IMPROVEMENTS IN APPARATUS FOR LIGHTING HEATING AND COMMUNICATING BY ELECTRICITY APPLICABLE IN PART TO OTHER PURPOSES."
Year: 1882

page_text: LETTERS PATENT to Percy Ruskin Allen of Victoria Works, Belvedere Road
Lambeth in the County of Surrey for an Invention of "IMPROVEMENTS IN
APPARATUS FOR LIGHTING HEATING AND COMMUNICATING BY ELECTRICITY
APPLICABLE IN PART TO OTHER PURPOSES."
PROVISIONAL SPECIFICATION left by the said Percy Ruskin Allen at the
Office of the Commissioners of Patents on the 9th December 1882,
PERCY RUSKIN ALLEN of Victoria Works, Belvedere Road, Lambeth, in the
County of Surrey "IMPROVEMENTS IN APPARATUS FOR LIGHTING HEATING AND
COMMUNICATING BY ELECTRICITY APPLICABLE IN PART TO OTHER PURPOSES
i
My Invention relates to lighting, heating and intercommunication in railway
trains and refers partially to my former Patent No. 2215 of May twentieth One
thousand eight hundred and eighty one. In the Specification of the said Patent I
describe a method of making Electrical connections between the vehicles of trains
by means of an attachment secured to the brake couplings, suitable cleaning
materials being arranged so that the Electrical connections are kept clean and
bright by the act of being locked and unlocked.-Where a Train is fitted throughout
with a System of continuous brakes, Electrical connection is of course possible
throughout the length of the train when the brake couplings are connected together
but it sometimes happens that the train is made up of Vehicles some of which are
fitted with continuous brakes while some are without or it may happen that the
Train may be made up of a dissimilar system of brakes. Of course, in either case
it is impossible to complete the Electric circuit with the brake couplings; to obviate
this difficulty I attach to each end of the carriage an independent subsidiary
coupling for making the electrical coupling independent of the brake coupling, this
electrical coupling may be of various forms but I preferably make it in the form
of a small cylinder carrying one or more contact plungers, each insulated from the.
other and from the case. Each cylinder has a projecting lip on one side and a
snug on the other, the projecting lip extends round nearly a quarter of the circum-

page_text: ference and is arranged so that when the coupling is turned through a quarter of
a revolution the lip embraces the snug on the opposite cylinder To lock this
coupling together the cylinders are brought end on opposite each other, pressed
together and turned round a quarter of a revolution, they are then securely locked
together. To unlock them the operation is reversed. These plungers are pressed
outwards by springs and pieces of cleaning material are inserted in the insulating
material of the Cylinder so that the plungers pass through them and are cleaned in
the act of coming into contact the heads of the plungers are preferably arranged so
that they are free to turn upon their axes and then in the act of passing over the
cleaning material they are rotated somewhat every time, thus the wear of the faces
is equalised and a level contact surface maintained. The ends of the insulated
Cables leading from the brake pipes are connected to the tubes in which these
plungers slide, the Cables may be either twisted so as to form one lead or kept
parallel. If desired, one of the Cables may be soldered or attached to the casing of
the Coupling itself and in this case only one of the insulated plungers will be
required in each coupling to complete the circuit. The lead wires extending along
each carriage are brought to the brake coupling as described in the said Specification
of my Patent, No. 2215, in the year of Our Lord-One thousand eight hundred and
eighty one but at some convenient point they branch off and are connected to the
plungers in this subsidiary coupling. In this subsidiary Electrical Coupling just
described the Coupling is arranged to lay in or fix on to a blank coupling at the
end of the Carriage and in the ordinary course of events is not required as the
couplings are made independent by the brake connections but in making up a
Train should it happen that the brake connection is not continuous the Electrical
Couplings of the adjacent carriages, are removed from their cradles and locked
together, these subsidiary couplings are arranged so that they will part without
damaging in case of a break away of part of the train. For lighting the train I
prefer to make use of secondary batteries and accumulators but I do not claim
anything novel in the mere use of accumulators for this purpose, the accumulators
may be either kept permanently in the brake van or the tender or be fixed to the
frame of the engine and may be kept charged by a Dynamo machine driven from
one of the axles by a small Steam motor attached to the machine or the accumu-
lators may be placed in a truck or trolly which can be readily run in or out of
the Carriages Van or any other suitable Vehicle. The following arrangement
enables batteries to be charged by dynamos fixed at important Stations, these
Dynamos being used for illuminating the Stations, by night and charging accumu-
lators by day: Where this plan is adopted I fix to the Hoor of the Van a couple
of guide rails which are preferably somewhat opened out at the mouth so that the
wheels of the trolly containing the accumulators are guided inwards to their
proper position. For the terminals of a set of cells in each trolly a male and
female coupling similar to those shewn in figures 17 and 18 of the drawing
accompanying the Specification of my Patent No 2215 in the year of Our
Lord One thousand eight hundred and eighty one is provided, the connection from
the cells to the leads extending along the train is made by a double two way
switch of peculiar construction; the leads from the train making contact to two
rings on an insulated drum fixed to the wall of the Van. A couple of flexible leads
come from these rings to the two way switch where they are attached to two
tongues which at their other extremities press on metal blocks. From these blocks
four flexible leads extend, having male and female couplings at their extremities
which fit the terminals attached to the cells, this two way switch has an eye on
the back to fix on a bracket at the side of the Van. When the Cells are employed
in lighting the train one pair of negative and positive leads to the brass blocks on
the switch are coupled onto the terminals of the trolly and the tongues are so
turned that the current passes direct from the cells through the tongues and
through the rings on the drum and so to the lamps. The other pair of leads from
the two way switch may be coupled together and hang free as they are
disconnected from the circuit When the train arrives at a Station where it is

page_text: 17
S'S
desired to change the cells a fresh trolly full of cells is brought alongside the break-
van by means of a hand truck which has two sets of rails similar to those described
on the floor of the brake van. The truck is brought opposite the door of the brake
Van, the trolly is unclamped, the switch is lifted down from its hook and the trolly
run out on to the truck, the flexible leads from the switch. to the drum unwind
to permit this to take place, when the trolly with the empty cells gets on to the
truck, the other pair of negative and positive leads from the Switch are coupled
on to the positive and negative of the other trolly containing the charged cells.
