Improvements in Electrically Propelled Vehicles and in Permanent Way therefor.
Year: 1899

page_text: Date of Application, 22nd Dec., 1899
Complete Specification Left, 20th Sept., 1900-Accepted, 1st Dec., 1900
PROVISIONAL SPECIFICATION.
Improvements in Electrically Propelled Vehicles and in Permanent
Way therefor.
I, ARTHUR ST. VINCENT BURNABY, of 67, The Drive, Hove, Brighton, in the
County of Sussex, do hereby declare the nature of my invention to be as
follows:
My invention relates to a new and altogether different form of electric train
running on an entirely new form of permanent way and supported by a novel
invention and contrivance. In order that my specification may be understood
and before going into details I will describe the simplest form of my invention
by reference to Figure 1. Here C is the body of the electric engine A and B are
its two wheels resting on the track D D, and in the same straight line with one
another. The engine is kept perpendicular to the track by means of a thin
narrow metal band F F, upon which the friction surfaces EE rest. The metal
band FF, is held in place by poles 1', P Figure 2, whose tops P 2 P 2 bend
over the centre of the track, the body C of the engine is somewhat bottle
shaped but its floor M M takes the curve shown in M M, Figure 3. The two
wheels A and B rest on large strong pneumatic tyres. In Figure 1 A and B
inclusive of tyres are 9 feet in diameter, the body C7 feet deep and two feet
off the ground. The roof of the engine in its highest line is level with the tops
of the wheels A and B. This scale may or may not be a convenient size. The
two wheels A and B are really large and very strongly made bicycle wheels
with powerfully made spokes. The track, (a section of which is shown in 1
Figure 4, Q being a section of one of the pneumatic tyred wheels of the engine)
upon which the wheels run, may be constructed of any hard smooth substance
such as asphalte, concrete slate metal or the like. A very important part of the
engine are my friction surfaces E E and G G Figure 1. Upon them depends
the perpendicular position of the engine. E E Figure 1 are strong metal plates
supported and attached to the engine by powerful metal supports L L, Figure 1;
each have two friction surfaces one on each side of the metal support L,
Figure 1, a view of a face of one is shown in J, J, Figure 5. To their inner
surfaces are attached sheets of glass S, S, which run along the metal band
Figure 1, when the engine is in motion and balances it. The metal band is
composed of smooth steel or other smooth metal, altho' I think smooth steel
preferable, and the part of it along which the glass runs is oiled by supply
spray pump placed in front of the engines first two friction substances, all the
glass sheets of the friction surfaces are themselves automatically oiled, when the
engine is in motion. G G Figure 1 come into contact only at corners, their
object will be explained with reference to Figures 6, 7, & 8. X X, 1 Figure 6
is a straight part of the track X 1 W is the first appearance of a slight bend
in the track branching off towards the right the curve commencing at W. A
main supporting post Figure 2 is placed at X2 Figure 6 should one not be
already there, and on it is placed a strong bracket B, R, Figure 7 carrying a
supporting band C B, C B, C B, C B, Figure 6 to the next pole B on which
F

page_text: the right hand corner friction surface G 1 Figure 7 rests. The pole B Figure G
is provided with a bracket B R Figure 7 on which the corner band rests.
From X2 to B Figure 6 is longer than from L to L Figure 1, so as to allow
both corner friction surfaces G G Figure 1 to rest upon the corner band C B
Figure 6 before the main band F ends. From W to B Figure 6 is longer than
from E to E Figure 1 so that the curve in the track does not commence till
the main friction surfaces E E have left the main band F F, Figure 1. Opposite
to the main poles B and X2 Figure 6 stand corner poles carrying the left hand
supporting corner band C, B Figure 6 and CB Figure 8. Figure 7 shows the
engine just about to leave the main supporting band, while Figure 8 shows a
section of the engine between X1 and W Figure 6, just before the corner at W
commences. Just before the curve begins the track takes the inclination shown
in Figure 4. The inclination begins gradually and goes on more or less, -as
the corner requires. Thus if the corner is at all sharp the track graduates up
to No. 5 slope Figure 4 more or less and if very easy graduates only up to No. 2.
