Improvements in Electrical Transportation Systems.
Year: 1891

page_text: Date of Application, 17th Mar., 1991-Accepted, 18th Apr., 1891
COMPLETE SPECIFICATION.
[Communicated from abroad by SCHUYLER S. WHEELER, Electrical Engineer, of
430, West 14th Street, New York, and CHARLES S. BRADLEY, Electrical
Engineer, of Avon, in the County of Livingston, both in the State of New
York, United States of America.]
Improvements in Electrical Transportation Systems.
I, OLIVER IMRAY, of No. 28, Southampton Buildings, Chancery Lane, in the
County of London, Fellow of the Institute of Patent Agents, do hereby declare
the nature of this invention, and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following statement:-
This invention relates to a system of electrical transportation, and has for its
object the organization of a complete system for the propulsion of vehicles over
a railway, the system being such that no contacts moving or rolling are required
to render the electrical energy available for the propulsion of the vehicle. A.
further object is to utilize alternating currents for the foregoing purpose.
While this invention is applicable to the propulsion of vehicles of any character
over fixed ways or rails, I have more particularly designed it for use in the rapid
transportation of small cars, adapted to carry mail matter and express packages.
To these and other ends this invention comprises a fixed railway of any suitable
character, one or more stationary alternating current generators, a car adapted to
travel along the railway, and formed in whole or in part of inductive material, and
two or more specially arranged inducing conductors carrying two separate
alternating currents of differing phase. This invention further comprises the
arrangement and combination of instrumentalities substantially as hereinafter fully
described and claimed.
In the drawings which form a part of this Specification,
Fig. 1 is a side elevation of a railway for package transportation, arranged in
accordance with our present invention ;
Fig. 2 is a transverse sectional elevation of the same;
Fig. 3 is a side elevation of the travelling car complete ;
Fig. 4 is a side elevation of a modification having separate return conductors;
Figs. 5 and 6 are respectively side elevation and plan of the electric elements,
apart from the railway;
Fig. 7 is a plan diagram illustrating the inducing circuit associated with iron
bars or cores and the induced mass both with and without windings;
Figs. 8 and 9 are respectively side elevation and cross section of another
modification;
Fig. 10 is a modification in side elevation showing car with inductive circuits on
its mass of iron;
Fig. 11 is a cross section of another modification and Fig. 12 a side elevation of
the car;
Fig. 13 is a diagram showing circuits adopted for the same;
Fig. 14 is a cross section of a modified form of the tubular system ;
Fig. 15 is a diagram showing a three wire system for three alternating currents
one third of a phase apart;
Fig. 16 is a diagram showing the moving iron mass to be polarized, in this case
by a small battery on the car; and
Fig. 17 is a diagram showing a stationary generator for the same purpose.
Referring now to Figures 1, 2 and 3 this invention can be briefly described as
follows: Upon a suitable structure, a simple form of which consists of the sup-
porting posts or standards 1, and the stringer-piece 2, we arrange the track
rails 3, 3 at a suitable distance apart, and on these rails we place the carrier or

page_text: •
car 4, having the wheels 5 mounted on the car by any suitable or preferred
arrangement of parts. Along each side between the wheels the car has attached
to it the separate masses of iron 6 and 7 so arranged as to leave between them a
longitudinal space or opening as shown. Upon the stringer-piece 2, in a position
corresponding exactly to the space between the inductive masses 6 and 7, we
arrange the undulating inductors 8, 9, 10 and 11, which are arranged relatively
over a suitable length of the railway in the manner shown at Fig. 1, the relations
being such with respect to the masses of iron 6 and 7 on the car 4, that the
undulations in the inductors 8, 9, 10 and 11 extend equally above and below the
axial line of the said masses of iron on the car.
The ends of the inductors 8 and 9 and those of the inductors 10 and 11
respectively are connected to the terminals of an alternating current dynamo-
electric machine 12, adapted to generate and deliver thereto two separate and
distinct alternating currents, which differ from each other in their time periods, the
difference in period required depending upon the arrangement of the inductors
above mentioned. As arranged in Fig. 1 the difference in period required to be
provided will be one quarter of a phase or wave length in said currents; but if the
undulations in the inductors be differently arranged the difference in phase between
the two distinct alternating current circuits may be one third of a phase, or any
other fraction of a wave length found suitable for the purpose.