A key is then inserted through the case of the switch and the tongue is sharply
turned so that they leave the brass blocks in connection with the discharged cells
and pass over into contact with the blocks connected to the charged cells. To
prevent any interruption of the light the tongues are caused to make contact with
one pair of blocks before leaving the other pair and to obviate the rush of current
from the full cells to the empty ones the blocks are divided into two pieces
connected together by a high resistance so that when the tongues come into contact
with a second pair of blocks they are still in contact with the first pair.but
through a high resistance. This arrangement, obviates any sparking at the
contacts and prevents the extinction of the lights. The truck is then moved so
that the trolly with the charged cells is in line with the rails in the brake van,
the leads are disconnected from the terminals of the trolly with the empty cells and
the trolly with the charged cells is run into position in the van, the drum is turned
to wind up the slack of the leads and the switch is again placed upon its hook.
This cycle of operations is repeated whenever it is, desired to change the cells., To.
prevent vibration, I preferably mount the trolly on its axles by means of Springs
and I keep it in position in the van by clamps which hinge to the floor and hold
the axles. Suitable measuring and controlling instruments may be inserted in the
circuit between the drum and the lamps. For lighting the train the leads may be
placed along the carriages and arranged so that the lamps may be either burned
in series, multiple series or in multiple arc or such combination of these arrange-
ments as may be desired. For heating the carriages I employ coils of metallic.
wire or cases full of some semi-conducting material such as carbon compounds of
Carbon or the like and cause the air as it enters the compartments to pass over
and abstract the heat from the heated wire. This wire or carbon is heated by the
passage of the Electric current through it and is preferably connected to the same
leads that supply the lamps; to keep the temperature constant I employ a
thermometer so arranged that when the temperature exceeds a definite limit, a
resistance is inserted in the circuit of the heating apparatus, so that less current
passes through it and thus the temperature is maintained at a fixed point. This
thermometer may conveniently be formed of a coin pound Spiral of brass and iron
or iron-and Copper so that it untwists when the temperature attains to a certain
limit and in untwisting causes a contact finger to pass over the studs connected
with the resistance. In another arrangement, I cause the expansion of the heating
coils themselves to regulate the amount of current delivered to them and I do this
by causing the wires at one end to pass round or be attached to a fixed insulating
Stud and at the other end I cause them to pass round or be attached to another
insulating stud which is always kept pressed outwards by means of a strong
spring. When the wires heat and therefore expand to a certain degree the spring
contracts and keeps them tight and at the same time controls a variable metallic
resistance so that a less supply of current passes to the heating coils. This
resistance can also be controlled by hand so that the temperature can be varied at
the will of the passenger.
For the Electric intercommunication in trains I make use of the coupling or
connections already described and this I do by adding an extra plunger or contact.
piece to the brake attachment described in the Specification of my said Patent
N° 2215 in the year of Our Lord one thousand eight hundred and eighty one or by
using an extra plunger in the subsidiary coupling I have just described. The plunger
for the communication may be acted upon by a cleaning material in a similar

page_text: manner to the plunger used for conveying the current for lighting and heating so
that when the brake connection is made the contact is made with the main leads
for lighting and heating and with the small leads for intercommunication. In
cases where the brake connection is not continuous the circuits are completed by
the subsidiary Electrical coupling already described and in this case also the inter-
'communication circuit is completed by a separate plunger or contact piece placed
in this coupling. In my system of communicating in trains I place a telephone in
any convenient portion of the carriage, preferably in the upper part, so arranged
on jointed arms that when it pulled it descends into a convenient position to
speak into. A telephone consisting of a transmitter and receiver is placed in each
compartment and in carriages in which the compartments extend only partially to
the roof. One telephone may serve for two or more compartments. The telephone
circuit is so arranged that by pressing suitable knobs or plungers placed in
convenient positions in the compartment the telephone may be placed in
communication with a telephone and alarm bell in the guard's van, thus when
desired, any passenger by pressing one of the knobs in his compartment may
attract the attention of the guard and can converse with him through the receiver
and transmitter but the guard cannot overhear what is taking place in any of the
'compartments unless the circuit is made by one of the knobs being depressed. I
propose to place these knobs or contact makers, say one just underneath each seat
and one on each side above the heads of the passengers and protected so that
while they are not likely to be brought accidentally into action they can be easily
"reached in case of necessity. I do not claim any particular form of telephone but
I prefer the transmitter should be of a large diaphragm and sufficiently sensitive in
action so that when the contact is made through one of the knobs being depressed
the guard can hear any shouts or cries in the compartment even if the passenger
be unable to speak closely into the instrument I arrange the circuit so that while
the guard is only able to communicate with the passengers at the passengers desire
he is always able to communicate with his colleague if there be two guards
and with the engine driver For the sake of convenience I arrange the circuit so
that when the transmitter is lifted off the hook it completes the circuit in the
same way that the contact knob does and thus relieves the passenger of the
necessity for holding the contact knob while talking to the guard.