When the turn is from left to right, the high side of the track is on the left,
and vice versa when the turn is from right to left. The object of this tilt in
the track is to give the engine a slope to the right Figure 9, when the turn
is from left to right, and a slope to the left Figure 10 when the turn is from
right to left. This is to make the centrifugal force more or less balance the
slope of the engine, and so take the pressure off the corner friction surfaces.
This is explained by reference to Figure 9. Here the turn is from left to right
02 being the direction B the engine's weight of inclination and A its centri-
fugal force. Thus the friction surface GI is not pressed hard against the
band R by its slope the centrifugal force A relieving it. The engine is tilted
at corners by the lower halves of the corner bands, sloping out from the top
halves in the direction of the turn. Thus in Figure 11 the turn is from left to
right and sloping out towards B presses the corner friction surfaces G G
Figure 1 towards the right hand corner band, and so makes the engine slope
towards the right as in Figure 9. The gradual inclination of the track and
corner bands takes place directly after the main friction surfaces E E Figure 1
have left the main supporting band F. On turning from right to left these
inclinations are reversed. Figure 14 shows sections of the main and corner
band friction surfaces and their supports E E and F F correspond to Figure 1,
A A and B and S S to Figure 5. When the corner is completed the corner
bands end as they began at Figure 6. From P to P and from X to X Figure 11
is exactly the same distance as from G to G Figure 1. Now although G G
Figure 1 are in the same plane they are not in the same straight line, the
bottoms of the first two corner friction surfaces being in the same straight line
with the tops of the second pair. Thus the first pair run along the top
halves T K Figure 11 of the corner bands and the second pair along the lower
halves B T. To allow this the corner bands are twice the depth of the main
band. This arrangement P P, X X, Figure 11 being the same distance apart
as G G Figure 1, allows the first and second pair of corner friction surfaces to
be affected simultaneously. When the turn is from right to left S, takes the
place of K and K of S. The inclination P P, and X X Figure 11 of the corner
bands only takes place when the engine requires a slight tilt, and when this is
no longer necessary and the turn is from left to right both the right and left
hand corner bands resume their normal positions this also is the case when the
turn is from right to left thus the engine also resumes its perpendicular position.
The inclination of the corner bands is always such as to keep the two wheels
of the engine perpendicular to the track so that the more the track slopes at a
corner the greater is the inclination of the corner bands. All friction surfaces
are constructed so as to allow their surfaces to follow the curves in the track
by the outer support A Figure 5 containing an inner piece B, which on extra
pressure being brought to bear by the supporting bands at curves at 1 or 2
Figure 5 revolves, but without this pressure S S, Figure 5 is kept in its place

page_text: by a powerful spring below B. Of the two wheels A and B Figure 1, B is the
driving wheel A is the steering. B is held parallel to the sides of the track,
and its diameter parallel to the track is rigid. A being the front and steering
wheel its diameter parallel to the track is able to follow all curves in the track.
When running a straight part of the track, a section of which is shown in 1
Figure 4, Qbeing the breadth of the tyre, the front wheel is held rigidly in
its place, but on the slightest curve being encountered the automatic steering
wheel W, Figure 1 and W Figure 12 comes into play, and directs the big
wheel A Figure 1. In Figure 1 M is a metal tube T T Figure 13 containing
a powerful metal rod R, Figure 13 which is attached to the centre C of the
steering wheel W Figure 12. Figure 12 shows a section of the contrivance
parallel with the track D D. The steering wheel W, is approaching a curve
in the track. Z is a metal board securely fastened and raised above the track
to come into contact with O Figure 1 and U Figure 12, the acuteness of the
angle Z A C, depends upon the corner, if the corner is fairly sharp, the
angle Z A C is less acute if not sharp very acute. When U Figure 12 arrives
at A the wheel W being free to revolve on the rod R Figure 13 has to revolve
in the direction of the arrow Figure 12 because U is pressed to the right. Thus
the rod R. Figure 13 is turned also within its tube T. The rod R rises into the
interior of the engine C Figure 1, and the slightest movement is conveyed to
the wheel A, Figure 1, so that the presence of the slightest bend in the track is
automatically conveyed to W and from thence to the big wheel A Figure 1.
