Improvements in the Method of and Apparatus for Propelling Vehicles upon Railways by Electricity.
Year: 1892

page_text: Date of Application, 26th May, 1892-Accepted, 2nd July, 1892
COMPLETE SPECIFICATION.
Improvements in the Method of and Apparatus for Propelling
Vehicles upon Railways by Electricity.
A communication by ELIAS ELKAN RIES, of 430, South Broadway, Baltimore,
in the State of Maryland, Electrician, and ALBERT HENRY HENDERSON, of
420, Drexel Building, Philadelphia, in the State of Pennsylvania, United
States of America, Gentleman.
I, WILLIAM PHILLIPS THOMPSON F.C.S., M.I.M.E., of the Agency for
Foreign Patent Solicitors, 6 Lord Street, Liverpool and 6 Bank Street, Man-
chester, both in the County of Lancaster and 323 High Holborn, in the County of
Middlesex, Civil Engineer, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement
This invention has reference to improvements in the method of and apparatus
for propelling vehicles upon railways by the agency of electricity, and the system
is related to a system of electric railway propulsion for which Letters Patent of
the United States, No. 458,859, were granted to Elias Elkan Ries on September 1,
1891, and upon which the present invention is an improvement.
In the said Letters Patent there is among other things, set forth a system of
electric propulsion, in which the electric propelling motor is not physically
connected with the ultimate source of current, or with the conductor or conductors
conveying that current and disposed parallel to a line of rails, but is fed by currents
generated in a translator coil carried by the vehicle, by induction from the currents
carried by the said conductors. By the system thus broadly defined, the use of all
bare and exposed conductors, and of contact brushes or trolleys is avoided, so that
the proper working of the system is not dependent upon these instrumentalities,
and all conductors carrying currents of dangerously high potential are either
inaccessible, or are protected by insulation.
In that system, the conductors which extend along the line of railway, must, in
order to obtain the best results, be located very near the surface of the road, and
these conductors, for practical reasons, must carry currents of comparatively high
tension. The proximity of such live conductors to the surface of the road is a
source of danger, since, while hidden from view, and not readily accessible, they
may be reached accidentally by workmen engaged in the building or repairing of the
road, or they may become exposed by the wear of the road, or by accident.
In another form of the system, as set forth in the aforesaid Letters Patent, the
line or inducing conductors are carried overhead, and while they are well insulated
from the ground, and are or may be covered by insulation throughout their whole
length, accidental leaks cannot be absolutely avoided, and if such should occur, they
would be a source of danger to life and property.
In addition thereto, overhead conductors cannot be adequately protected against
the destructive action of the weather, and are unsightly and obstructive.
By the present invention all these defects are overcome and additional advantages
are secured, more especially, in the economy of the working of the system, in that
provision is made for a repeated conversion of the primary current and for the
automatic generation of counter electro-motive forces in the conductors, in such
manner that the prime generator is loaded to the extent of or in proportion to the
amount of current required, from moment to moment, and not more.
A great
saving of otherwise wasted energy, is thus accomplished.
Broadly speaking, the invention involves the use of a generator of very high
potential alternating currents, which are carried by well insulated underground
conductors along the line of the road, at any distance from the same, and at any

page_text: depth below the surface of the road. Preferably these high tension current
conductors which are hereinafter called primary line conductors, are disposed at such
distances from the road, bed, and at such depth below the surface, that they can
never be reached accidentally and that any leak from the same (if such should
occur), will go harmlessly to the ground.
These primary line conductors are tapped by a number of multiple arc branches
in each of which is included the primary coil of an inductional converter, the
secondaries of which yield currents of very low potential, but of correspondingly
great volume, and each secondary coil is or may be connected with a separate track
line, composed of heavy insulated conductors, disposed under but as closely as
practicable to the surface of the road bed, parallel to and preferably between the
rails of the railway. Each track line is independent of every other; they are each
of a length depending upon the potential of the current which they are designed
to carry, and they are disposed, one after the other throughout the length of the
road.
The track line circuits may be constantly closed, in which case they are provided
with a magnetic shield or shields partly surrounding each conductor, and which
shield operates to generate a counter electro-motive in the conductor, whereby the
current in the track line is normally maintained at a minimum, depending, other
things being equal upon the length of that shield. This is an effect which
Mr. Elias Elkan Ries has discovered, and he has found that when the shield is
sufficiently long, the counter electro-motive force may be very nearly equal to the
electro-motive force of the currents tending to flow in the circuit, so that normally
the actual currents flowing will be very nearly zero.
In another form of the invention, the track line circuits are normally open and
are only closed, when, for the working of the system it is required that there be
currents in the same; the circuits are then, one after the other automatically
closed, and are again opened when no currents are required. In this form of the
invention magnetic re-active shields are not absolutely. necessary, but are pre-
ferably used, both for their reactive effects, and for a reason which will presently
appear.
Each car or train of cars of the system is provided with a longitudinal transformer
coil extending throughout the length of the car or train, and is so disposed that each
side is as close as practicable to the ground, and the two sides are so spaced that
each is directly over one of the track circuits, and thus in inductive proximity to
the same.
These coils, which my correspondents call translator coils, thus
constitute each a tertiary circuit of the system, and in the circuit of each is an
alternating current motor or motors, coupled to the driving axle or axles.
When a motor car thus equipped is upon the track, with its translator coil in
inductive proximity to a constantly closed track line provided with a reactive
shield, the reactive effect of so much of the shield as is equal in length to the
combined length of the two sides of the translator coil is neutralized, and a
corresponding current flows through the track circuit, which now induces a pro-
portionate current in the translator coil. If two cars are over the same track
circuit, double the amount of counter electro-motive force will be removed and
double the amount of current will be generated, etc., etc.
When normally open track circuits are used, they are automatically closed by
the car, which in that case runs upon insulated sections of rails, the sections being
as long as, and co-extensive with the track circuits. The closure of the track
circuits is effected by a current which comes into action by the entrance of a car
upon an insulated section of the rails, said current passing through the rails and a
car axle.
Each translator coil is provided with a magnetic shield, which partly surrounds
the active portions of the wires of the same, and this shield is so shaped with
reference to the shield of the track line conductors, that the two together form a
magnetic shield of a converter, of which the track line conductors constitute the
primary, and the translator coil the secondary circuit; the effect of this is, to.