Where secondary batteries are employed for lighting and heating the train I
prefer to take my current for actuating the telephone from the battery but this is
obviously no part of my Invention as the current for working the telephone may
be obtained from any. known source. I have already described the method I employ
for rapidly substituting a fresh set of charged cells for the exhausted ones at
different stages of the journey but under some systems of working it is advisable
to keep the cells in the train either in the brake van tender or locomotive and it
is generally preferable to put the accumulators in the brake van and place the
dynamo machine for charging them on the locomotive. The dynamo machine if
placed on the locomotive or tender may be driven by a small steam engine for
example a Brotherhood engine or by a belt or its equivalent off the axle or by a
combination of the two if desired. This arrangement has the advantage of
permitting the driver to utilize the surplus steam instead of letting it escape at the
safety valves when stopping at the stations while in the ordinary course of events
it is more economical to drive the dynamo machine from the axle and in
running down inclines the dynamo feeding the cells is a means of recovering
to some degree the power that is being expended but it must be understood
that I do not claim anything novel in itself in the use of a dynamo machine
for charging batteries in Railway trains It is often advisable to have the
means of occasionally showing a powerful light in front of the engine
and I arrange the circuits of the. dynamo leading to the secondary batteries
so that when desired the current from the dynamo may be diverted from
the secondary .batteries..to the "arc" lamp the switch being arranged so that no
Current can flow from the secondary batteries through the "are" lamp. I prefer

page_text: "
to use for the purpose of charging the secondary batteries and working the " arc
lamp a machine in which the magnets are placed on a shunt or in a derivation to
the main circuit. In this case when the current was diverted from the cells to the
lamp a difficulty would be experienced in starting the lamp as the resistance of
the external circuit would be so low in comparison with the resistance of the
Magnets that the magnets would not excite To overcome this I employ a combi-
nation switch so that when the connection is broken from the cells it is directed
through a high resistance to the carbons of the lamp this resistance is so arranged
that as the contact lever passes over it diminishes until the contact lever leaves it
altogether and the current flows direct from the dynamo machine to the lamp.
This has the effect of maintaining the magnetic field until the carbons are separated
when the headlight is no longer required the handle of the switch is operated in a
reverse direction and the cells may be placed again in communication with the
dynamo. The switch is also arranged so that the connection from the dynamo
machine may be broken with both the lamp and the cells. I have said that the
switch may be so arranged that no current flows back from the batteries to the
are "lamp and I prefer to generally construct it so but in some cases I fit another
bye pass switch so arranged that at the will of the driver the current may, be
conveyed to the lamp direct from the cells and thus may be useful in cases of
emergency if the machine breaks down. The headlight lamp itself may be of any
convenient construction I do not claim any novelty in the feeding mechanism of
the lamp itself. The lamp I fit with a suitable reflector and to enable the driver
to direct the rays to one side or the other of the track or in a vertical direction to
observe a signal or object on the rails I cause the lamp to be suspended by
trunnions on a forked frame which can turn in a horizontal plane on a bracket or
arm extending from the front of the smoke box the motion in altitude is obtained
by moving the body of the lamp on the forked frame and the motion in azimuth is
obtained by turning the frame on the supporting arm.
"
In one arrangement of this swivelling lamp I attach an arm to one of the
trunnions this arm having teeth cut in its periphery and forming a segment of a
worm wheel. A worm which is connected by means of hooks or universal joints to a
horizontal shaft extending along the boilers gears with the teeth of the worm segment
thus when the horizontal shaft is revolved the lamp is moved in the vertical plane.
The horizontal shaft carries a collar which rotates in a fork or its equivalent attached
to one end of a link which at the other extremity fits on a stud attached to the
forked frame that turns in the supporting arm then if the horizontal shaft be
moved lengthways the forked frame is turned on its axis through the connecting
link and thus the direction of the beam of light can be changed in the horizontal
plane and it is obvious that combining the rotary and lengthways motion of
the shaft a combination of horizontal and vertical movement may be given to the
lamp and the beam directed to any required position. Instead of the worm and
worm segment I sometimes employ bevel or mitre gearing to transmit the rotary
motion of the horizontal shaft to the trunnions of the lamp or sometimes I causo
the lengthway motion of the horizontal shaft to effect the turning of the lamp in
the vertical plane and in this case the rotary motion works the forked frame in the
bracket by means of worm or bevel gearing.
The horizontal shaft may be fitted simply with a handle in the cab so that the
driver manipulates the lamp by combining a turning motion with a pulling or
pushing motion on the shaft or if desired the end long motion of the shaft may be
controlled by means of a bell crank lever the handle of which is free also to turn
in a direction at right angles to the play of the lever Connected to this handle is a
bevel wheel which gears into a smaller one carrying a feather which enters a key
way in the horizontal shaft.
