Improved Means for Supplying Current to Electric Railway and Tramway Vehicles.
Year: 1897

page_text: Date of Application, 17th May, 1897-Accepted, 19th June, 1397
COMPLETE SPECIFICATION.
Improved Means for Supplying Current to Electric Railway and
Tramway Vehicles.
I, RAOUL DEMEUSE, of No. 5 Boulevard Anspach, Brussels, in the Kingdom of
Belgium, Engineer, 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 electrical traction apparatus which forms the subject of this invention is one
of the class of apparatus in which the motors are fed from a collector arranged on
the vehicle, which is adapted, as it proceeds, successively to make contact with the
cable supplying the electrical energy; this result being attained through the
medium of posts erected along the line or track, or through the medium of a trolley
moving along a conductor divided into sectious or lengths; the effect being the
same, whether the electro-magnet whereby the successive circuits are closed is
located on the line or suspended from the vehicle, or whether the current is
continuous or divided into phases; the exciting current of the operative electro-
magnet being derived from the main current and under normal circumstances
passed on from one length or section to the next following length or section; while
all the operations of the mechanism are effected by commutators or switches of
peculiar construction or arrangement, and caused to take place by a collector, of
special construction also; all of which will hereinafter be described in detail,
reference being had to the accompanying drawings, in which
Figures 1 and 2 are respectively a longitudinal and a transverse section of the
commutator or switch device arranged for continuous or uniform currents;
Figure 1 is a diagram of the connections;
Figures 3 and 4 are respectively a longitudinal section and a cross section for
"polyphase or alternating currents,
"
Figure 3 being the corresponding diagram of connection;
Figure 5 is a section of a modified construction of commutator for continuous
currents, and
Figures 6 and 7 are respectively a cross section and a partial longitudinal
elevation of the current collector.
In all these examples the current collector is assumed to be suspended from the
We
vehicle and in co-operation with the contact stuls or posts placed on the line.
will therefore begin by describing this type of collector.
Instead of forming a single post, it consists of a number of longitudinal plates or
blades L spaced out by means of intermediate washers P and suspended between
two lateral squares E upon two pins K passing through and connecting the whole
mechanism which is suspended from the carriage frame by means of four
stretchers Tarranged at their extremities, which serve to press them against two
resilient pads or buffers T having a constant tendency to force all the plates L
onto or against the posts V on the line. The perforations in the said plates, through
which the pins K are passed, are elongated, whereby each of them is enabled to rise
singly whenever the slightest irregularity occurs in the contact-making with the
posts, while at the same time they are constantly retained in position by the said
buffers or pads, so that no matter what their position at the time may be they will
jointly convey the current to the motor, inasmuch as they are at all times

page_text: electrically connected to each other: all of which is clearly illustrated in Figures 6
and 7 of the drawings.
In Figure 1 there is shown a diagram of the commutator connections for
continuous current, adapted for making circuit with the motor between any two posts,
according as the vehicle proceeds along the line. The main circuit of a section is
closed by means of a current derived from the preceding section, which excites a
thin-wire electro-magnet. I the armature of which closes the main circuit which in
its turn excites a second magnet I*, while on the other side it communicates with
the earth; the other electro-magnet I, wound with stout wire, being connected on
one side to the contact C, and on the other, to the main cable G. Besides, the
post B is connected to the armature A. The current collector L, while yet upon
the post B and about to make contact with the next following post B², sends
a derived current through the armature A, contact C₁, cuil I, and thence to the
earth. The electro-magnet I, on being excited, swiftly attracts the armiture A
and in so doing cuts off the current from C', thereby becoming itself shut out from
the circuit. But at the same moment the armature, as it makes contact with C,
closes the main circuit G I CA. B' L, kept up by the electro-magnet I, and sends
the current to the distributor D and motor M, whence it passes on to the return
rail.
As soon as the collector L has left the post B2, the current is cut off and the
armature redescends by its own weight to its normal position.
When there is no current in any of the sections or lengths, say at starting, the
current for exciting the operative electro-magnet I may be derived through the
distributor D' from a small battery DO placed upon the carriage.
Figures 1 and 2 are respectively a longitudinal and a cross section illustrating
the constructive arrangement of the commutator mechanism enclosed in an air-tight
and damp-proof cast iron case. The contact stud or post B is by means of a pin or
bolt b firmly secured to the lid F of the said case from which it is insulated by
suitable washers i and by a layer of insulating material which fills up the hollow
space within the lid and so envelopes the said post as to allow its top end only to
emerge for the purpose of making contact with the collector L. On the bottom
surface of the case there is erected a yoke or stirrup-shaped piece H from which
are suspended the electro-magnets I 1 and to which are secured the contacts C
and C¹, the construction of which is characteristic in this particular, that they form
spring-controlled tongs or nippers having a tendency to disengage the armature A.
In the case of the contact C' for the current derived from the electro-magnet I', these
nippers simply consist of two curved springs between which, on the lower side of
the armature, there engages a wedge c; while in the case of the contact C which
serves to form the main circuit with the stout-wire electro-magnet I, the springs rr
externally press upon two hinged flaps 17, between which there engages a wedge c
provided on the top of the armature A, which is pivotted to the arm of the stirrup
or yoke at the opposite end. These contact wedges cc form a single piece passing
through the armature from which they are insulated, while they are connected to
the post B by the flexible conductor G¹. Owing to the pressure which the said
springs rr, or (as the case may be) exercise upon the inclines of the wedges,
these have a tendency to release themselves from the nippers, rather than to remain
in engagement therewith, so that this contact arrangement facilitates the operation of
the commutator. For high voltages the spark may be divided by sub-dividing the
contact into two or three wedges applied to the armature and corresponding to an
equal number of nippers, though it will be understood that this should only be done
in the case of the contact C', which serves to cut off the derived current; whereas,
the contact C will be interrupted by the weight of the armature and the pressure of
the springs only, when the main current ceases from passing through such
armature or in other words when the collector has left the post.
A modified commutator arrangement, comprising only one stout-wire electro-
magnet is represented in Figure 5. In this case, the operative thin-wire
electro-magnet 11 is placed on the top of the vehicle, while the commutator case is
covered over with a plate of electrically conductive material. The armature for