page_text: confine the magnetic lines of force within the space of said converter, so that
conversion takes place to best advantage, and a great amount of current is
generated in the translator coil; the divided shield, therefore, has the effect of a
magnetic.core.
It has been found by experiment that by the intermediate conversion of currents,
that is to say, by conversion intermediate between the primary line conductors and
the translator coils, any desired amount of current but of harmless tension can be
made to pass (in the track circuits) within inductive proximity of the translator
coils, so that in the latter will be developed the requisite amount of current for
propelling cars. This amount of current is considerable, and in order to develop
such currents, the inducing conductor must carry a still greater amount of current,
which, if directly generated, must be conveyed a long distance, and must therefore
be of high tension. This, as has been shown, is dangerous and inconvenient; it is
also expensive, because the reactive effect which may be produced by the reactive
shield would be too small for practical purposes, when exerted upon a current of
high tension. By the intermediate conversion, however, the currents which act
directly upon the translators can be made of very low tension, with a corresponding
increase of volume, so that without reducing the practically available electrical
energy, the counter-electro-motive forces produced by the re-active shield, may
cut down the active current to very nearly zero, when no current is required for
propulsion.
1
It will now be understood that the novel method of propelling vehicles by the
agency of electricity so far described, may be defined as consisting in charging
electric motors mounted upon the vehicles and connected with an axle or axles of
the same, with tertiary induced currents, derived by induction from sectional track
circuits, which in turn are charged by induction from a line circuit, fed by a
stationary generator.
In a modified form of the invention, which may be used when a great amount of
traffic has to be provided for, the current which feeds the primary coils of the
converters which are connected with the track circuits, are not taken directly from
the dynamo circuit, but from separate line circuits arranged in sections, and charged
by separate converters from the dynamo circuit; in all other respects this modified
form of the invention may be identical with the one already outlined.
All this will more fully appear from the following detailed description, with
reference to the accompanying drawing, in which some of the many forms which
the system may assume, are illustrated as follows:
Figure 1, is a diagram, illustrating the characteristic features of one form of the
improved inductional railway system;
Figure 2, is a side elevation, partly in section, of a motor-car truck equipped
with a translator coil;
Figure 3, is a transverse section on line - of Fig. 2;
Figure 4, is a cross-section of the road bed, with an end elevation of a motor car,
carrying a narrow type translator coil, shown in cross-section;
Figure 5, is a cross-section, upon a larger scale, of a narrow type translator coil,
and track conductors;
Figure 6, is a cross-section of the road bed, with an end elevation of a motor car,
carrying a wide type of translator coil, shown in cross-section;
Figure 7, is an inverted plan view of a motor-car truck, with a wide type of
translator coil thereon, a portion of the cover of the coil being broken away to
show the wires ;
Figure 8, is a longitudinal section of the truck shown in Figure 7 ;
Figure 9, is a perspective view of the lower or under side of a translator coil of
the narrow type, a portion of the structure being removed or broken away to more
clearly show the construction of the coil;
Figure 10, is a side elevation of a motor-car with a translator coil thereon,
illustrating the circuit connections ;

page_text: Figure 11, is a diagram of a two track system one with normally open, and one
with normally closed track circuits in accordance with the invention, and illus-
trating the means for automatically closing the former;
Figure 12, is a diagram illustrating another form of the invention with normally
closed track circuits and normally open feeding circuits, with means for controlling
the latter by the car;
Figure 13, is a cross section of a road bed equipped with the system' illustrated
in Figure 12;
Figure 14, is a plan view of a combined converter coil and circuit closer,
and
Figure 15, is a longitudinal section of the same, partly in elevation.
Figure 16, represents a diagram of the system showing the track circuits in the
form of elongated coils, and
Figure 17, is a like view, showing the track circuit coils arranged for connection
.in series.
Like numerals of reference indicate like parts all throughout the drawing.
The fundamental features of the invention are represented in Figures 1, 2, 3.
The rails 1, 1, of a railroad track are of any ordinary or improved construction,
and between the two lines of rails are disposed conductors 2, 2, which may be either
each of a solid piece of copper or other material, as shown in Fig. 1, or may be
composed of strands, as shown in Fig. 3. These conductors, extending parallel to
the rails, constitute a series of round metallic independent circuits, and each of
these circuits, which my correspondents call the track circuits, is permanently
connected to the terminals of the secondary of an inductional transformer 3, the
primary coils of which are permanently connected with a line circuit 4, 4, by
multiple arc branches 5, 5. The line circuit is charged by an alternating current
dynamo 6, which generates currents of high tension, and moderate quantity. The
tension of the primary current may be as high as is consistent with the requirement
of good insulation, and it is practicable to use a difference of potential of as much
as 10,000 volts. The line conductors may, therefore, be quite small, and it is
practicable to use ordinary telegraph wires, which, however, must be insulated with
special care; they may be disposed at any distance from the track, and preferably
at a considerable depth below the surface."
The converters 3, 3, are located in man-holes arranged between the rails, and the
terminals of their secondary coils are brought up nearer to the surface and are
joined to the track conductors 2, 2 as will be more fully described further on.
The track circuits are designed to be charged with currents of comparatively
very low tension, such as is entirely harmless, and it has been found that it is
practicable to use currents of not more than 10 volts, although a different voltage
may be used. It follows from this, that the volume of the currents in the track
circuits will be very great, and that the conductors 2, 2, must have a considerable
cross section, depending upon the maximum volume of current which is to be used,
while the length of each track circuit will be made proportionate to the voltage of
that current.
The track conductors are disposed in iron troughs 6, 6. which are made in
sections of suitable length, and are laid in concrete or asphalt 7, as shown in
Figure 3, in the surface of the road; or they may be laid on suitable ledges on
paving stones, as will hereinafter appear, all according to the particular kind of
pavement used.
In the form shown in Figure 3, the iron troughs are made in pairs, joined
by a web 8, and with a flange 9, on each edge; the upper faces of the two
flanges and of the web, being all in one horizontal plane, flush with the surface of
the road.
The conductors 2, 2, of the track circuits are well insulated from the troughs,
although special care need not be observed in this respect, since the currents carried
by these conductors are designed to have but low tension. By preference the

