Improvements in and connected with Electric Railways or Tramways on a Road Contact System.
Year: 1898

page_text: Improvements in and connected with Electric Railways or Tramways
on a Road Contact System.
I, EMIL HUNGERBUHLER, Electrical Engineer, of 2, Bedford Place, Bloomsbury
Square, in the County of London, do hereby declare the nature of this invention
to be as follows:-
This invention relates to closed conduit systems of electric traction, in which
the current is transmitted from an underground conductor to the car through a
skate adapted to make contact consecutively with a series of studs distributed
along the line of rails, said studs being usually stationary and made to extend
slightly above the level of the road, so as to be within reach of the skates.
According to my invention the contact studs are movable, and the function
of the electromagnets or some of them, consists in placing the movable contact
studs one after the other within reach of the approaching skate, either directly
or with the aid of a spring, which skate then depresses the studs as it passes
over the same (thus utilizing the weight of the car) and thereby causes each stud
to make electrical contact when required, so that the current from the feeder
main passes through the said contact into the vertically movable stud and
thence into the skate. After having passed through the motor, the current may
leave the car through the wheels and rails, or through a separate series of studs
placed along the rails.
When the skate has moved past a stud, the latter is caused to rise by the pres-
sure of a spring, so as to break the contact and subsequently drops down below
the level of the road, in which position it remains until the approach of another
car.
In case the electro magnets serving to displace the studs are mounted on the
car, they are normally excited by the line current, but may also be excited
either permanently or temporarily by the current of an independent battery
mounted on the car, and a suitable switch is provided for connecting the different
windings of the electro magnet in parallel or in series according to requirement.
The controlling magnets mounted on the car are preferably horse shoe mag-
nets adapted to turn the contact pins on their respective axes, for which purpose
the magnets are placed obliquely to the line of rails, that is to say the axes of
the two exciting coils or limbs of each magnet are situated in a vertical plane
forming an angle of about 45 degrees with the line of rails, and each contact
pin is connected with an armature which in its normal position (that is to say,
when not attracted by one of the said magnets), forms approximately a right
angle to the said vertical plane of the magnet, each armature forming a hori-
zontal balance lever mounted on a continuation of the corresponding contact
pin, so that the turning of the armature in a horizontal plane will cause the con-
tact nin to turn on its axis.

page_text: The axle of the contact stud (which is also the axle or pivot of the armature)
extends downward and carries near its lower end a balance lever provided at
cach end with a friction roller. Vertically underneath the said rollers are
mounted a pair of flat springs inclined in opposite directions, so as to form two
inclined surfaces on which the friction-rollers roll upwards, when the balance
lever carrying the same is turning on its axis. Consequently, when the arma-
ture is turned on its axis by the front magnet of the approaching car, the fric-
tion rollers will be caused to run up the inclines and to lift the balance lever
together with its axle, and also the armature lever and contact stud, which forms
the upper extremity of the armature spindle. The said contact stud will there-
fore be lifted above the road level and placed within reach of the skate.
Between the armature and the balance lever mentioned above is mounted on
the armature spindle a two-armed contact spring, which turns with the spindle
and is adapted to form a bridge between a pair of fixed contacts, when the
armature is placed at the required angle, one of the said contacts being electri-
cally connected with the feeder main and the other with the contact stud, which
is exchangeable and insulated from the armature spindle.
If now a car approaches one of the contact studs, the armature fixed on the
same will form a right angle to the horse shoe magnet situated in the front of
the car, that is to say, a right angle to the vertical plane passing through the
axes of the two magnetising coils or limbs, and as the magnet passes over the
armature, it will turn the latter on its axis about 90 degrees, until it lies
parallel with the front magnet; at the same time the armature spindle, together
with the contact pin, will be lifted.
As soon as the skate arrives at the lifted contact pin, it will press the latter
down, and connect the two fixed contacts through the two armed contact spring
mentioned above, after which the current will flow from the feeder main into the
skate.
As soon as the pressure of the skate ceases to act, the armature of the spindle
is forced up by the pressure of the inclined springs mentioned above, and the
two-armed contact spring mounted on the spindle gets clear of the fixed con-
tacts. At the rear end of the car is mounted another horse shoe magnet placed
at right angles to the front magnet; consequently, when the rear magnet passes
over the armature which had been operated upon by the front magnet, the arma-
ture will turn into its original position (or position of rest) and the armature
spindle will drop until the top of the contact stud is again below the road level.
The armature spindle is supported and guided at the bottom by a suitable
step bearing, and the contact stud fits through an opening in the top of the
underground box which encloses the armature, the underground contacts, and
accessories.
In order to protect the mechanism in the contact box from rainwater, the
contact stud may be lubricated, where it passes through the box, or the box may
be filled with oil, or a cup-shaped receptacle may be formed on the armature
spindle, to receive any rainwater that may come down, said cup having on its
circumference a spout for discharging the water into a convenient part of the
box.
The system of movable contact studs described above may be used also in
railways where the actuating magnets are enclosed in the underground contact
boxes, instead of being mounted on the car.
בד
11
1 1
1000
FAIRFAX & WETTER,
Agents for the Applicant.