On a straight part of the track the front wheel of the engine is locked but
when U or Y Figure 12 are touched machinery is at once brought to bear upon
wheel A Figure 1, which by this means is guided round all curves automatically,
and when the track again becomes straight the metal guider 2 Figure 12
terminates and the wheel W being acted on by a spring resumes its normal
position, the big wheel A Figure 1 is again automatically locked and the engine
runs down the straight with a correctly set front wheel the metal director 2
is always so placed relative to the corner so as to keep the front steering wheel
in correct position during all corners. When a curve is from right to left the
director 2 is of course placed on the side near Y Figure 12. The body proper
of the engine ends at about H 1, Figure 1 sloping in like the neck of a bottle
towards A in two divisions one being on each side of the wheel A. The rear
end of the engine is supported on the driving wheel B. by a powerful frame
work 111. For the cars which the engine draws see Figure 15. In the plan
the cars greatest height inside measurement is 6 feet 9 inches, and its floor is
two feet off the ground. Its back wheel B is fixed like B Figure 1, but its
front wheel A can move like A Figure 1. The front wheel of the first carriage
is attached to the engine, and the front movable wheel of all cars is attached to
the rear fixed wheel of the one in front and steered by it. The friction sur-
faces E EGG of the cars correspond exactly to the friction surfaces E E G G
Figure 1 and are fitted with the same spring device.
The door of the engine is shown at end Figure 1 and the look-out windows
are either placed at H1 or round a little look-out tube which could be placed
at V, as shown in Figure 1.
Electricity is generated at stations along the route and it can be laid to the
engine by overhead wires which are insulated and attached to the supporting
poles one being for the positive and the other for the return of the negative
current, to complete the circuit. It is however not material which of the wires
is positive or negative as long as one conveys a positive and the other a negative
current. Connection between the motors in the engine and the over-head wires
can be made by a trolly such as is used in America for street cars, or other
device of the kind.
Two chains one of which X X is shown in Figure 1, run over two cog-wheels
one on each side of the centre of the big wheel B Figure 1, H2 being one, and
run over two powerful cog-wheels inside the engine, these cog-wheels are geared

page_text: either on to the motors direct or on to bigger cog-wheels which are them-
selves geared on to the motors. If (which I consider unlikely) the main
band FF, Figure 1; is found unsatisfactory, my corner bands could entirely
take its place but this arrangement will of course add to the expense which is
avoided by the main single supporting band.
10th 1900
ARTHUR ST. VINCENT BURNABY.
Improvements in Electrically Propelled Vehicles and in Permanent
Way therefor.
I, ARTHUR ST. VINCENT BURNABY, of 67, The Drive, Hove, Brighton, in the
County of Sussex, 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:-
My invention relates to electrically propelled vehicles and to permanent ways
therefor and has for its object to enable such vehicles to easily run at a high
speed.
According to my invention I arrange the vehicles to run on a single track.
upon wheels disposed tandem-wise, a guide-rail being placed above the vehicles
to maintain them in an upright position.
To enable my invention to be fully understood I will describe it by reference
to the accompanying drawings in which:-
Figure 1 is a side elevation of an electrically propelled vehicle and permanent
way therefor according to my invention:
Figure 2 is a horizontal section; and
Figure 3 an end view of the same.
Figures 4 to 24 are views of details and modifications hereinafter described.
a is the body of the vehicle which is preferably of the shape shewn, that is
to say, with flat sides and bottom, arched top and pointed ends, the latter
offering but slight resistance to the air when the vehicle is running. b, c are
the supporting or travelling wheels arranged in alignment and running in
the track which is in the form of a groove to receive the said wheels and is
advantageously formed of metal embedded in concrete and provided with flanged
sides d', as shewn in Figure 4 which is a sectional view of the track drawn
to a larger scale than Figures 1, 2 and 3, the said sides serving for a purpose
hereinafter described. Figure 5 is a section of the track to the same scale as
Figures 1, 2 and 3 but shewing it provided with holes do, do for drainage.