page_text: conductors fill the troughs completely, or nearly so, with the exception of a small
space on top, which is filled with asphalt or concrete, according to the nature of the
pavement of the road.
An electric conductor thus equipped is between the rails, practically flush with
the surface of the road, and the surfaces of the flanges 9, 9, and of the web 8,
constitute parts of the pavement, except that they are of iron.
The cars which are designed to be propelled on this road have each one or more
electric motors 10, suitably mounted, and the armature of each motor is geared, by
a mitre gear 11, to the car axles, as indicated in the drawing, or in any other
suitable manner connected with one or more axles. The side bars 12, of the truck
frame, which are supported by the car axles, or by the car axle boxes, are joined
by cross beams 13, to each of which two hangers 14, 14, are secured by bolts 15, or
otherwise, and each pair of hangers have journaled between them upon a rod 16,
passing from one to the other, a pair of pendulous links 17, 17. These links are
joined at their free ends by a hinge rod 18, which in turn receives the sleeve 19,
formed in a casting 20, designed to have the translator coil, which is used with the
invention, secured thereto..
:
The translator body 21, which is shown more in detail in Figures 5 and 9, is
composed of sectional iron double troughs, shaped exactly as, and form counter-
parts of the trough shields for the track circuits; each section 22, therefore, has
two troughs joined by a web 8', and each trough has a flange 9', all made of iron.
By preference, the successive trough sections are separated by non-magnetic, or by
insulating material 23, as indicated, similar in this respect to the spacing of the
shield sections for the track conductors.
When a sufficient number of these translator trough sections are assembled,
end to end, they are joined by strips 24, of strong insulating material, such as
vulcanized fibre, which are shaped to fill the space left on the back of the
troughs by the juncture of the convex surfaces of the same. These strips are
secured to the troughs by screws 25, passing into the body of the webs 8¹, so
that the assembled sections constitute one rigid structure which will not bend by its
own weight.
At each end of the assembled sections is secured a semi-circular body 26, which
need not be of iron, but may be; and preferably is made of insulating material; it
it formed on one face with a trough 26', which forms a continuation and junction
of the two troughs in the sections 22, so that when all these parts are assembled,
there is a rigid elongated body having on one face two parallel troughs, which are
joined and made continuons by the troughs in the end pieces.
In this continuous trough is housed a coil 27, of insulated wire, which has thus
two parallel straight sides, and this coil, which my correspondents call the trans-
lator coil, is secured in the troughs, by a shield 28, of insulating material, one for
each trough, and which is fitted into rabbets on the undersides of the flanges 9',
and of the web 81, and is secured to the same by screws 29, as shown. The
terminal pieces 26, of the translator body are slightly curved upwardly, and the
ends of the translator coil will conform to this curvature; the object being to allow
the translator to ride over small obstructions on the road.
The translator, thus constructed, is secured to the castings 20, by screws 20¹, or
otherwise, and when thus secured it hangs down within a very short distance from
the surface of the road, with its flanges 9', 91, and web 81, 'directly over the
flanges 9, 9, and web 8, respectively of the shield for the track circuit. The parts
are so constructed as to bring the translator as close to the road as the contin-
gencies of travel will permit, the object being to enclose as nearly as practicable
the translator coil and the portion of the track circuit which is covered by the same,
by a closed magnetic shield. For this reason the flanges 9, and 91 are made rather
wide, and with a view to still further complete the magnetic shield, there are a
number of iron or steel wire brushes 30, secured to the undersides of the flanges 9¹,
and of the webs 81. These brushes extend down into light contact with the flanges 9,
and web 8, and thus constitute partial magnetic bridges, which, when suitably