page_text: שב
Improvements in and connected with Electric Railways or Tramways
on a Road Contact System.
I, EMIL HUNGERBUHLER, Electrical Engineer, of 2, Bedford Place, Bloomsbury
Square, in the County of London, 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:-
This system relates to closed conduit systems of electric traction, in which
the current is transmitted from an underground conductor to the car through a
skate adapted to make contact consecutively with a series of studs distributed
along the line of rails, the said studs being usually stationary and made to
extend slightly above the level of the road, so as to be within reach of the skate.
According to my invention the contact studs are moveable, and the function
of the electromagnets or some of them, consists in placing the moveable contact
studs one after the other within reach of the approaching skate, either directly
or with the aid of a spring or balance weight, which skate then depresses the
stud as it passes over the same (thus utilizing the weight of the car) and thereby
causes cach stud to make electrical contact when required, so that the current
from the feeder main passes through the said contact into the vertically move-
able stud and thence into the skate. After having passed through the motor,
the current may leave the car through the wheels and the rails, or through a
separate series of studs placed along the rails.
When the skate has moved past a stud, the latter is caused to rise, so as to
break the contact, and subsequently is allowed to drop down to the level of the
road, in which position it remains until the approach of another car.
In case the electro magnets serving to displace the studs are mounted on the
car, they are normally excited by the line current, but may also be excited,
either permanently or temporarily, by the current of an independent battery
mounted on the car, and a suitable switch is provided for connecting the different
windings of the electro magnet in parallel or in series, according to requirement.
The controlling magnets mounted on the car are preferably horse-shoe magnets
adapted to turn the contact pins on their respective axes, for which purpose the
magnets are placed obliquely to the line of rails, that is to say, the axes of the
two exciting coils or limbs of each magnet are situated in a vertical plane form-
ing an angle of about 45 degrees with the line of rails, and each contact pin is
connected with an armature which in its normal position (that is to say when not
attracted by one of the said magnets), forms approximately a right angle to the
said vertical plane of the magnet, each armature forming a horizontal balance
lever mounted on a continuation of the corresponding contact pin or made in
one piece with the same, so that the turning of the armature in a horizontal
plane will cause the contact pin to turn on its axis.
The axle of the contact stud (which is also the axle or pivot of the armature)
extends downward and carries a lever provided at each end with a friction
roller. Vertically underneath the said rollers are mounted a pair of flat springs
inclined in opposite directions, so as to form two inclined surfaces, on which the
friction rollers will roll upwards, when the balance lever carrying the same is
turning on its axis. Consequently, when the armature is turned on its axis by
the front magnet of the approaching car, the friction rollers will be caused to
run up the inclines and to lift the balance lever together with its axle, and
also the armature lever and contact stud which forms the upper extremity of

page_text: the armature spindle. The said contact stud will therefore be lifted above the
road level and placed within reach of the skate.
Between the armature and the balance lever mentioned above is mounted on
the armature spindle a two-armed contact spring, which turns with the spindle
and is adapted to form a bridge between a pair of fixed contacts, when the
armature is placed at the required angle, one of the said contacts being electri-
cally connected with the feeder main and the other with the contact stud, which
is exchangeable and insulated from the armature spindle.
If now a car approaches one of the contact studs, the armature fixed on the
same will form a right angle to the horse shoe magnet situated in front of the
car, that is to say, a right angle to the vertical plane passing through the axes
of the two magnetising coils or limbs, and as the magnet passes over the arma-
ture, it will turn the latter on its axis, about 90 degrees, until it lies parallel
with the front magnet; at the same time the armature spindle, together with
the contact pin, will be lifted.
As soon as the skate arrives at the said contact pin, it will press the latter
down, and connect the two fixed contacts through the two-armed contact spring
mentioned above, after which the current will flow from the feeder main into
the skate..
As soon as the pressure of the skate ceases to act, the armature of the spindle
is forced up by the pressure of the inclined springs or planes mentioned above,
and the two-armed contact spring mounted on the spindle gets clear of the fixed
contacts. At the rear end of the car is mounted another horse shoe magnet
placed at right angles to the front magnet; consequently, when the rear magnet
passes over the armature which had been operated upon by the first magnet,
The armature will turn into its original position (or position of rest), and the
armature spindle will drop until the top of the contact stud is again at the
road level.
The armature spindle is supported and guided at the bottom by a suitable
step bearing, and the contact stud fits through an opening in the top of the
underground box which encloses the armature and underground contacts and
accessories,
In order to protect the mechanism in the contact box from rainwater, the
contact stud may be lubricated, where it passes through the box, or the box
may be filled with oil, or a cup-shaped receptacle may be formed on the armature
spindle, to receive any rainwater, that may come down, said cup having on its
circumference a spout for discharging the water into a convenient part of the
box, or a stufling box may be formed in the cover of the box.
In the accompanying drawings,
Fig. 1 is a diagram showing a tramcar and part of a tramway embodying my
invention.
Fig. 2 is a plan of the same.
Figs. 3 to 8 represent three consecutive stages or positions of a contact stud
and box on a larger scale.
The contact stud a is made of one piece with the armature band with a guide
spindle which is adapted to slide in a guide sleeve d of insulating material,
secured to the lower part of the box c. The metallic stud is insulated from the
cover of the box by a tube g mounted on the stud and passing through a
stuffing box formed in the lid f.
Instead of a balance lever and a pair of friction rollers running on a pair of
inclined springs, as mentioned above, the drawings show a single friction
roller mounted on an arm fixed to the armature b, but insulated from the
same, and a helically inclined bar or flat lever k, which is pivoted at / and pro-
vided with a balance weight m. This weight is adapted to hold the helical
bar or guide in its inclined position, and consequently the contact stud in its
elevated position until depressed by the skate acting on the contact stud, as