Figure 5 is a section illustrating another form of track formed with vertical
sides, and a bottom having a central flat portion and slightly inclined
sides 4, d.
e is the guide rail arranged above the vehicle, which rail is advantageously
of shape and against each side of which bear anti-friction rollers f, f or other
like devices carried by the vehicle so that the latter is maintained in an upright
position. These rollers f, for the like are preferably arranged two at the
front and two at the rear of the vehicle. The guide rail e is supported in
position by posts e¹, Figures 6 and 7 which represent respectively a sectional
elevation and a plan, the said views being drawn to different scales. The
posts el are fixed in the ground at the side or sides of the track and their upper
ends arranged to hang over the track and support the guide rail e, the said
posts being advantageously braced together by the brackets &², e² and rods e³, e³.

page_text: The rods e, where they cross one another between the posts e¹, e¹ can be
connected to the rail e. The anti-friction rollers f, f are preferably coated
with glass f as shewn clearly in Figure 8 which is a vertical section of one of
the said rollers drawn to a larger scale than Figures 1 to 3. Each roller is
attached to a spindle f2 designed to revolve in ball bearings f³, f and with its
ends in contact with balls f f preferably of glass. f is an oil or lubricant
chamber arranged above the spindle for supplying the bearings f³ and balls f
with lubricant which flows to the lower bearing and ball through a hole f
in the spindle f. The chambers f, fi containing the balls f, fare formed
detachable as shewn. Instead of coating the roller f with glass in the manner
indicated in Figure 8 the said roller may be formed with a groove for its
reception as indicated in Figure 9 which is a sectional elevation of the roller
80 constructed. The anti-friction rollers f, for like devices are advantageously
connected to the vehicle spring-wise to enable the vehicle to heel over slightly
when rounding curves. To effect this each roller f is carried by a cross-head g, as
clearly shewn in Figure 10, which is a horizontal section on the line 10, 10,
Figure 1, but drawn to a larger scale than the said figure. This cross-head
is jointed to two pistons g¹, g¹ sliding in cylinders g², g² containing springs g³, g³,
the said cylinders being connected together so as to form a piston g' sliding in
a cylinder also containing a spring 96. The piston and cylinder g³ are
curved to the arc of a circle having its centre at the bottom of the grooved
track d as shewn in Figure 3. The cylinders 95, 95 which are connected together
in pairs corresponding with the pairs of rollers f, f are connected to the body a
of the vehicle. This connection, however, I prefer to make through the medium
of a framing which I term a turtle-back roof. This turtle-back roof extends
from the front to the back of the vehicle along the top thereof but with a slight
space between it and the said top and is provided with girth bands or belts h¹, h¹
which encircle the vehicle but are jointed or hinged thereto at the bottom
as indicated at ha, ha, Figures 1 and 3. Pins h³, h are arranged upon the vehicle,
the said pins passing through slots 4, h in the girth bands and springs h³, h
being interposed between the bands and the vehicle body as indicated in
Figures 2 and 3. By this construction any shocks due to sidewise movement
of the vehicle when passing round curves or to any other cause are prevented
by the springs h³, h³."
In addition to the springs h³ I can arrange bolts of the shape of an inverted T
as shewn in Figure 11 which is a section drawn to a larger scale than Figures 1
to 3, the stems h, h of which bolts are connected to the turtle-back roof h
while the arms h, h work in cylinders 8, h8 containing springs ho h. The
arms and cylinders h8, h8 are curved to the arc of a circle described from
the centre of the hinge joint h².
Instead of employing spring rollers f, f I can use rollers without springs as
shewn in Figure 12 which is a sectional end elevation drawn to a larger scale
than Figures 1 to 3. In this arrangement the rollers f, f are carried in their
bearings attached to brackets i, i secured to the turtle-back roof h.