page_text: translator coil.
The flanges 9 and 91, are made as wide as practicable, since it was found that the
wider they are made, the more readily will the magnetic lines of force pass from
the shield of the track circuit to the translator shield without dispersion. The
resistance of the air space to the passage of the lines of force between the two
shields, is therefore in an inverse ratio, to the width of the flanges 9 and 91, while
it is in a direct ratio to the distance of the flanges from each other. Thus by
making the flanges wide, the translator coil may be disposed at a greater distance
from the ground, or the track conductors may be disposed at a greater depth
below the surface of the road, without thereby diminishing the current generated
in the translator. If the latter plan is adopted, the flanges 9', and the upper
surface of the web 8¹, need not be flush with the surface of the road, but
may be covered with a thin layer of asphalt, or other pavement. On streets,
· avenues, and boulevards, devoted largely to all kinds of travel, this is the preferred
plan.
When the flanges 9, 9', are made wide enough, the magnetic brushes 30, may be
omitted.
The electric motor 10, may be of any desired type, and if an ordinary straight
current motor is used, there will be a current rectifier interposed between the motor
and the translator coil. In the drawing, however, is represented an alternating
current motor, which simplifies the equipment of the car.
The system so far described is operated as follows:
Alternating currents of high tension, say of ten thousand (10,000) volts, are
generated by the dynamo or dynamos 6, or by any other generator at a fixed
station, and are delivered by the multiple arc branches, 5, 5, from the main
line 4, 4, to the primary coils of the converters 3, 3; these converters are so
wound and proportioned as to generate in their secondary coils, currents of a
much lower tension, say of ten (10, volts) which are delivered to the constantly
closed track circuits 2, 2.
When a track circuit is idle, that is to say, when there is no car with a trans-
lator coil on the corresponding portion of the track, the flow of current into the
track circuit is resisted by the counter electro-motive force generated in that
circuit by the reactive magnetic shield 8, 9, 9; and when the track circuit is
sufficiently long and the reactive shield sufficiently heavy, the current in the track
circuit will be quite inappreciable. Upon the converter 3, the effect will be very
nearly the same, as if the secondary circuit were open, and the primary coil alone
were closed. Now the customary magnetic shield 31, of the converter, will set up
counter electro-motive forces in the primary coil, whereby the flow of current to
that coil is resisted to a very great extent. The effect of this, upon the generator 6,
will be very nearly the same, as if the primary circuit of the converter 3, were
open, so that the generation of current at the fixed station will be diminished to
the extent of the consumption of current by one converter, if such converter
were in an active state. If two track circuits are idle, the load of two converters
are removed from the generating dynamo, and if all the track circuits are idle, that
is to say, when there is no car with its translator upon the road, the dynamo will
run without load.
All this is due to the fact, which Mr. Elias Elkan Ries has discovered, that a
magnetic shield upon a rectilinear or otherwise extended conductor has a reactive
effect upon alternating or intermittent currents flowing in said conductor. This
reactive effect, other things being equal, is directly proportioned to the length of
the magnetic shield, and may be very considerable, if the length of the extended
conductor and its shield are considerable. With the low tension currents which
are employed in the track circuits, the lengths of any of these circuits need not be
. greater than the length of two, or even one city block of buildings, in order to stop
practically all flow of current in the same, by means of a sufficient length of
reactive shield. It is not always necessary that the reactive shield be co-extensive

page_text: with the track conductors, if these are inordinately long, or if the current
employed in said circuit is of inordinately low tension; in such cases it is quite.
practicable to leave out a number of shield sections at regular intervals, but by
preference the reactive shield is made co-extensive with the track conductors.
If now, a motor car, carrying a translator of the kind hereinbefore described, is
placed upon the road, with one side of the coil in inductive relation to one track
conductor, and with the other side of the coil in like relation to the other conductor,
alternating currents will be generated in the coil, and will be delivered to the
electric-motor 10, which will thus propel the car. So much of the reactive effect.
of the shield as is due to a length equal to the combined length of the two sides of
the translator coil, is neutralized by the presence of the coil in inductive proximity
to the track circuit, and consequently, a corresponding load is placed upon the
generator 6. If two cars are on the same or on different track circuit sections of..
the road, twice the amount of reactive effect is neutralized, and twice the amount.
of current is generated by the dynamo 6, etc., etc.
It has been found that currents of from 400 to 500 volts are used with advantage
for operating car motors, so that if the track circuit current has a tension of.
10 volts, the translator coils will have between 40 to 50 turns. It will, however,
be understood that the invention is not limited to the use of currents of any
particular voltage, in any of the circuits in the system.
If the car should meet with slight obstructions, such as small, loose stones, which..
have not been removed by the guard, which may, and should be used at the front
of the car, the translator, owing to its peculiar mounting will easily ride over the
same for this reason, the guard in front of the car is provided with an effective
brush, and on elevated roads no provision need be made for an automatic rise and
fall of the translator. Such guard 31, provided with a brush 32, is shown in the
drawing, and will be used or omitted as the circumstances may call for. It is then
practicable to rigidly secure the translator 21, by straps 33, directly to the cross
bars 13, of the truck frame, which, as has been stated, is supported by the axle
boxes. By preference, however, in such cases the straps are merely hung onto the.
middle cross bars, so that the translator may rise and fall.
This construction is shown in Figures 4, 6, 8 and 10, and its special utility will
be explained further on.
The translators so far described, which require a twin-trough of iron, wherein
the two troughs are connected by a web, my correspondents deuominate narrow
type translators, which in some cases may be replaced by other types, one of which
is shown in detail, in Figures 6, 7 and 8, and is also indicated in other parts of the
drawing. In this form, which represents a wide type translator, the two sides are
each composed of sections of single troughs 34, of iron, having flanges 911, corre-
sponding to the flanges 91, of the twin troughs, hereinbefore described. These
sections are held together in any suitable manner, so as to constitute a rigid
structure which will not bend by its own weight, and the two sides are joined aud
held together by channelled end pieces 26', which determine the width of the..
translator. The translator coil is housed in the two widely spaced parallel troughs
which are connected by the channels in the end pieces, and it will be seen that in
this construction the track circuit wires must also be widely spaced. Each of these
conductors is therefore housed in a separate iron trough shield 35, made up in
sections, and each section is formed with flanges corresponding to the flanges of the
translator; and the iron or steel brushes 30, descending from the latter form the
magnetic bridges, substantially the same as in the case of the narrow type trans-
lators. In this construction also, are the end pieces 26', curved upwardly, as
shown.
When the translators are connected to the truck frame by links, the undersides.
of these translators will always be maintained parallel with the road-bed, that is to
say, if one end of the translator meets an obstruction on the road, the whole.,
translator will be elevated, so that the inductive action upon the same will be.
temporarily, sensibly diminished and the speed of the car. correspondingly reduced;

