Year: 1894

page_text: Date of Application, 13th Feb., 1894-Accepted, 5th May, 1894
We, PAUL WIlliam LefflER, Mechanic, and CHARLES EUGENE CORRIGAN,
Manufacturer, both residing in the City of Chicago, 437 Monadnock Block, County
of Cook, in the State of Illinois, one of the States of the United States of America,
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, reference being had to the accompanying drawings :-
:―
The invention was especially designed for use as an electric railway; but is
capable of general application as a means for propelling travelling bodies.
GENERAL STATEMENT.
In a summary way, the system may be briefly outlined as follows ;-
A magnetic field is extended along the entire line of travel; a non-rotating
magnetic armature is carried by the car, for co-operation with said field; pole
changing mechanism, operating according to the speed of the car, is applied to
one of said magnetic members; the field is supplied with current from a central
station or other distant source of electricity; the armature and certain other parts
'carried by the car are preferably supplied with current from a small storage battery
on the car; and a combined regulating and reversing device is carried by the car
and provided with reversing contacts, in the connections to the armature, operative
by a single lever, for reversing the direction of travel.
The magnetic field is composed of electro magnets located in the line of travel,
the adjacent members of which field magnets are of opposite polarity; and this
field is preferably constructed in short sections, each adapted for independent
connection with the line wires of the supply circuit from the central station or other
source. Automatic switches are provided, for controlling these field sections in
either direction of travel, comprising switch magnets, on the car and co-operating
switch-boxes, in the field conduit, with connections, for closing into the supply
circuit the particular section of. the field over which the car is passing, and for
cutting out of the supply circuit the section of the field just previously passed over
by the car.
The non-rotating armature on the car is composed of electro magnets, which are
connected up in several different series or serial sets, with the magnets of the
several series alternately interpositioned so as to form altogether one rank or row;
and the magnets of each serial set are spaced apart a distance equal to the spacing
or distance between two adjacent field magnets. The pole changing mechanism is
magnetic and located on the car, in the connections to the armature magnets, and
operates, under the control of the field magnets, to change the polarities of the
several series of armature magnets in such order of succession, that all the
armature magnets, intermediate any pair of field magnets, at any instant of time.
will have polarity like the rearward and unlike the forward member of said pair
of field magnets; and hence, the forces of attraction and repulsion, both from the
field and the armature magnets, will co-operate in the propulsion of the car.
magnetic pole changing mechanism is preferably in the form of a rotary pole
changer, comprising a commutator, in the connections to the armature magnet, and
a magnetic controller, on the same shaft with the commutator, operating to drive
the commutator under the control of the field magnets.
The

page_text: DETAILED DESCRIPTION.
In the accompanying drawings, the system is shown as applied for use as a surface
street railway.
In the said drawings, Figure 1 is a side elevation with some parts in section and
others removed, showing the car, the magnetic-field and the armature, in their
relative working positions.
Figure 2 is a vertical cross section through the car-truck and road-bed, on the
line XX' of Figure 1.
Figure 3 is a detail view in plan, with some parts broken away, showing, at the
right, a part of the field conduit, and at the left, a portion of the armature and
some other parts, carried on the car.
Figure 4 is a vertical cross section, from right to left, through one of the
magnetic switch-boxes detached, looking toward the front.
Figure 5 is a view partly in right side elevation and partly in section, on the
line XX, of Figure 4, with the pivoted armature thrown to the left, as shown in
dotted lines in Figure 4.
Figure 6 is a detail, in horizontal section, on the line X3 X3 of Figure 4, looking
from below.
Figure 7 is a detail, in plan, showing one of the soft iron contact rings, which
are employed in the switch-boxes.
Figure 8 is a diagram view, illustrating the connections from the line wires to
the field sections through the switch-box contacts, shown in Figures 4 and 5, only
the end members of the field magnets in each section being shown.
Figure 9 is a diagram view, showing the electric connections, from the line wires
to the switch-box magnets, and the relations of adjacent switch-boxes to each
other, and to the switch magnets on the car, and to the field sections shown in
Figure 8.
Figure 10 is an enlarged view, in side elevation, illustrating the relation of the
armature and field magnets to each other, and the relation of the armature-magnets
to the rotary pole changer, some parts being broken away.
Figure 11 is a diagram view, illustrating the electric connections for the non-
rotating armature and the switch-magnets carried on the car.
Figure 12 is a vertical section from front to rear, through the combined regulating
and reversing device, carried on the car, detached.
Figure 13 is a view, showing the said regulating and reversing device in elevation,
on the lever side, and showing the electric connections for the same in diagram.
Figure 14 is a view, partly in plan and partly in horizontal section; showing the
rotary pole changer, in relation to its seat, detached.
Figure 15 is a vertical axial section, through the rotary pole changer detached,
on the line X X' of Figure 10, or at an angle of forty-five degrees through the said
rotary pole changer as shown in Figure 14.
Figure 16 is a detail, showing, in side elevation, the several parts of the
commutator, separated and laterally pulled apart from each other, but as standing
in their proper relative positions for being put together on the shaft which supports
the same.
Figure 17 is a detail view, showing four double segmental terminal plates of the
commutator, as separated from each other and laid down flatwise, with the respective
pairs thereof, which interlock at their peripheral segments turned apart from each
other in opposite directions, so as to expose the interlocking surfaces of the same,
with the insulation removed from the right hand pair thereof.