In order that the vertical web of the guide rail e may be shortened to reduce
bulk I can construct the bearing of the rollers f, f of less length than is shewn
in Figures 8 and 12. For this purpose I increase the diameter of the spindle f2,
as shewn in the sectional view Figure 12, and provide recesses f, g in the ends
thereof for the balls f to work in and I also decrease the height of the oil
chamber fo.
ว
To still further reduce the height of the vertical web of the guide rail e I can
enlarge the rollers f so that the horizontal flange of the said rail can be brought
into close proximity with the upper surfaces of the said rollers, the rail being
connected to the posts e¹, el and brackets e², by connecting pieces e, e as
shewn in the sectional elevation Figure 12. These connecting pieces et, et can
also be employed to connect the rail e to the bracings ³, where they cross
one another,

page_text: I provide for lubricating the guide rail e by means of a pump j, Figures 1
and 13, the latter figure being a sectional plan drawn to a larger scale than the
said Figure 1. This pump comprises a cylinder containing a piston operated
to spray the lubricant on to the rail e through pipes 2, 3, and nozzles ³, 13, the
latter being arranged to deliver the lubricant just in front of the leading
rollers f, as indicated clearly in Figure 10, the nozzles being preferably sup-
ported on the cross-heads g, 7. The piston is advantageously operated by
clockwork mechanism arranged within the vehicle through the medium of cords
or chains passing over guide pulleys j, j and connected to a cross-head
upon the piston rod j.
In order to prevent the vehicle running off the track I advantageously pro-
vide it at each end with what I term a safety roller k, as indicated in Figures 1
and 10, and in transverse section in. Figure 14 which is drawn to a larger scale
than the said Figure 1. These rollers are arranged transversely at the top
of the vehicle and underneath the guide rail e so that should the vehicle rise
at all at either end one of the said rollers will come into contact with the under
edge of the said rail. These rollers are advantageously curved to the arc of a
circle having its centre at the centre of the track d and are mounted on
spindles, designed to revolve at their ends in ball bearings, and
having in contact with their said ends balls ³, preferably of glass. To lessen
the shock due to impact of the roller k with the guide rail e I can arrange the
casings of the bearings, to be attached to pistons sliding in cylinders con-
taining springs.
The travelling wheels b, c are provided with solid rubber tyres or with pneu-
matic tyres b1, 61, Figure 4, of any suitable kind, the rims 2, 2 being grooved
to receive them. The rims are also provided with flanges 3, which in the
event of the tyres collapsing when of the pneumatic type, will bear upon the
flanges of the track d. The travelling wheels b, c are advantageously
arranged at their hubs or bosses to revolve upon ball bearings 1, 1 connected
to fixed spindles or shafts m, m as indicated in Figures 15 and 16 which are
respectively an elevation and a sectional plan of one of the said wheels drawn
to a larger scale than Figures 1 to 3, ball bearings 1, ¹ being also arranged to
take side thrust.
In order that the wheels b, c can turn slightly upon a vertical axis when
rounding curves I advantageously construct them so that they can move rela-
tively with the spindles m, m. This construction may be as follows, that is to
say, I provide each spindle with a central enlargement n having a pin n¹,
Figures 17 and 18, which are respectively a section on the line 17-17, Figure 15,
and a plan of the said enlargement n. This pin projects above and below
the part and engages holes in discs n², n² preferably having their outer
surfaces forming parts of a sphere and carrying the ball bearings and 7, anti-
friction balls 3 m³ being interposed between the parts n and n². The parts n³, na
are held in position on the part n by the casings of the ball bearings 7 and 1.
I also prefer to arrange springs o, o, Figure 16, which tend to keep the travelling
wheels in a position at right angles to their spindles m, m, these springs being
arranged in curved cylinders o¹, o attached to the said spindles whilst within
the cylinders are arranged curved plungers 02, 03 attached to the casing of the
bearings and . Instead of the cylinders o¹, o' being attached to the
spindles m, m, they can be connected to the casings of the bearings 7 and 1
and the plungers 02, 02 to the said spindles as will be obvious.