page_text: this is really an advantage, since thereby the wear of the obstruction upon the
translator is reduced. This reduction of speed, however, should never be
abnormally great, and the mode of supporting the translators by the straps 33, is
designed to avoid this. These straps only loosely embrace the end cross bars 13.
and rest upon the middle cross bars so that if one end of the translator is raised
by a slight obstruction, the other end will be tilted downwardly, whereby the total
induction upon the translator coil will remain practically unchanged. If, however,
the obstruction is considerable, the translator, after having been tilted, will rise as
a whole, so that the speed of the car will only be reduced when the obstruction is
abnormally great.
In order to insure the lifting of the whole translator when the car passes over
undulations of the ground, between the rails, there are provided rollers 35', one or
more at each end of the translator. These rollers are so mounted, that the lowest
points of their faces project a short distance below the undersides of the flanges,
whereby these undersides can never come into actual contact with the flanges of
the track conductor shields, or the ground, but will only be permitted to approach
the same very closely. When now a small undulation is met, the translator will
simply tilt, but when a greater undulation is met, it will first tilt until one roller or
set of rollers 35', touches the ground, and will then rise as a whole.
In the system of car propulsion, so far described, the line and track circuits, are,
permanently closed; but the invention is not limited to such arrangement, since it
is equally useful, when either the track or the line circuits are normally open, and
are only closed during the passage of a car over a definite section of the road.
In Figure 11, the system is illustrated with normally open track circuits.
There are shown two parallel lines of rails 1, 1, which may constitute either a
double track road, or two independent roads. In either case the line circuit 4, 4,
may extend midway between the two roads, and the converters 3, may be located
in suitably protected man-holes, either on the side of each track, or between the
rails. The track circuits 2, 2, are arranged as hereinbefore described, and the rails
are formed in electrically continuous sections of a length equal to the length of and
co-extensive with the corresponding track circuit; but each section is insulated
from the adjacent sections by an air space or other insulation 36. The primary
coils of all converters are permanently connected with the line circuit by the
multiple arc branches 5, 5, and the secondary coils of the converters are connected
with the track circuits by normally open switches, which are designed to be
automatically closed by the entrance of a car upon the corresponding track
section.
On the road section, which is marked in the drawing by the letter A, the track
switch is constructed and operated as follows:
The converter 3, is in this case provided with two secondary coils; one being the
main coil 37, composed of a few turns of a heavy conductor, and the other the
subsidiary coil 38, composed of a greater number of turns of a conductor of
considerably smaller size.
One terminal of the main secondary coil, is permanently connected to one end
of the track circuit, by a conductor 381, and the other terminal of this coil is
connected by a conductor 38", with the body of a vessel 39, preferably made of
iron, and containing a quantity of mercury. The body of another mercury vessel 391,
is connected with the other end of the track circuit by a conductor 40.
One terminal of the subsidiary secondary coil 38, is connected with one rail of
the track, by a wire 41, and the other terminal is connected by a wire 42 with one
terminal of the coil of an electro-magnet 43, the other terminal of which is
connected with the other rail of the track section, by a wire 44. The pivoted
armature lever 45, provided with a retractile spring; as shown, is extended over
the open ends of the two mercury vessels, and has two prongs or fingers 46, one
descending into one vessel and the other into the other vessel, but of such length,
that they are out of contact with the vessels or with the mercury therein, when the
armature is in the retracted position. In such retracted position the lever 45

page_text: remains, so long as the circuit including the subsidiary coil 38, and the magnet 43,
remains open, and this is the case so long as there is no car on the section ;. the
track circuit is therefore normally open. When, however, a car enters upon the
track section, the circuit of the subsidiary coil 38, is closed by the wheels 47, and
axles 48, and the electro-magnet being charged by the current which is now
generated in the subsidiary coil, attracts the armature lever 35, which immediately
closes the track circuit, by the entrance of the prongs or fingers 46, into the mercury
contained in the vessels 39, 391. The magnet 43, now remains energized and con-
sequently the track circuit closed until the last pair of wheels of the car leave the
track section; when this occurs the magnet becomes neutral and the track circuit is
again opened, as will be readily understood.
It will now be seen that in this arrangement of the system there will only be a
load upon the generating dynamo, when a car is upon a section of the track, and to
the extent of the number of track sections thus occupied.
The automatic track-circuit switch shown on the section of road, marked B, is.
practically the same as that on section A, with this difference, that the converter 3,
has no subsidiary coil, in place of which there is a battery or other independent
generator 49, which, together with the switch, is housed in a man-hole, and
connected with the switch and rails, in the same manner as the subsidiary coil.
The battery might also be carried on the car, and connected with the wheels,
which then must be insulated from the axles; but the arrangement shown is
preferred.
The automatic track-circuit switch shown on the section of road marked C, is
in effect the same as that shown in connection with section A. The details of the
construction are clearly exhibited in Figures 14 and 15. The converter 3, is made
with a main secondary coil 37, and a subsidiary secondary coil 38; the terminals
of the latter are connected with a solenoid 431, which here takes the place of the
electro magnet 43, and with the rails, by the wires 41, 42 and 44, but the switch
lever is in this case formed by the converter itself. This converter is provided
with horizontal trunnions 50, 50, which are journaled in suitable bearings, so that
the whole converter may swing through a small arc, in a vertical plane. These
trunnions are in a line which passes slightly on one side of the center of gravity of
the converter with its appurtenances, so that it will normally be tilted down on the
other side; the amount of that tilt can be regulated by a stop-screw 51, as shown
in Figure 15.
The terminals of the main secondary coil, are extended beyond the coil in a
horizontal direction, and are then bent down at right angles, thus constituting
prongs or fingers 46', which enter the mercury vessels 39, 39, which are connected
with the ends of the track circuit conductors. To the extended terminals of the
secondary main coil, is secured the core 431, of the solenoid, as shown, so that
when the solenoid is energized, the core will be drawn in, and will turn the converter
to a horizontal position at which it is arrested by the stop-screw 51', whereby the
prongs 461, will dip into the mercury and thus close the track circuit. When the
solenoid circuit is opened, the core is withdrawn by the converter again assuming
the tilted position.
In this operation the movements of the converter are very slight, and are not
sensibly resisted by the wires 5, 5, and 41, 42, proceeding from the. same; these
wires are, for the sake of convenience, given one or two turns around a rod 52,
passing across the hollow space of the converter, on the axial line of the trunnions,
and from this rod they leave the converter.
The section of the road, marked with the letter D, is shown equipped with a
permanently closed track circuit, and it will now be understood that it is practicable,
not only to work two or more roads from the same line circuits, but also to use on
the different sections, different arrangements of normally open track circuits, or to
use such sections together with sections in which the track circuits are permanently
closed. When normally open track circuits are used, the reactive shields are not
positively required for their reactive effects, but they are required in order to
B