Under the foregoing conditions the inductor undulations 8 and 9 will lie along
one side in close proximity to the inductive mass 6 on the car 4, and the other
inductors 10 and 11 will lie along in close proximity to the inductive mass 7 on the
car, the intention being that each of the two inductors will have its inductive effect
more especially developed in the mass of iron nearest to it carried by the car.
When the generator 12 is in operation, the flow of currents through the circuits
formed by the inductors 8, 9, 10 and 11, will produce what we may term a con-
tinuous succession of polar waves flowing from end to end of the inductors,
whatever be the length of the latter, and this continuous succession of polar waves
will have the effect of tending to drag in the same direction any body of inductive
material which may be within close enough range to feel the impulse and be free
to move under it. In the construction above set forth the continuous succession of
polar waves has the effect of dragging the masses of inductive material 6 and 7
always in a single direction, so long as the currents of the generator 12 are main-
tained normal, and the masses 6 and 7 being sustained with as little friction as
possible upon the rails 3 by means of the wheels 5, the car 4 and its contents are
rapidly propelled in the given direction.
The inductors may conveniently consist of wide but thin strips of copper, so as
to occupy but little space laterally and have a low electrical resistance.
A generator of the class called for by this invention is set forth in Letters
Patent of the United States No. 390,439, issued to C. S. Bradley, on October 2nd,
1888, to which reference is hereby made.
Upon consideration of the invention thus described, it will be seen that the
propulsion of the car can be effected in a practical and substantial manner, without
any connection whatever being formed electrically between the circuits formed by
the conductors-as the external circuit of the generator 12-and the moving
vehicle or car. There being no friction whatever except that of the wheel bearings
of the car, and no resistance to its motion except that of the atmosphere in front
of it and the force of gravity, a very high rate of speed can be readily obtained in
the car with a comparatively small expenditure of energy on the part of the
generator 12, and at the same time a reasonably good efficiency of conversion is
attainable. The forward movement of the car from the moment of starting will be
continuously accelerated until its speed has become nearly equal to the speed of
propagation of the polar waves along the inductor, and then remains constant.
The result is that so long as current is flowing normally a car will not stop, and a
great number of cars can be dispatched over the line one after the other in rapid
succession without the possibility of overtaking one another, and consequently even

page_text: with a comparatively small package-car a very large amount of trame can be
accommodated in a very short time.
It may be desirable to impart a motion to the car by other agencies at the start:
for example, the terminal station may have an inclined pair of rails leading to the
permanent railway, and the loaded car may be allowed to run down such incline by
gravity, so that when it does reach the railway proper its acceleration to the
normal speed will take place in a very much shorter time than would otherwise be
the case.
Thus there has been provided a complete electrical transportation system capable
of enormous speeds of travel, without any contact devices whatever, without
commutators, and without the necessity of placing motors of any kind whatever
upon the moving vehicles.
Obviously the mere arrangement of the rails and permanent way is a matter
of choice and design and can be modified to suit any requirements, or in accordance
with the judgment of the designer, and if the railway structure itself be properly
arranged, and the cars likewise, the speed attainable on such a railway will be
exceedingly high, as the limitation will be only that due to mechanical strength
and ability to withstand the various changes which will be incidental to such very
high speeds.
The invention, whose principles are above set forth, is capable of a great number
of modifications, a few of which I will describe.
In Fig. 4 is shown the inductors as a single pair running along the permanent.
way, as in Fig. 1, but instead of returning upon themselves, as in said figure, the
return circuit to the generator 12 is made separately. The inductive effect therefore
is that due to the currents flowing through the outgoing circuits formed by the
inductors 8 and 10, and whose undulations in this case are arranged to lap each
other so that one is, with respect to the permanent way, one fourth of a phase or
undulation behind the other. In this construction the continuous succession of polar
waves will take place when two alternating currents differing from each other in
their time periods in a corresponding manner flow through the inductors 9 and 10.
