the car through an overhead
trolly, (2) those in which the main conductors are carried either underground or
overhead, the devices for conveying current being located either on the surface of
the ground or in a conduit just below the surface, and (3) those systems in which
power is supplied to the car motor from a storage battery carried by the car.
The first and second of these systems are not always suited for operating in cities
and crowded districts an overhead line being considered unsightly, and constructional
difficulties arising in the installation of such lines, and also of conduits and
underground mains, consequently for such districts the storage battery system
is often preferable. In country districts where the population is small the trolly
system on account of its cheapness commands considerable favour and is very largely
used. An, open conduit which is necessary where bars or shoes carried by the car
make contact direct with conductors carried underground has the objection of
excessive cost and because of the liability of faults to occur.
Systems wherein current is conveyed to the car from contact bars or studs located
on the surface of the ground with which shoes or bars carried by the car make
connection as the car passes over them, however, are free from these objections. In
these systems the contact plates laid on the track are made in sections those sections
only upon which a car is standing or running being energized or connected to the
mains. The third system wherein storage batteries are employed is not in
.general use on account of the great weight of the cells and the inconvenience of
charging the same. It will be seen, therefore, that when a track is laid in districts
having different characteristics the system of electric traction best adopted varies
with the district.
The present invention has for its object to provide a means whereby the system
of supplying current to the cars can be varied in different parts of the line, the same
cars running throughout. A further object of the invention is to construct an
improved system of the kind or class wherein current is conveyed to the cars
through contact bars or studs placed on the surface of the ground as hereinabove
mentioned.
My invention will be most clearly understood by considering an electric railway
line one portion of which is in the country, another portion running through a
suburban district where an overhead trolly is objected to, while a third portion is
in a crowded city where overhead trolly lines are inadmissible and a conduit is
difficult to construct. owing to the network of telegraph and telephone cables,
water pipes, gas pipes, and postal tubes which intersect the streets underneath the
roadway. On such a railway I provide for using a trolly line in the country districts,
a system with underground mains in the suburban districts, and a storage battery
system in the city districts. The underground main system which I prefer to use
.

page_text: is the improved system hereinafter described wherein current is conveyed to the
car through a single series of contact studs located in the track, but I do not restrict
myself to any particular system.
In order that my invention may be clearly understood I will proceed to describe
the same with reference to the diagram accompanying my Provisional Specification
which illustrates an electric railway line such as above described adapted to be
operated according to my invention.
The portion of the diagram enclosed by dotted lines 1 illustrates a part of the
track passing through a country district, and the portions enclosed by dotted
lines 2 and 3 illustrate those parts which pass through suburban and city districts
respectively.
J
The entire line is intended to be worked at the usual electric pressure, 500 volts
for example, and the car is provided with an equipment adapted to operate
throughout the whole line without requiring any additions.
A is the motor, B the battery carried by the car, the discharging potential difference
being equal to that at which the line is operated, C is a trolley arrangement which
can be raised to make contact with the aerial wire shewn at D in the portion 1 of the
diagram. This trolley device can be lowered when not in use. E is a brush carried
by the car adapted to make contact with the ordinary rails F, which is the return
main; usually this connection is provided by the wheels on the car. G is a contact
bar or shoe carried by the car and adapted to make contact with studs or track
sections on the surface of the ground shewn on the diagram at H. The motor is
connected to the battery and other arrangements by conductors as shewn, and a
suitable controller is provided so that the said motor can be governed in the usual
manner whether the trolley C or contact shoe G or battery B are used.
may be carried for breaking the battery circuit when required.
A switch
The general mode of operation of the line is as follows: In the country districts
as shewn in the portion marked the trolley C is in contact with the overhead line,
and there being no contacts on the surface of the road the bar or shoe G is
inoperative being if desired disconnected from the car motor. Power will then be
supplied to the car from the overhead line in the ordinary manner. At the same
time the battery B can be put in parallel with the motor so as to be charged from the
trolley line if necessary.
on two
In the suburban district illustrated by that portion of the diagram enclosed by
dotted line 2 the trolley line is dispensed with and the outgoing main connected to
the underground system. In the particular underground system illustrated
in the drawing and which forms a portion of the present invention
series of contact studs or buttons are provided, one set marked H, H¹. . . being
intended for connection to the main I through which studs power is supplied to the
car motor, and the other set marked J, J . . which I will call energizing studs
being connected through coils K, K¹ to one of the rails F which is the return main.
The shoe G carried by the car is adapted to connect with the studs in both series as
the car passes along the track. To each. pair of contact studs H, J is connected
an electromagnetic switching device which operates in a well-known manner. This
switching device comprises an electromagnet L the coil K of which is joined
between the stud J and the return inain as hereinabove mentioned the other coil M
being connected between the stud H and the switch contact N; the other contact ()
is joined to the main I, and the armature of the electromagnet carries a bridge
piece P. The contact bar G may be made as shewn sufficiently long to connect each
stud H of one pair with the stud H¹ of the next adjacent pair as the car passes along,
so that before the shoe disconnects from one stud.it connects with the next stud of
the series.
"
The action of the device is as follows:-In the position shewn the shoe G is
touching the stud J¹ and the stud or button H which is connected to the main I,
consequently a current will pass from the main. I through coil M and the said
stud H, contact bar G and energizing-studJ¹.to the coil K₁ which will energize the
the electromagnet. L' thereby attracting the bridge piece P¹ and connecting.stud-H¹
...
. 1.