The bell crank lever has a jock at the end which permits the shaft to turn on its
axis while it governs its end movement The multiplying proportion of the large
to the small bevel wheel is so arranged that as the handle is moved in the vertical
plane the shaft is rotated a sufficient number of times to work the worm segment

page_text: so that the direction of the beam of light issuing from the lamp follows or
approximately follows the up and down motion of the handle. The centres of the
bell crank lever are also arranged so that the movement of the lamp in the horizontal
plane likewise follows. the horizontal movement of the handle in the cab thus it
will be seen that if the handle be simply moved straight up or down the lamp is
merely moved up or down by means of the rotation of the shaft or if the handle be
simply moved from side to side the lamp moves only from side to side but if the
handle be moved so that an end long movement is imparted to the shaft by means
of the bell crank lever and at the same time a rotary motion is given it by
means of the bevel wheels it is obvious that the lamp will have been moved both
in the horizontal and vertical planes and the effect is as if the handle in the cab
were attached to the lamp itself. The same end may be attained by attaching
'cords or flexible connections to the lamp and connecting them to drums or segments
of drums in the cab arranged so that the handle when moved horizontally acts
upon one cord and when moved vertically acts upon the other or two rods may be
employed instead of the cords these rods being actuated in a similar manner by the
vertical and horizontal movement of the handle―The object of these combinations
being as I have already described to enable the driver to control the lamp as if he
manipulated a handle directly attached to it. It is evident that the lamp may be
stationary and the reflector by itself caused to swivel to alter the direction of the
beam of light the controlling mechanism in this case being connected with the
reflector two or more lamps can be fixed in front of the engine and controlled
either separately or conjointly by means of the mechanism just described.
Where a dynamo Machine is employed in which the electro magnets are on a
shunt I bring the ends of the separate magnet wires to a switch or communitator so
that they may be either placed in series or in parallel circuit with one another In
the ordinary course where the machine is charging the accumulators or feeding the
lamp the switch is kept so that the field magnets are in series and only a small
proportion say th and 16th of the total current generated passes through them
inore current is generated by the Machine but it absorbs power in an increased
ratio In cases where the Machine is driven from one of the axles this arrange-
ment enables the driver or guard to utilize the Machine as a powerful break to
assist in stopping the train. In cases where the dynamo machine is placed with
the cells in the break van it also affords the means of enabling the van to move
independently of the locomotive thereby adding to the convenience of shunting.
operations and in this case the switch would be turned.so that the fields would be
put in multiple arc "and kept so until the van had been fairly started when
they may be turned into series thus reducing the amount of current taken from
the accumulators to drive the machine.
"
}

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed
by the said Percy Ruskin Allen in the Great Seal Patent Office on the
9th June 1883.
PERCY RUSKIN ALLEN of Victoria Works Belvedere Road Lambeth in the
County of Surrey "IMPROVEMENTS IN APPARATUS FOR LIGHTING HEATING AND
COMMUNICATING BY ELECTRICITY APPLICABLE IN PART TO OTHER PURPOSES"
My Invention relates to arrangements for lighting heating and intercommuni-
cation especially adapted for use on Railway trains but also for other purposes and
refers in part to Letters Patent N° 2215 granted to me and dated the twentieth
May One thousand eight hundred and eighty one. In the Specification of the said
Letters Patent I describe a method of making electrical connections between
conductors especially suited for the vehicles of railway trains by means of an
attachment secured to the brake couplings suitable cleaning materials being
arranged so that the electrical connections are kept clean and bright by the act of
being locked and unlocked.
and -2
When a train is fitted throughout with a system of continuous brakes electrical
connection is of course possible throughout the length of the train when the brake
couplings are connected together but it sometimes happens that the train is made
up of vehicles some of which are fitted with continuous brakes whilst some are
without or it may happen that the train may be made up of a dissimilar system of
brakes and of course in either of these cases it is impossible to complete the electric
circuit with the brake couplings. To obviate this difficulty I attach to each end of
the carriage an independent subsidiary coupling for making the electrical coupling
independent of the brake coupling; this electrical coupling may be of various forms
but I preferably make it as I will now describe with reference to figures
of the accompanying drawings which respectively represent a side elevation and a
vertical section of the coupling. Figure 3 is an inside view of one of the parts and
figure 4 is a plan shewing one of the parts in section. The said coupling consists
of small cases or cylinders, a, b, each carrying one or more contact plungers a², b³,
each insulated from the other and from the case. Each case or cylinder has a
projecting lip, (a³ or b³) on one side and a snug (a' or b) on the other side. The
projecting lips a³ 63 extend round nearly a quarter of a circumference and are
arranged so that when the coupling is turned through a quarter of a revolution the
lips a b³ respectively embrace, the snugs b' and a so that to lock this coupling
together the contiguous ends of the cases or cylinders a, b, are brought opposite each
other pressed together and turned round a quarter of a revolution, they are then
securely locked together. To unlock them the operation is reversed.
The plungers a² 62 are pressed outwards by springs a 65 and pieces of cleaning
material a 6 are inserted in the insulating material of the cases or cylinders a, b,
so that the plungers a² 62 pass over them and are cleaned in the act of coming
into contact. The heads of the plungers a² b² are preferably arranged so that they
are free to turn upon their axis so that in the act of passing over the cleaning
material as they are rotated somewhat and thus the wear of the faces is equalized
and a level contact surface maintained. This rotation may be insured by racks as
shewn in figure 3 gearing with a toothed or milled edge on the plungers so as to
insure such turning.