The principles of action may be more clearly shown in the diagrams Figs. 5 and 6,
the former of which is intended to represent a side elevation and the latter a plan
view of the arrangement shown in Fig. 4. In this case the inductors are shown as
undulating solid lines and the masses of iron or steel and 7 are shown in inductive
proximity to the same. When the current in inductor 8 is at a maximum positive
it tends to induce an N-pole at a point corresponding to the maximum of upward
undulation in the inductor 8, and an S-pole at a point corresponding to the maximum
downward undulation of the conductor 8, as indicated in Fig. 5. These poles are
for the time being to be considered as phantom poles or as fields of force, and they
induce opposite poles in the masses of iron 6 and 7. Now, as the positive impulse
of current in inductor 8 falls away to zero in passing to a negative impulse, the
impulse in inductor 10 rises towards a maximum negative, and creates a phantom
N-pole or field of force about midway of its downward undulation; but as the
inductor itself is mechanically located in a position slightly advanced with respect
to that of the inductor 8, the tendency is of course to attract the N and S poles
which have been induced in the masses of iron 6 and 7; and as the latter are free
to move the attraction which is thus set up causes a forward movement of the said
masses. As the impulses are alternations of current the two conductors 8 and 9
are continuously succeeding each other, and one set is behind the other with respect
to its time period; the foregoing action is continually repeated and the masses of
iron 6 and 7 are continuously dragged forward, accelerating in speed of motion,
until the speed of movement of the said masses is nearly equal to the speed of pro-
pagation of the polar waves, set up by the current impulses in the stationary
inductors, when it remains constant so long as the conditions remain unchanged.
For the purpose of realising greater power and higher efficiency, it is preferred
to have the inductors associated with a mass or masses of iron, which, like said
The
inductors, will be stationary and constitute a part of the permanent way.

page_text: inducing conductors can then be wound transversely and obtain more ampere-turns
in a given length. This modification is shown as a diagram in Fig. 7, wherein
the car is arranged to carry the masses of iron or steel 6 and 7 as before. Along
the railway underneath we arrange a continuous beam of iron 13 so located as to
be straddled by the masses 6 and 7. At suitable intervals the iron beam 13 is
wound with one or more convolutions of conductor forming the coils 14, 15, 16, 17,
18, 19, 20, 21, 22, 23 and 24. These coils are connected in alternation to form two
separate circuits, the coils of each circuit being arranged in multiple arc, and con-
nected respectively into two alternating-current supply circuits connected with the
generator 12, and the relations will be the same as before described, namely, that
these two independent circuits will be supplied with two alternating currents differing
from each other in their time period. In this modification substantially the same
actions take place, but the inductive features are more marked, in consequence of
the iron core being present and permitting the attainment of a much stronger
propelling power with a given weight and current. Obviously this effect may be
still further enhanced by winding closed coils around the masses 6 and 7 as indicated
at the car diagrammed at the right of Fig. 7. In the case where an iron bar is
used with the above described windings thereon, the highest efficiency will be
attaine by so arranging the two independent circuits that all coils in one of them
will be in multiple arc, since in that case the increased inductive effect due to the
iron is active for increasing the difference of potential only at points within the
length of the masses of iron of each car, and as this is where the energy is wanted
the current flowing through the remaining coils does not waste.
In order to avoid any misunderstanding, it is desired to state that in all cases
where the inductors are not associated with iron in the construction of the permanent
way, it is preferred to arrange each of the two alternating circuits as series circuits,
that is, all the inductor belonging to a given length of the railway, for each of the
differing phase circuits, will be laid as a continuous series; while in all cases where
the inductors are associated with iron the best arrangement will be to have the
various portions of inductor, which belong to one of the alternating circuits, arranged
in multiple-arc relation to such supply circuit. In the latter case there will be no
short circuiting effect due to the direct connection, because where the inductive mass
carried by the car is absent, the counteracting or
kicking back effect will
practically prevent the flow of current across the circuits at those points, so that the
current will flow only at the positions momentarily occupied by the car.
66
33
Another modification is illustrated at Fig. 8 in side elevation, and Fig. 9 in cross
section, wherein the inductors 8 and 9 take the form of a succession of coils, which
are however not associated with iron, and the car 4 is constructed to carry a magnetic
mass in inductive proximity to the series of coils. As before, the coils are connected
alternately into separate supply circuits, carrying two independent currents differing
in phase.