page_text: •
through contacts N¹ 0¹ to the main. Consequently when the contact bar G finally
leaves the stud H and connects with the stud H¹ this latter stud will already have
been put in connection with the main, and current will flow through the coil M¹
thereby assisting in, energizing the electromagnet L¹ and maintaining the switch
closed. The studs J and H being out of contact with the shoe G no current will
flow through the coils Kand M and the bridge piece P will fall thereby disconnecting
stud H from the main. It will therefore be seen that as the car approaches the
studs H, H ...they are connected in succession by means of the coils K, K¹. .
At the place where the car finally leaves the trolley line and enters the second or
electromagnetic system the first energizing coil will be supplied with current from
the trolley line or from the batteries, the remaining energizing coils will however be
supplied through the studs H, H¹. . . as hereinabove mentioned. When the car is
running on that part of the line supplied with power from underground mains the
battery can be recharged or can be used to supplement the power derived from the
mains as desired.
In the city districts when it is impossible.to use the stud or button system and
when running down hill illustrated by that part of the diagram enclosed by dotted
line 3 no mains are provided, the energy for propelling the car being supplied by the
storage battery B.
·
The capacity of the storage battery will of course be proportionate to the length
of that part of the line on which it is to be used, and its potential difference will be
equal to that used for operating on other parts of the line. An important factor in
determining the size of the storage cells is the current which they are required to
give and in this regard my improved combined system possesses important advantages.
On level ground I use the storage battery alone as it does not require to have a high
rate of discharge, but when an upgrade is to be surmounted I may provide an
underground conduit system to supplement the battery.
It will be understood that the three systems may be used in any order either
alone or in combination and at such portions of the railway line as seen desirable.
To reduce as much as possible the weight of the car battery the portions of the line
intended for operation alone thereby should be as short and as level as possible,
advantage being taken at the other portions of the line for recharging the battery.
I have herein above shewn a particular method of operating the line in the suburban
districts by means of two series of contact studs placed in the track with which a
single bar or shoe carried by the car is adapted to make contact. I do not, however,
restrict myself to the use of this particular system since there are many others of a
similar description which may be used in place thereof, in some cases I may use an
open or slotted conduit system.
Having now particularly described and ascertained the nature of my 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. An electric railway different parts of which are adapted to be operated with an
overhead trolley system an underground main system or a storage battery system
according to the nature of the district through which the railway line passes, and
provided with cars adapted for use on any part of the system, substantially as
described.
2. For use on electric railways a car carrying a battery capable of driving the car
and provided with means whereby said battery can be supplimented at crossings
up-grades and stopping points and other parts of the line where necessary by energy
supplied from an external source.
3. An electric car or train provided with a battery capable of operating the car on
level parts and with means for making connection to the mains of an underground
open or closed conduit system whereby the battery current is supplimented where
necessary.
4. An electric traction system wherein energy is supplied to the cars from mains
connected through electromagnetic switches with a single series of pairs with which

page_text: series one contact shoe or bar carried by the car makes connection, substantially as
described.
Dated this 20th day of October 1897
W. P. THOMPSON & Co.,
Of London, Liverpool, Manchester and Birmingham,.
Patent Agents for the Applicant.