The ends of the insulated cables c leading from the brake pipes are connected by
contact pieces c² passing through the tubes in which these plungers slide. The
cables c may be either twisted so as to form one lead or kept parallel. If desired
one of the cables may be soldered or attached to the casing of the coupling itself.

page_text: and in this case only one of the insulated plungers (a² 62) will be required in each
coupling to complete the circuit. The lead wires c extending along each carriage
are brought to the brake coupling as hereinbefore described but at some con-
venient point they branch off and are connected to the plungers in this subsidiary
coupling. In this subsidiary electrical coupling just described the coupling is
arranged to lay in or fix on to a blank coupling at the end of the carriage and in
the ordinary course of events is not required as the couplings are made by the
brake connections; but in making up a train should it happen that the brake
connection is not continuous the subsidiary electrical couplings of the adjacent
carriages are removed from their cradles and locked together. These subsidiary
couplings are preferably arranged so that in case of a break away of part of the
train they will part without being damaged, and this may be effected by any
well
known means for such a purpose. For lighting the train I prefer to make use of
Secondary batteries and accumulators but I do not claim anything novel in the
mere use of accumulators for this purpose.--The accumulators may be either. kept
permanently in the break van or the tender or be fixed to the frame of the engine
and may be kept charged by a Dynamo machine driven from one of the axles or
by a small steam motor attached to the machine or the accumulators may be
placed in a truck or trolly which can be readily run in or out of the carriages van
or any other suitable vehicle.
The following arrangement enables batteries to be charged by Dynamo machines
fixed at important Stations which dynamos may be used for illuminating the
Stations by night and for charging accumulators by day. I will describe the
means by which this may be carried into effect with reference to figures 5 and 6,
figure 5 representing a plan of a part of the line and a sectional plan of a Van
thereon and figure 6 a sectional elevation of the same. I fix to the floor of the
Van D a pair of guide rails d, d, which are preferably somewhat opened out at the
mouth so that the wheels of the trolly containing the accumulators E are guided
inwards to their proper position in the grooves of the said rails, the said trolly being
clamped or secured in any convenient way. For the terminals of a set of cells in
each trolly a male and female coupling f similar to those described in the Specifi-
cation of my aforesaid Patent No 2215 in the year of Our Lord One thousand eight
hundred and eighty one may be provided. The connection from the cells to the
leads extending along the train is made by a double two-way switch G of peculiar
construction. This switch is illustrated in sections at right angles to each other in
figures 7 and
and in elevation in figure 9 of the drawings as hereinafter described.
The leads h, from the train make contact by means of the pieces 2 with two rings
1, 1, on an insulated drum I shewn in detail in section in figure 10 and in front
view in figure 11, the said drum being fixed to the wall of the van D, a couple of
flexible leads come from these rings to the two way switch G, (Figures 7, 8 and 9.)
where they are attached to two tongues g' g² turning upon centres g³ and connected
by a tie piece g; g is insulating material to prevent inetallic contact with the
casing. The other extremities of the said tongues g¹ g² press on metal blocks h¹ h
or 22 attached to a strip of non-conducting material g-From these blocks four
flexible leads extend having couplings at their extremities which fit the terminals
attached to the cells, the leads a leading from the blocks h¹, h, and the leads h¹,
leading from the blocks h² -The said switch has an eye or loop G2 at the back
by which it can be hung on a bracket d² at the side of the van. When the cells
are employed in lighting the train the tongues g¹ g³ are in contact with the blocks
hand the pair of negative and positive leads h³ h³ attached to the said blocks
are coupled on to the terminals of the battery carried by the trolly and the current
passes direct from the cells through the tongues g' g² and through the rings on the
drum I and so to the lamps. The other pair of leads from the two-way
switch may be coupled together as shewn in figure 6 and hang free as they are
disconnected from the circuit.
When the train arrives at a station where it is desired to change the cells, a
fresh trolly full of cells is brought alongside the brake van, by means of a hand

page_text: truck J which has two sets of rails j and similar to those d on the floor of the
brake van. The truck J is brought opposite the door of the brake van, the battery
trolly is unclamped, the switch G is lifted down from its bracket d² and the trolly
is run out on to the rails of the truck J, the flexible leads from the switch to the
drum I unwinding to permit this to take place. When the trolly with the used
cells gets on to the truck J, the other pair of negative and positive leads h from
the switch are coupled on to the positive and negative poles of the charged cells
carried by the other trolly on the rails j. A key G³ (figure 9.) is then inserted
through the case of the switch G and the tongues g', g², are sharply turned so that
they leave the blocks h¹ h¹ in connection with the used cells and pass over into
contact with the blocks he h² connected to the charged cells. To prevent any
interruption of the light the tongues are caused to make contact with one pair of
blocks before leaving the other pair and to obviate the rush of current from the
full cells to the empty ones, the blocks may be divided into two pieces connected
together by a high resistance (as at k Figure 7.) so that when the tongues first
come into contact with the second pair of blocks they are still in contact with the
first pair but through a high resistance. This arrangement obviates any sparking
at the contacts and prevents the extinction of the lights. The truck J is then
moved so that the trolly E with the Charged, cells is in line with the rails & in the
brake van as shewn in Figure 5; the leads h³ h³ are disconnected from the terminals
of the trolly with the used cells and the trolly with the charged cells is run into
position on to the said rails d; the drum I is turned to wind up the slack of the
leads and the switch G is again placed upon its bracket d². This cycle of operations
is repeated whenever it is desired to change the cells. To prevent vibration I
preferably mount the trolly on its axles by means of springs e and I keep it
in position in the van by clamps e which hinge to the floor and hold the
axles. Suitable measuring and controlling instruments may be inserted in the
circuit between the drum and the lamps as indicated at. L in figure 6.