Another modification is illustrated in Fig. 10 where the inductor structure forms
the permanent way and support for the rails. In this the laminated iron beam 26,
which is slotted transversely at its upper side, so as to permit the winding at
intervals of the inductor coils 14, 15, 16 etc. similarly to the winding shown at
Fig. 7, and in this case the connections of these coils and their relations to the
supply circuits are the same as in Fig. 7. The beam 26 is arranged to support the
rails and the car carries a laminated iron bar 27, at one or more points of which are
wound the coils 28, which form closed circuits and have the effect of increasing the
efficiency as in the modification illustrated at Fig. 7 in the right hand car.
Figs. 11 and 12 illustrate another modification wherein the permanent way is
constituted by a slotted tube 29, of non-magnetic material, and around this are
wound two series of inductor coils 30 and 31, arranged in the same manner as
described in Figs. 7 and 10, that is to say in multiple are with the two independent
supply circuits. The inductors 30 and 31 are surrounded in turn by a sheathing
of iron wires 32 laid longitudinally, and this sheathing is protected by the external
casing 33, the latter being of iron or other suitable material, and provided at

page_text: intervals with openings for the terminals of the coils 30 and 31. Inside this
structure is placed loosely a magnetic mass 34, preferably having the copper band 35
wound around it, and also provided at one end with the receptacle 36, having a
door 37 or other means of access. This device may be arranged so as to present
as little resistance to air friction as possible, and when placed in the structure shown
at Fig. 11 the same actions take place as already described, and the car composed
of the parts 34, 35 and 36 immediately starts into motion, and its speed accelerates
as before described, until a maximum has been reached at which it continues so
long as the current conditions remain unchanged. Fig. 13 more clearly shows the
arrangement of circuits in the form of a diagram, as applied to this tubular form
of permanent way and internal car or carrier. Obviously in this, as also in all
other cases where the arrangement is that of multiple arc, with reference to the
supply circuits, the conductors constituting the latter may be conveniently carried
on the structure of the permanent way, so that the entire system may be self-
contained.
Fig. 14 represents in cross section a modification of the design represented in
Figs. 11 and 12. In this case the car is in the form of a hollow sphere 38 of iron
and arranged to be guided by the three rails 39, which are suitably held by
means of bolts passing through from the external casing 40. In this form the
inductors are compelled to swerve outwardly past the guide rails, and the sheathing of
iron wires 41 is not quite as complete as in the form shown at Fig. 11, but still it is
sufficient for practical purposes. In this modification instead of using the spherical
carrier 38, an elongated form may be used if desired in order to obtain a larger
mass in inductive proximity to the inductors. The circuits in this case will be
similar to those set forth in Fig. 13, namely, in multiple arc relation with the supply
circuits.
In all of the foregoing modifications it is to be understood that the inductors are
to be so arranged that one half of them will receive one alternating current, and
the other half will receive a separate alternating current differing from the
other in its time phase, and in all the figures so far described it will be observed
that this difference of time phase is one quarter of a wave length or period of
alternation.
As an instance showing a different relation of the time phases, and a different
arrangement of supply circuits, as also a different arrangement of the winding of
inductors, reference is made to Fig. 15. In this case the generator 42 is arranged
with its armature constructed as a closed circuit, which is tapped at three equi-
distant points, from which connecting devices are led to the external circuits
consisting of the mains 43, 44 and 45. This arrangement of the generator and
external circuits has the effect of producing three independent sets of alternations,
each of which will differ from that on either side of it by one third of a wave
length, and at the same time the external circuits 43, 44 and 45, while made up of
but three wires or conductors, can be permutated in pairs so as to form three
totally distinct circuits, neither of which will in any manner interfere with the
other. With such a generator and its external supply circuits it is possible to
arrange the permanent way in the form of a laminated beam 46, wound continously
with inductor wire 47 similar to a Gramme ring, and this at definite equal distances
is connected in regular succession to the three main supply wires 43, 44 and 45.