page_text: co-operate with the iron translator troughs, to constitute a nearly complete magnetic
shield around the inductorium formed by. the translator coil and the portion of the
track circuit covered by the same, in order to,generate as much current as possible
in the coil.
Another form which the invention may assume is represented in Figures 12
and 13.
. The main line 4, 4, charged with currents of high tension, say 10,000 volts,
extends along the road, on one side of the same, and as remote as practicable from
the track. It will be convenient to place the line conductors in a rather deep
conduit 52, extending midway between two tracks, as shown in Figure 13. In the
same conduit, but at a higher level, are disposed other conductors 41, 4', in sections
which extend throughout the length of two or more track circuits, which in this
case are permanently connected with the secondary coils of the converters 3, 3.
These conductors 4, 4', constitute secondary sectional line circuits, which are
permanently connected with the secondary coils of section converters 52, the
primaries of which are connected with the main line by multiple arc branches 53.
The two coils of these converters are proportioned to give a reduction of potential
to about one twentieth to one tenth, so that the sectional line circuits will be
charged with currents of from 500 to 1000 volts.
The primaries of the converters 3, are connected with the circuits 41, 4¹, by
multiple arc branches 54, 54, of which the normally open switches 55, form a part.
These switches consist each of a contact plate 56, and an armature 57, which at its
free end is also provided with a contact plate or block, as shown.
The electro-magnet 58, which is in operative relation to the armature 57, is in
the circuit of the secondary coil of a small converter 59, and the terminals 60, 60,
of this circuit are connected with the rails of an insulated track section; the
primary coil of the small converter 59, is permanently connected with the sectional
line circuit 41, 41, by branch wires 61, 61.
With this arrangement the primaries of the converters 3, and the secondaries of
the small converters 59, are normally open; but when a car enters upon the corre
sponding track section, the secondary circuit of a converter 59 is closed by the
wheels and axles, whereby the electro-magnet 58, is energized and the primary
circuit of converter 3, is closed. It will be understood that the converters 3, 3, are
proportioned to give a current of about 10 volts to the track circuits, and it will
also be understood, that the switches 55, may be differently constructed.
The currents which by induction charge the track circuits in any of the forms of
the invention, inay properly be called primary currents, irrespective of the mode of
their generation. When they are generated directly by a dynamo, as in the forms
of the invention represented in Figure 11, these currents are truly primary currents,
but when they are generated by electro-dynamic induction from dynamo currents,
as in the form of the invention illustrated in Figure 12, they are only primary
currents with reference to those in the track circuits. For the sake of simplicity of
expression, my correspondents will speak of the currents which in any form of the
invention charge the track circuits by induction, as primary currents, whether they
are generated directly by a dynamo or indirectly by induction from dynamo
currents. The primary currents, therefore, will be found, in the forms of my
system represented in Figure 11, in the main line circuit 4, 4, and in the form of
the system represented in Figure 12, in the sectional line circuits 4', 4.
With this understanding, the currents in the track circuits will always be
secondary currents, and those in the translator will always be tertiary currents.
The only difference between the two forms of the system, therefore, is, that in one
the primary currents are generated directly, and in the other indirectly; but in
each case, the currents in the translator coils are of a higher order.
In Figure 10, is shown a car, equipped in accordance with the invention. The
car may be of ordinary construction, except that care must be taken to prevent the
formation of closed circuits in the frame work of the truck, and of the car body.
One of the terminals of the translator coil is connected by a wire 62, with oue

page_text: terminal of a reaction coil 63, mounted on the front platform of the car, and the
other terminal of the translator coil is connected with one of the collector brushes
of the motor, by a wire 64, while the other collector brush is connected by a
wire 65, with the switch lever 66, the lower free end of which sweeps over and in
contact with the intermediate contact points of the reaction coil. The speed of the
car can thus be controlled as in ordinary electric railways, but without introducing
or removing appreciable resistance; the car is also started and stopped by the same
lever 66, as will be readily understood.
The current generated in the translator coil may also be used for other purposes
than for propelling the car; thus for instance, it may be used for lighting or for
heating the car. In Figure 10, is shown a number of incandescent lamps 67,
arranged on the car and fed from a branch 68 derived from the wires 62, 64, as
shown.
It will be evident to those skilled in the art that numerous other modifications of
the application of the principle of the invention may be made, and will necessarily
be made, according to the tension of the current which it is desired to employ.
Thus for instance, if the current to be used in the track circuits is to be of com-
paratively small volume and correspondingly high tension, these track circuits, in
order to have the proper inductive effects upon the translator coils on the cars, will
not be simple loops of heavy conductors, but will turn upon themselves the required
number of times; the track circuits thus become track coils. This is illustrated in
Figure 16.
In this figure of drawing the main line conductors 4, 4, fed by the generator 6,
feed in turn the primaries of the converters 3, 3, by multiple arc branches 5, 5, the
same as shown in Figures 1 and 11, but the secondary coils of these converters
instead of being connected directly to the track circuits, which in this instance are
represented by the track coils 21, 21, are connected to feeder conductors 69, which
extend throughout the length of a number of track circuits.
In the construction shown on the left hand side of the drawing, this connection
is made, by the conductors 38', and 381, and by the switch mechanism comprising
the lever 45, solenoid 431, and the mercury cups 39, 39¹, substantially in the manner
shown in Figure 11. The solenoid is in the circuit of the battery 49, which circuit
terminates in the rails of the corresponding section of the railway track, by the
wires 41 and 44, and this circuit is closed by the entrance of a car upon this section
of the track. From the feeder conductors there are multiple arc branches 69', to
the successive track circuit conductors 2¹.
It will now be seen that when there is no car on the track section X, the circuit
charging the feeder conductor 69, will be open and there will consequently be no
current in the corresponding track circuits, but if a car enters upon the rail
section X, the feeder circuit is closed at the switch 45, and all the track circuits
fed by this feeder circuit will now receive current to act inductively upon the
translator coil 21, carried by the car. Thus it will be seen that a number of track
circuits will be charged simultaneously; but owing to the reactive shields with
which they are provided there will be only very little current consumed by those
coils which for the time being are not covered by a translator coil.
In the construction shown on the right hand side of this figure of drawing, the
secondary coil of the transformer 3, is connected with the feeding conductors 69 directly,
as shown, and each track coil 24, is connected by multiple are branches 69¹, 69¹¹,
with the feeding conductors; but in each branch there is inserted a reaction coil 70,
so that normally only a very small amount of current will pass to each track coil.
Around each reaction coil there is arranged a short circuit, composed of the
conductors 71, 72, and the switch lever 73, and when this short circuit is closed,
the full amount of current will be admitted to the track coil. Normally this
short circuit is open, being held open by the retractile spring 74, but is closed
by the solenoid 43', charged by the battery 49, the circuit of which is closed
by the entrance of a car upon the section of track which corresponds to the track
coil.