For lighting the train the leads may be placed along the carriages and arranged
so that the lamps may be either burned in series, multiple series, or in multiple arc,
or in such combination of these arrangements as may be desired. For heating the
carriages or other places I employ coils of metallic wire or cases full of some semi-
conducting material such as carbon, compounds of carbon, or the like, and cause the.
air as it enters the compartments to pass over and abstract the heat from the
heated wire or the like. This arrangement is illustrated by figures 12 and 13
which are respectively. longitudinal and transverse sections of a railway carriage:
This wire or carbon (marked M) is heated by the passage of the electric current
through it and is preferably connected to the same leads that supply the lamps:
To keep the temperature constant or approximately so I employ a thermometer so
arranged that when the temperature exceeds a definite limit a resistance is inserted
in the circuit of the heating apparatus so that less current passes through it and
thus the temperature is maintained at a fixed point. This thermometer may
conveniently be formed of a compound spiral of brass and iron or iron and copper,
(as at m figure 14.) so that it untwists when the temperature attains to a certain
limit and in untwisting operates an arm m' to which it is attached so as to insert
the resistance by causing a contact piece m³, carried by the said arm m³, to pass
over the studs m* connected with the resistance at m³ as shewn. In another
arrangement I cause the expansion of the heating coils themselves to regulate the
amount of current delivered to them and I do this by causing the coil or link of
wires M, figure 13 at one end to pass round or be attached to a fixed insulating
stud me and at the other end I cause them to pass round or be attached to another
insulating stud m7 which is always kept pulled outwards by means of a strong
spring m³ When the wires M heat they expand to a certain degree, the spring m³.
pulling upon them and keeping them tight and at the same time acting upon a
lever m² to control a variable resistance m so that a less supply of current passes
to the heating coils. This resistance can also be controlled by hand so that the
temperature can be varied at the will of the passenger,

page_text: t
For the electric intercommunication in railway trains I make use of the coupling
or connections already described and this I do by adding extra plungers or contact
pieces to the brake attachment hereinbefore described or by using extra plungers
in the subsidiary coupling herein before described. The plungers for the communi-
cation may be acted upon by a cleaning material in a similar manner to the
plungers used for carrying the current for lighting and heating so that when the
brake connection is made the contact is made with the main leads for lighting and
heating and with the small leads for intercommunication. In cases where the
brake connection is not continuous the circuits are completed by the subsidiary
electrical coupling already described and in this case also the intercommunication
circuit is completed by the separate plungers or contact pieces placed in this
coupling. In my system of communicating in trains I place a telephone in any
convenient portion of the carriage, preferably in the upper part so arranged on
jointed arms that when it is pulled it descends into a convenient position to speak
into. This is illustrated in Figure, 13 and in the longitudinal section of a carriage
in figure 15. A telephone consisting of a transmitter N and receiver P is placed
in each compartment and in carriages in which the compartments extend only
partially to the roof, one telephone may serve for two or more compartments. The
telephone circuit is so arranged that by pressing suitable knobs or plungers placed
in convenient positions in the compartment the telephone may be placed in
communication with a telephone and alarm bell in the guard's van, thus when
desired any passenger by pressing one of the knobs in his compartment may
attract the attention of the Guard and can converse with him through the receiver
and transmitter but the Guard cannot overhear what is taking place in any of the
compartments unless the circuit is made by one of the knobs being depressed. I
propose to place these knobs or contact makers say one just underneath each seat
and one on each side above the heads of the passengers and protected, so that
while they are not likely to be brought accidentally into action, they can be easily
reached in case of necessity. I do not claim any particular form of telephone but
prefer the transmitter should be of a large diaphragm and sufficiently sensitive in
action so that when the contact is made through one of the knobs being depressed,
the guard can hear any shouts or cries in the compartment even if the passenger
be unable to speak closely to the instrument. I arrange the circuit so that while
the guard is only able to communicate with the passengers at the passengers'
desire he is always able to communicate with his Colleague if there be two guards
and with the Engine driver. For the sake of convenience I arrange the circuit so
that when the transmitter is lifted off the hook it completes the circuit in the
same way that the contact knob does and thus relieves the passenger of the
necessity for holding the contact knob while talking to the Guard.