That is to say, a given length of the winding 47 will have three connections made
to it at equal distances apart. Of these a connects to conductor 43, and 6 connects
to conductor 44, thus forming at the proper time a circuit between 43 and 44
through a, the intervening coils of 47, and back through b; b and c form another
pair connecting the inductor 47 at the proper time with the conductors 44 and 45
as the supply circuit, and c and the next a similarly at another interval of time
connect the inductor 47 lying between them into the supply circuit formed by the
main conductors 45 and 43. The arrangement thus shown is continued throughout
the length of the permanent way or throughout such section of it as may be

page_text: supplied by the generator 42, and its external circuits. In this case of course the
arrangement of the inductor 47 is that of multiple arc and the car and its magnetic
mass may be of any of the forms hereinbefore described.
In all these cases it is not at all necessary to have the arrangement continuous
from one end to the other of the permanent way. It is on the contrary not only
practicable to divide the permanent way into sections, each supplied with its own
set of inductors, and these in turn supplied either from a single generator and feeder
wires, or each section of inductor having its own separate generator. There is an
advantage in some cases in the latter arrangement, as it permits a variation of speed
of transportation, which may be useful in some special instances. For example,
the first section of a line running from a city might need to have the speed of
transportation not to exceed a given figure, and the outlying sections in the country
districts could be operated at a much higher rate of speed. In cases where the
magnetic mass on the car is to be polarized directly, it is manifest that this may be
accomplished in a variety of ways. Obviously the mass may be magnetized
permanently. Or instead it may be directly polarized, as shown in Fig. 16, wherein
the car 4 carries a battery 48, which is connected to the polarizing coils 49 wound
on the mass of iron 7, which moves along in close proximity to the inductor as
before. Or again the polarization of the mass 7 may be effected by passing
through its coils 49 a continuous current from a stationary generator 50, as in
Fig. 17, the current being introduced in any of the well-known ways, as for example
through the overhead wire 51, trolley 52 and flexible connection 53 returning
through rails 3 by suitable sliding or rolling contacts 54.
Having now particularly described and ascertained the nature of this inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. An electric transportation system, comprising a movable vehicle or car
carrying a magnetic mass, a guide-way for said car, an inductor along the guide-
way, the
mass and inductor being continuously in inductive relation and
connection with a source of energy for propagating along the guide-way a succession
of polar waves, whereby a movement of translation will be imparted to the car by
the successive waves.
2. An electric transportation system, comprising a movable vehicle or car
carrying a polarized magnetic mass, a guide-way for said car, in inductor along the
guide-way, the mass and inductor being continuously in inductive relation and
connection with a source of energy for propagating along the guide-way a succession
of polar waves, whereby a movement of translation will be imparted to the car by
the successive waves.
3. An electric transportation system, comprising a movable car carrying an
inductive mass, a line of way containing a continuous inductor, and a generator
supplying currents differing in time phase for propagating over the inductor by the
combined action of the impulses differing in time phase a series of magnetic
waves whereby a motion of translation will be imparted to the car by the effort of
the inductive mass to follow the wave.
4. An electric transportation system, comprising a movable vehicle carrying an
inductive mass in operative relation to an inductor fixed along the guide way for
the vehicle, an alternating generator and circuit connections for establishing a
progressive consequent polar field along the inductor by the combined effort of two
currents differing in time phase.
5. An electric transportation system, comprising a movable vehicle or car
carrying a magnetic mass, a guide-way for said car, an inductor arranged along
such way, two independent supply circuits therefor and a stationary source of
current adapted to deliver to said supply circuits alternating currents differing in
phase.
6. In an electric transportation system, a railway and a car travelling thereon

page_text: carrying a magnetic mass, in combination with a continuous bar or beam of iron
wound with insulated conductor, and means for propagating along such bar of iron
a succession of polar waves.
7. In an electric transportation system, a railway and a car travelling thereon
carrying a magnetic mass, in combination with a continuous bar or beam of iron
wound with insulated conductor, two independent supply circuits suitably connected
to such conductor, and a stationary source of current adapted to deliver to said
supply circuits alternating currents differing in phase.
Dated this 17th day of March 1891.
0
ABEL & IMRAY,
Agents for the Applicant.