page_text: The same mechanism is repeated for the next succeeding track coil, but only a
single battery is necessary for operating the short circuiting switches for two
adjacent coils, as is clearly indicated in the drawing.
In order that this may be done, the rail section Y, on one side of the road is
made continuous, while the rails on the other side of the road are formed of
insulated sections, co-extensive with the corresponding track coil. With this con-
struction, it will be seen that, the feeding branches will admit an effective amount
of current to the track coils only in succession, and not simultaneously to all track
circuits charged by the same feeder conductors.
In Figure 17, there is shown the principle of the invention employed when the
current used in the track circuits is to be of rather high tension. This form of the
invention is shown in connection with a double track road. The generator 6',
which may be a prime generator, such as an alternating current dynamo, ora
secondary generator, that is to say, a transformer delivers current to the track
coils 21,21,... which are arranged in series between the rails of each track, and which
form a completely closed metallic circuit. With this arrangement the currents
employed must be of rather high tension. The rails of each track are divided into
insulated sections, each equal in length to the length of a track coil. For cach
series of track coils there is provided a shunting conductor 75, extending along the
road, and from the junctions of the successive coils there are cross connections 76,
to those shunting conductors. Every alternate cross connection terminates in a
contact plate 77, and in operative relation to each of these contact plates there are
two switch levers 78, 78, each connected with the shunting conductor 75, and cach
actuated by a solenoid 79, and a retractile spring 80; and these solenoids are
charged by a battery 81, the circuit of which is closed by the entrance of a car
upon the corresponding rail section. By reference to the drawing it will be seen
that a single battery is sufficient for operating four of these switches. Normally
these switches are all closed by the retractile spring, and the currents from the
generator 61, will, therefore, traverse by preference the shunting conductors 75, and
only very little current will pass through the track conductors 2'. If, however, a
car comes upon a section of the road, as indicated in Figure 17 with reference to a
section marked X', the circuit of the battery 81, to the solenoid corresponding to
this section of the track is closed by the car wheels and axle as follows:
From the positive pole of the battery, by conductors 81, 82, 83, to the rail X',
then by the wheels and axle of the car to the other side of the track rail, and from
this rail, by conductor 84, to and through solenoid 79; then by conductors 85
and 86 back to the negative pole of the battery; thus charging the solenoid,
whereby the corresponding switch is opened. The effect of this is that the current
coming from the generator by the shunting conductor 75, will ascend the cross
connection 76, and will then traverse the track coil which corresponds to the rail
section X, will then descend at the next succeeding cross connection 76%, and then
complete its course through the shunting conductors. It will thus be seen that an
effective current will only pass through that particular track coil the corresponding
track rail of which is, for the time being, occupied by a car, and that as soon as the
car leaves this section of the track, the coil will again be shunted, while the shunt
from the next succeeding coil will be removed.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed as communicated to
me by my foreign correspondents, I declare that what I claim is :-
1. The method of propelling vehicles by the agency of electricity. by charging a
motor circuit or circuits carried upon the car or cars, with currents of higher order
by repeated induction from currents generated at a fixed station, substantially as
described.
2. The method of propelling vehicles by the agency of electricity, which consists
in charging electric motors mounted upon the vehicles and connected with an axle
or axles of the same, with tertiary currents by induction from a track circuit or