Where secondary batteries are employed for lighting and heating the train I
prefer to take my current for actuating the telephone from the battery but this is
obviously no part of my Invention as the current for working the telephone inay
be obtained from any known source, I have already described the method I employ
for rapidly substituting a fresh set of charged cells for the exhausted ones at
different stages of the journey but under some systems of working it is advisable to
keep the cells in the train either in the brake, van tender or locomotive and in such
cases it is generally preferable to put the accumulators in the brake van and place
The said
the dynamo machine for charging them on the locomotive or tender.
dynamo machine may be driven by a small steam engine for example a brotherhood
Engine or by a belt or its equivalent off the axle or by a combination of the two if
desired. In figures 16 and 17 a dynamo machine X and small engine Y are shewn
mounted on the front of the locomotive framing. This arrangement has the
advantage of permitting the driver to utilize the surplus steam instead of letting it
escape at the safety valves when stopping at the Station while in the ordinary
course of events it is more economical to drive the dynamo machine from the axle
and in running down inelines the dynamo feeding the cells is a means of recovering
to some degree the power that is being expended but it must be understood that I

page_text: do not claim anything novel in the use in itself alone of a dynamo machine for
charging batteries in Railway trains. It is often advisable to have the means of
occasionally shewing a powerful light in front of the engine and I arrange the
circuits of the dynamo leading to the secondary batteries so that when desired the
current from the dynamo machine may be diverted from the secondary batteries
to the "are" lamp, the switch being arranged so that no current can flow from the
secondary batteries through the "are" lamp. I prefer to use for the purpose of
charging the secondary batteries and working the " arc" lamp a machine in which
the magnets are placed on a shunt or in a derivation to the main circuit. In this
case when the current is diverted from the cells to the lamp a difficulty is
experienced in starting the lamp as the resistance of the external circuit is so low
in comparison with the resistance of the magnets that the magnets do not excite.
In order to remedy this I employ a combination switch, such for example as is
shewn at Qin figure. 16 and in detail in figures 18 and 19, so that when the
connection is broken from the cells it is directed through a high resistance to the
carbons of the lamp; this resistance is so arranged that as the contact lever 4 passes
over, it diminishes until the said contact lever leaves it altogether and the current
flows direct from the dynamo machine to the lamp. This has the effect of
maintaining the magnetic field until, the carbons are separated. When the head
light is no longer required the handle 5 of the switch is operated in a reverse
direction and the cells may be placed again in communication with the dynamo.
The switch is also arranged so that the connection from the dynamo machine may
be broken with the lamp and the cells. I have said that the switch may be so
arranged that no current flows back from the batteries to the "are" lamp, and I
prefer to generally construct it so, but in some cases I fit another bye pass switch
so arranged that at the will of the driver the current from the cells may be used
in cases of emergency if the machine breaks down. The headlight lamp itself may
be of any convenient construction and I do not claim any novelty in the feeding
mechanism of the lamp itself. The lamp I fit with a suitable reflector or other
optical apparatus for concentrating the light and to enable the driver to direct the
rays to one side or the other of the track or in a vertical direction to observe a
signal or an object on the rails I arrange the lamp to be operated in the following
manner which I will explain with reference to the end elevations and side elevation,
figures 17, 20 and 16, and with reference to the enlarged views and modifications
of the same shewn in figures 21 to 25. According to this part of the Invention I
suspend the lamp on a forked frame which can be turned in a horizontal plane on
a bracket or arm extending from the front of the smoke box. The motion in
altitude is obtained by moving the body of the lamp on the forked frame and the
motion in azimuth is obtained by turning the frame on the supporting arm.
According to one arrangement of this swivelling lamp illustrated by figures 16
and 17 and in the larger views figures 21 to 24 the lamp R is suspended by
trunnions in a forked frame 2 which can be turned in a horizontal plane, upon
a centre pin carried by the bracket 3 An arm r¹ is fixed to one of the trunnions r
this arm having teeth on its periphery and forming a segment of a worm wheel.. A
worms is mounted between lugs on the bracket 2 and the said worm gears with
the teeth of the worm segment. This worm is connected by means of universal
joints to a shaft S extending along the boiler and supported so as to be capable of
having both a rotary and a sliding movement. When the shaft S is rotated the
lamp is moved in the vertical plane, the said shaft being connected to the forked
frame by means of the worm 8. If the shaft S be moved lengthways the lamp
frame is turned on its axis by the connecting link and thus the lamp is moved and
the direction of the beams of light changed in the horizontal plane. It is obvious.
that by combining the rotary and lengthways motion of the shaft S a combined
horizontal and vertical movement may be given to the lamp and the beams of light
be thereby directed to any required position. Instead of the worm and worm
segment I may employ bevel or mitre gearing to transmit the rotary motion of the
horizontal shaft to the trunnions of the lamp as illustrated in Figure 25 where the

page_text: bevel wheels are marked t and the parts which correspond with those shewn in the
other Figures are marked with corresponding letters of reference. If it be desired
the lengthway motion of the shaft S may be used to effect the turning of the lamp
in the vertical plane and the rotary motion to work the forked frame in the
bracket by means of worm or bevel gearing.