page_text: the two electro-magnets assumes the shape of a bell crank lever and is connected
to the post B, while the electro-magnet I is connected to the main cable G
and nipper C, just as before; the derived current constantly passing through
and exciting the thin-wire electro-magnet [¹. As soon therefore as this
electro-magnet comes to be above the horizontal arm of the armature A, it
attracts such arm and closes the main circuit at C by means of the vertical arm
which the stout-wire electro-magnet holds until the collector moves away from the
post B.
It will be seen that in this arrangement there forms no breaking
spark and that the number of parts is greatly reduced.
"
It now remains for us to describe the arrangement of the commutator for
"polyphase" currents, in doing which we will refer, first of all, to the diagram
Figure 3A. It being here assumed that a triphase current has to be dealt with, it
will naturally be sent through three conductors. Accordingly, the vehicle carries
two current collectors L L, and each commutator has two posts B and B which
are placed between the rails; the third conductor being the rail itself, aud the
electro-magnets being replaced by double solenoids, two of which, S' and S³ are
wound with stout-wire and the third So with thin wire, the outer coils being
secured and coupled in series with the inner coils, which are movable, being
pivotted to the lever A¹ having double contacts & s², s² ², and sº sº replacing the
armature A of the electro-magnets. The stout-wire solenoids may be wound at
will upon two separate spools or upon one common spool, the latter being the
arrangement here adopted.
This is the course which the current will take :
When the commutator is at rest, that is to say while no current is passing
through it, the lever A¹ is in its lowered position and the nippers 50 50 make
contact, while the others, s¹s and are for the time being cut out of circuit.
But as soon as the collectors L L touch the posts B and Bb, a circuit will close
with the operative solenoid S°, the current passing from B, through f, to S° and
into the inner coil, then returning to So through outer coil of S° and then
through to Bb. So then raises the lever A¹, at the same time cutting off the
contact at ss, but making contact at s¹ s' and s² 2 with the solenoids S₁ and S
respectively, which keep up the position and close the main circuit, the course of
which may readily be followed in the figure, with the two collectors L L.
Figures 3 and 4 are respectively a longitudinal and a cross section illustrating
the practical arrangement of the commutator which, with the exception of the
parts just described, is exactly like that of the commutator used for continuous
currents.
It goes without saying that all the connections described remain unaltered
provided the posts B are substitutes by rails cut up into sections or lengths, in
which case the collectors L should be replaced by double trolleys adapted to
travel upon rails so divided.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
Improved electrical traction apparatus or plant with the energy supply divided
into lengths or sections, the main features of which are as follows:
1. A section commutator wherein an operative thin-wire magnet is included in a
circuit derived from the next preceding section with a view to including a stout-
wire magnet in the main circuit, the distinguishing characteristic of the arrangement
being the interposition between the terminals of the two circuits of an armature
common to both electro-magnets which when at rest close the derived circuit, while
cutting out of circuit the operative magnet by the automatic action of the latter,
the armature being attracted for the purpose of closing the main circuit as soon as
the derived current has passed.
2. The modification of the commutator arrangement hereinafter referred to, the
main feature of which is the transfer of the operative electro-magnet wound with

page_text: thin-wire to the vehicle, and the retention in the commutator arrangement of the
stout-wire electro-magnet only, with the armature arranged in such a manner as to
be actuated by the operative electro-magnet, as the vehicle passes, so as to close
the main circuit as above described.
3. The commutator arrangement covered by the first claim, as applied to polyphase
currents; mainly characterised by the suspension of the armature so that it merely
operates as a contact bearer for the inner coils of solenoids which in this case
replace the electro-magnets and are connected in series with the contact
corresponding to the number of collectors or the nature of the current.
4. Arranging the terminals or contact pieces above referred to in the shape of
nippers with wedges entering between single side springs with or without the
interposition of hinged flaps tending to disengage the wedges.
5. The construction of the current collector of a number of longitudinal plates,
blades or bands, separated by washers and suspended through button-hole-shaped
slots from two pins or bolts between two squares; the whole arrangement being
suspended from the carriage by tension devices or stretchers adapted to press the
said plates against indiarubber pads or buffers which will depress the said plates on
to the contact posts, whilst allowing them to yield to pressure vertically.
All substantially as and for the purpose set forth, and as illustrated in the
accompanying drawings.
Dated this 17th of M. 1907
.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, W.C., Agents for the Applicant.