page_text: Circuits, which in turn are chargeu
substantially as described.
induction Irom one or more ne ciremts,
.
3. The method of propelling vehicles by the agency of electricity, which consists
in producing upon a line or lines extending along the road of travel currents of
high tension and small quantity, converting these currents into currents of low
tension and great quantity in one or more extended track circuits, and finally
converting these low tension currents by induction into currents of the requisite
tension in a motor circuit or circuits carried upon the car or cars, substantially as
described.
4. The method of propelling vehicles by the agency of electricity, which consists
in creating in a circuit or circuits disposed along a railway, direct and neutralizing
counter electro-motive forces, whereby the direct current is maintained at a minimum
strength, and then removing counter-electro-motive forces by and in accordance
with the length of a motor circuit or circuits mounted upon a car or cars, and
thereby generating propelling currents by induction in the said motor circuits, sub-
stantially as described.
5. The method of feeding travelling electric motors with propelling currents,
which consists in establishing a flow of currents of a given tension in a conductor or
conductors extending along the line of travel, and in causing said currents to set up
by induction in the circuit or circuits feeding the motors, propelling currents of a
relatively higher tension, substantially as described.
6. The method of feeding travelling electric motors with propelling currents,
which consists in progressively establishing a flow of current of the desired strength
in successive conductors or conductor sections extending along the line of travel, by
and during the presence upon said sections of a closed motor circuit, and in causing
said currents to generate induced propelling currents in a coil or coils constituting
a part of said motor circuit, substantially as described.
7. The method of propelling vehicles by the agency of electricity by succes-
sively closing normally open circuits extending along a railway by the entrance of
a motor car upon a section of rails co-extensive with said circuits; causing a flow
of current in said circuit during the presence of the car upon such section, and
inducing by said currents propelling currents in the motor circuit carried by the
car, substantially as described.
8. An electric railway system, comprising a series of circuits disposed parallel to
the track and charged with currents of low potential and great quantity, an electric
motor car or cars carrying a translator coil in inductive proximity to the track
circuits, and an electric motor or motors in the circuits of said coil or coils, substan-
tially as described.
9. In an electric railway system, the combination with a main line extending
along the road, a series of independent circuits extending along the track and
receiving current from the main line by induction; of a car or cars carrying a coil
in inductive proximity to the track circuits, and a propelling motor or motors
receiving currents from said coil or coils, substantially as described.
10. In an electric railway system, a circuit or circuits extending along the road
and charged by induction with currents of low potential, a reactive shield or shields
for said circuit or circuits, whereby the normal current is reduced to a minimum,
an electric motor car having in its motor circuit an extended translator coil in
inductive proximity to the track circuits, and a magnetic shield for the coil which
together with the reactive shield, constitutes a magnetic circuit around the track
and coil conductors, substantially as described.
11. In an electric railway, a rectilinear round metallic circuit or circuits
extending along the track and having each of its parallel sides provided with a
reactive shield open on top, and means for charging said circuits by induction with
currents of low tension and great quantity in combination with a translator coil
having two parallel sides, each in inductive relation to one side of the track circuit
and each provided with a magnetic shield open toward the opening of the reactive
shield, substantially as described.

page_text: 12. In an electric railway, an extended stationary circuit charged by induction,
and provided with a reactive shield open on one side; in combination with a
travelling circuit in inductive proximity to the stationary circuit and provided with
a magnetic shield open toward the opening in the reactive shield, and constituting
with the latter a magnetic circuit around the stationary and travelling circuits,
substantially as described.
13. In an electric railway, the combination of a main circuit extending along
the road and charged with alternating currents from a stationary source, and a
series of independent track circuits also extending along the road and charged
directly or indirectly by induction from the main circuit; with a translator
coil mounted upon a car in inductive relation to the track circuits, and a motor
in the coil circuit geared to a car axle or axles, substantially as described.
14. In an electric railway, the combination of a main circuit extending along
the track charged with alternating currents of high tension from a stationary
source, and a series of independent track circuits also extending along the track
and capable of being charged by induction from the main circuit, directly or
indirectly, with alternating currents of low tension and great volume; with a
translator coil mounted upon a car in inductive relation to the track circuits, and a
propelling motor in the coil circuit, substantially as described.
15. In an electric railway, the combination of two or more stationary circuits
extending along a road and inductively connected with each other, and a prime
generator of alternating currents connected with one of said circuits
with
a car having a translator coil in indućtive relation to another of said circuits,
and a propelling motor fed by the currents generated in the coil, substantially
as described.
16. In an electric railway, the combination of a main line extending along a
track and charged with alternating currents of high tension from a stationary
source, and a series of normally open track circuits capable of carrying currents of
low tension and great volume and inductively connected with the main line; a car
carrying a translator coil in inductive proximity to the track circuits, a switch for
closing each track circuit upon the entrance of a car upon the corresponding track
sections, substantially as described.
17. In an electric railway, the combination of a railway track divided in a
number of insulated sections, and a like number of co-extensive independent and
normally open track circuits, each inductively connected with a common main
circuit charged with alternating electric currents from a stationary source; with a
motor car propelled by induction from the track circuits, a switch for closing and
opening these circuits, actuated by an electro-magnet or solenoid, and connections
for charging the magnet or solenoid by the car wheels upon the track, substantially
as described.
18. In an electric railway, the combination of a circuit or circuits disposed
along a track and charged with alternating currents; with a motor car carrying
and actuated by a translator coil in inductive proximity to said circuit, and
means whereby said coil may automatically rise and fall, substantially as
described.
19. In an electric railway, the combination of a circuit or circuits disposed along
a railway and charged with alternating currents, and a partial magnetic shield for
said circuits; with a translator coil, also provided with a partial magnetic
shield, carried by a car in inductive proximity to the circuits and connected
with a propelling motor, and magnetic bridges between the two shields, substan
tially as described.
20. A translator coil composed of elongated turns of insulated conductors, and
two magnetic troughs, one for each side of the coil and connected by a magnetic
web extending between the two sides of the coil to constitute a core for the same,
substantially as described.
21. The combination of two parallel magnetic troughs, connected by a magnetic
web; with end pieces provided with channels which connect the two troughs into

page_text: one continuous trough, and au elongated coil of insulated conductors housed in the
troughs and channels, substantially as described.
22. In an electric railway, the combination of two parallel track conductors con-
stituting a round metallic circuit charged with alternating currents, and a twin
magnetic trough disposed along the road for housing the said conductors; with a
motor car carrying a translator coil, the two sides of which are spaced to conform
to the spacing of the track conductors, and twin magnetic troughs for the coil,
substantially as described.
D
1
M
1000
WM. P. THOMPSON & Co.,
Agents for the Applicant.