The shaft S may, be fitted simply with a handle as shewn in Figure: 25 so that
the driver may manipulate the lamp by combining a turning motion with a pulling
or pushing motion on the shaft or if desired the longitudinal notion of the shaft S
may be controlled by means of a lever. s fixed on a .shaft s¹ and connected to the
shaft S by a link 88. The connection of this link 88 is made by means of a
collars which allows the shaft S to turn therein The shaft s¹ is capable of
turning in a bracket u as shewn in the arrangement Figures 21 to 24. The
handle of the said lever 82 is also fixed to the shaft s¹ and is free to turn in a
direction at right angles to the play of the lever 82. Connected to this handle 83 by
means of a link 8 is a toothed quadrant 85 gearing with a bevel wheel which
carries a pinion 86 which gears into a smaller pinion s carrying a feather which
enters a key way in the shaft S. The proportions of the large and small
pinions 887 are so arranged that as the handle 83 is moved in the vertical plane
the shaft S is rotated a sufficient number of times to work the worm segment so as
to cause the direction of the beam of light issuing from the lamp to follow or
approximately follow the up and down motion of the handle The centres of the
bell crank lever 83 82, are also arranged so that the movement of the lamp in the
horizontal plane likewise follows the horizontal movement of the handle s³. Thus
it will be seen that if the handle s³ be simply moved up or down the lamp is
similarly moved up or down by means of the rotation of the shaft S and that if
the handle s be moved from side to side the lamp will only move from side to side
but if the handle be moved so that a lengthway movement is imparted to. the
shaft S by means of the bell crank lever and at the same time a rotary motion is
given to it by means of, the gearing it is obvious that the lamp will be moved both
in the horizontal and vertical planes and the effect is as if the handle were attached
to the lamp itself. The same end may be attained by attaching cords or flexible
connections to the lamp and connecting them to drums or segments of drums so
arranged that the handle when moved horizontally will act upon one end and
when moved vertically will act upon the other end. Or two rods inay be employed
instead of cords and be actuated in a similar manner by the vertical and horizontal
movement of the handle. The object of the combinations being as I have
already described to enable the driver to control the lamp as if he manipulated a
handle directly attached to it. It is evident that the lamp may be stationary and
the reflector or lens or its equivalent by itself be caused to swivel to alter the
direction of the beam of light the controlling mechanism in this case being
connected to the reflector. Two or more lamps can be fixed in front of the engine
and controlled either separately or conjointly by means of the mechanism just
described. In figures 16 and 20 I have shewn at W a lamp holder and mechanism.
for actuating it resembling that shewn at Figure 25 but applied to the tender.
It will be obvious that this arrangement for directing the rays of the lamp in any.
direction may be used for other purposes than for operating a lamp on a train such
for example as for military or torpedo work where it is necessary to operate a
light from under cover and whether it be an electric or any other light.
Where a dynamo machine is employed in which the electro magnets are in a
shunt I bring the ends of the separate magnet wires to a switch or commutator
so that they may be either placed in series or in parallel circuit with one another.
In the ordinary course when the machine is charging the accumulators or feeding
the lamp the switch is kept so that the field magnets are in series and only a small
proportion say. 1th and 16th of the total current generated passes through them
inóre current is generated by the machine, but it absorbs power in an increased
ratio. In cases where the machine is driven from one of the axles this arrange-
ment enables the driver or guard to utilize the machine as a, powerful brake to

page_text: assist in stopping the train. In cases where the dynamo machine is placed with
the cells in the brake van it also affords the means of enabling the van to move
independently of the locomotive thereby adding to the convenience of shunting
operations and in this case the switch would be turned so that the fields would be
put in multiple are and kept so until the van had been fairly started when they
may be turned into series thus reducing the amount of current taken from the
accumulators to drive the machine.
Having now described and particularly ascertained the nature of my said
Invention and the manner in which the same is or may be used or carried into
effect I would observe in conclusion that what I consider to be novel and original
and therefore claim as the Invention secured to me by the hereinbefore in part
recited Letters Patent is :-
First: The improved subsidiary electrical coupling hereinbefore described with
reference to figures 1 to 4 of the accompanying drawings.
Second-The method of, and means for, effecting the substitution of charged
cells for used cells without interrupting the current substantially as hereinbefore
described with reference to Figures 5 to 11 of the accompanying drawings,
Third The switch constructed or arranged substantially as and for the purpose
herein before described with reference to Figures 7, 8 and 9 of the accompanying
drawings.
Fourth-The drum for the conductors arranged substantially as hereinbefore
described and illustrated in Figures 10 and 11 of the accompanying drawings.
:-
Fifth For the heating of railway carriages or other places the employment of
wires or semi-conducting material heated by the passage of an electric current the
air entering the carriage or place to be heated being caused to pass over the said
wires or semi-conducting material and the said wires or semi-conducting material
being provided with means or apparatus for keeping the temperature constant, or
approximately so, substantially as hereinbefore described with reference to Figures
12, 13 and 14 of the accompanying drawings.
Sixth For electric intercommunication on Railways the employment of a
coupling substantially like those herein before described (whether used with the
brake coupling or as a subsidiary coupling) but with extra plungers or contact
pieces so that when the brake connection or subsidiary connection is made for
lighting or heating or both lighting and heating the connection is also made for
intercommunication substantially as hereinbefore described.
Seventh In railway trains the arrangement of telephonic communicators
substantially as herein before described.
Eighth. The arrangement of switch and conductors for diverting the current
from the dynamo machine away from the cells and into the lamp when required
substantially as herein before described and illustrated in figures 16, 18 and 19 of
the accompanying drawings.
=
Ninth The arrangement, in connection with a lamp on a locomotive engine, or
other vehicle of a train, or at other place, of means. substantially as herein before
described, under modified forms, with reference to figures 16 and 17 and 20 to 25 of
the accompanying drawings for enabling the said lamp or its reflector or lens or
the equivalent optical apparatus to be turned in a vertical or horizontal direction
or both combined by operating from the Engine Drivers platform or other
convenient place.
In witness whereof I the said Percy Ruskin Allen have to this my
Specification set my hand and seal this eighth day of June One thousand
eight hundred and eighty three.
PERCY RUSKIN ALLEN (L.S.)