page_text: represented by Fig. 8, n is a fixed contact piece supported by the wall of the
box e and connected with a cable o, but insulated from the box.
In Figs. 1 and 2, p, pare the rails, stays connecting the boxes e with the
rails, is the feeder main, s the horse-shoe electro magnet mounted in front of
the car, the magnet mounted at the back of the car, t the skate.
Figs. 3 and 4 represent a contact stud, when at rest.
Figs. 5 and 6 show the same, after it has been raised by the front magnet of
the approaching car, passing over the stud, and Figs. 7 and 8 show the position
occupied by the stud, when the skate is passing over the stud and presses it down
to its mid position.
The horse-shoe magnets s and s¹ mounted on the car are placed at about
45° degrees to the line of rails and at right angles to each other as shown. Each
magnet is adapted to turn on a pivot about 90°, so that the function of the two
magnets can be changed or their relative positions reversed, when the car is
required to move in the opposite direction.
The contact stud may have a diametrical slot, for the insertion of a key, by
means of which the contact stud may be turned, when required.
u, u are insulated stop-pins, for limiting the travel of the armature.
Having particularly described and ascertained the nature of the said in-
vention and in what manner the same is to be performed, I declare that what
I claim is:-
1. In a road contact system of electric railways or tramways, the method of
operating the contact studs and forming contacts, which consists in turning
and indirectly raising the stud to its maximum height by a magnet mounted
in the front of the approaching car, thereby placing the stud within reach of
the skate, and in position for subsequently making electrical contact, then
depressing the stud to its mid-position by the pressure of the skate passing over
the stud, and thereby also making and maintaining electrical contact between
the stud and the supply conductor, subsequently allowing the stud to rise
as to break the electrical contact and finally turning and indirectly lowering
the stud to the level of the road by a magnet mounted at the rear of the re-
ceding car, substantially as described.
80
2. In a road contact system of electric railways or tramways, the combination
of a series of vertically moveable contact studs having armatures adapted to
turn the said studs on their respective axes, with an electro magnet or a pair of
electro magnets mounted on the car, so as to turn the said armatures and con-
tact studs, one after the other, when the car is passing, substantially as described.
3. In a road contact system of electric railways or tramways, the combination
of a series of helically moveable contact studs, with an electro magnet or magnets
mounted on the car and adapted to turn the contact studs consecutively on their
respective axes, when the car is passing, and a series of automatically adjustable
helical guides, adapted to raise the contact studs when they are being turned
by the said magnet or magnets, substantially as described.
4. In a road contact system of electric railways or tramways, with helically
moveable contact studs, a helical guide adapted to raise the contact stud and held
in position by spring action or by a balance weight, substantially as described.
5. In a road contact system of electric railways or tramways, a car having a
horse-shoe electro-magnet in front and one at the rear of the car, the said mag-
nets being adapted to act on the contact studs in the opposite sense, one when
the car approaches and the other when it recedes from the contact studs, sub-
stantially as described.
6. In a road contact system of electric railways or tramways, a pair of horse-
shoe magnets mounted on the car in front and at the rear of the same at right
angles to each other in such a manner, that their relative positions can be
reversed, substantially as described.

page_text: 7. In a road contact system of electric railways and tramways, the combina-
tion of a vertically moveable contact stud, with an insulating mantle fixed to
the same, substantially, as described.
8. A road contact system of electric railways or tramways, constructed and
adapted to operate substantially as described and illustrated by the drawings.
Dated this 7th day of July 1899.
FAIRFAX & WETTER,
Agents, 37 and 39, Essex Street, Strand, London.