P. pare electric motors arranged preferably in two sets operating two
shafts p, pin connection with the driving wheel b. In order that the driving
connection shall not be disturbed notwithstanding the movements of the wheel b
on a vertical axis when rounding curves I advantageously construct the said
driving mechanism as follows, that is to say, I attach to the boss of the driving
wheel two rings of curved elongated teeth q, q, as shewn in Figures 2 and 19
the latter figure being a sectional plan to a larger scale than the said Figure 2.

page_text: The said teeth q, q are curved to the arc of a circle struck from the centre of
the enlargement of the spindle m. In gear with these teeth I arrange bevel
wheels g, q', but on opposite sides of the spindle m so that whatever the position
of the wheel on its vertical axis they have an equal turning effect. Instead
of two rings of teeth q, q and two bevel wheels q', 'I can employ only one
of each as indicated in the sectional plan, Figure 20. In this case, however,
the two shafts p, p, are connected together by gear wheels r, r. In lieu of the
driving arrangement described in connection with Figures 2 and 19 I can
employ that indicated in vertical section and plan in Figures 21 and 22 respec-
tively. In this arrangement the bevel wheels q', q are arranged to gear with
bevel wheels s, s carried upon vertical spindles s¹, arranged within ball bear-
ings 2, and bearing against glass balls, at their ends in a similar manner
to the spindles of the rollers f, f. These bevel wheels s, s are provided with
rings of elongated teeth t, arranged in a horizontal plane and which gear with
rings of teeth t¹, arranged in a vertical plane and connected to the boss of
the wheel b.
For supplying the electric current from the generators to the vehicle, I prefer
to arrange overhead conductors u, u supported either by the guide rail e as shewn
in the sectional elevation, Figure 23, or by the posts e, el supporting the said
guide rail as shewn in Figure 24, the conductors in both cases being directly
held by insulated brackets v, v. Bearing upon the conductors are metallic
arms w, w attached to but insulated from a block w carrying a plate w² rotatably
connected thereto by a ball bearing w. From the arms 10, w pass con-
ductors, to the motors. The plate w² is arranged in front of and in
contact with a bracket or plate on the vehicle so that when the latter is
running the plate pushes the plate forward and at the same time is quite
free to move sideways independently of the plate 2 when the vehicle moves to
either one side or the other.
The vehicle can be provided with buffers y, y at the ends thereof and with
couplings for the traction of other similar vehicles or cars unprovided with
motors.
•
Any suitable form of brake can be employed to brake the wheels and look-
out windows, z are provided at the front of the vehicle for the use of the
driver. I also furnish other windows ¹, ¹ to light the interior of the vehicle
and a door for obtaining access thereto.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is
1. In electric railways the combination of a vehicle provided with travelling
wheels arranged tandem-wise, a single grooved track engaging the said wheels
and an overhead guide-rail engaging rollers upon the upper part of the vehicle,
substantially as described.
2. In electric railways of the kind described in Claim 1, the arrangement of
spring rollers in engagement with the guide rail, substantially as described.
3. In electric railways of the kind described in Claim 1, the arrangement
of an exterior framing or turtle-back roof provided with girth bands encircling
the said vehicle and hinged thereto and having springs interposed between them
and the vehicle, substantially as described.
4. In electric railways of the kind described in Claim 1, the arrangement of
the travelling wheels whereby they can turn relatively with the body of the
vehicle when rounding curves, substantially as herein before described.
5. In electric railways of the kind described in the preceding claiming clause,
the arrangement of gear mechanism in connection with the driving wheel
whereby the wheel is driven notwithstanding its movement on a vertical axis,
5 substantially as described.
6. In an arrangement of electrically propelled vehicle of the kind described

page_text: in Claim 1, mechanism for collecting current comprising arms resting on over-
head conductors and supporting a pivoted plate in contact with a plate on the
vehicle, substantially as described.
7. The combination and arrangement of parts forming the improved electric-
ally propelled vehicle and permanent way therefor, hereinbefore described and 5
illustrated in the accompanying drawings.
Dated the 20th day of September 1900.
G. F. REDFERN & Co.,
4, South Street, Finsbury, London, Agents for the Applicant.