page_text: and left end of said pole changer, all of which parts are otherwise shown in
Figures 10 and 14.
Figure 23 is a detail, partly in side elevation and partly in section, showing the
magnetic controller of the rotary pole changer in its relations to the field magnets.
Figure 24 is a diagram view, illustrating a modified form of magnetic pole
changing mechanism for the non-rotating armature carried on the car; and
Figure 25 is a detail of the same, in side elevation, showing one of the magnetic
controllers thereof in its relation to the field magnets.
THE FIELD.
The road-way, as shown in Figures 1 and 2, is composed of wooden cross-ties a,
wooden longitudinal sleepers a', rails a², ballast or road-bed a³, of concrete or other
suitable material, and wooden or granite block pavement a².
In the center of said roadway and extending along the entire line thereof, is
located the field conduit comprising, as shown, in Figures 1, 2, 3 and 4, a wooden
sleeper b, soft iron base-bar 6', resting on said sleeper b, electro magnets b², rising
from said base bar and provided with laterally extended pole pieces ³, brass
sidings seated between the base-bar and the pole pieces 63 and forming the side
walls of the conduit, the filling & of asphalt or other insulating material which is
impervious to water and capable of standing street traffic, the line wires 1ª and 1" from
a central station or other source, and the switch boxes c of porcelain or other
insulating material, located at the left end of each field section and provided,
as shown in Figure 4, with brass surface blocks c' overlying the brass sidings 6 and
fitting between adjacent field magnet pole pieces b³.
The adjacent members of the field magnets are reversely wound, and as they all
rise from the common base-bar b, every adjacent pair thereof form therewith a
horseshoe magnet, or, otherwise stated, the pole pieces 63 of every pair of adjacent
field magnets have opposite polarity. The field magnets 62 are preferably spaced
about nine inches apart and arranged twelve members in a section, making the field
sections less than one-half the length of an ordinary standard street-car.
The top of the field conduit, thus made, lies flush with the top surface of the street
pavement a', and forms an integral part thereof capable of use, like all other parts
of the roadway, for the ordinary street traffic. The asphalt filling 6' cements into
position, insulates and seals water-tight, all the parts contained within the conduit,
leaving only the field magnet pole-pieces ³ and the tops of the switch-boxes c
exposed at the street surface. As no conductors are exposed, there can be no
danger to life. The exposed pole pieces 63, being magnetic only, could not well do
any harm, even when excited, but as will presently more fully appear, the circuit
through the field sections is normally and always open at the switch-boxes c, except
when a car is going over or is about to enter on a given section, and, hence,
the chance for interference with street traffic, even from magnetism, is reduced to a
minimum.
CONNECTIONS FOR THE FIELD.
The details of the switch-boxes c are shown in Figures 4, 5, 6 and 7; the
connections for the field sections, under the control of said switch-boxes, are shown,
in diagram, in Figure 8; and the connections for the switch-box magnets are shown,
in diagram, in Figure 9. In the lower or body portion of each switch-box c, are

page_text: located two sets of magnets c² c³, a contact carrying armature e pivoted between
and subject to said magnets c and c³, and two line wire contacts cc, insulated from
each other with their free ends in position to be connected by the armature
contact when drawn to the poles of the magnets c². The feeding line wire 1"
connects, by branch wire 2ª, with said contact c in the switch-box; and the return
line wire 1 connects, by branch wire 2b, extending through the magnets 12 of the
adjacent field section, with the other contact ce in the switch-box.
Hence, the field magnets 2, of any field section, may be closed into or cut out of
circuit with the line wires 1" and 1b, by simply throwing the pivoted armature
contact into one of its opposite extreme positions. This may be done by said
switch-box magnets c² c³. Normally, both sets of said magnets c² c³ are out of
circuit; but they may be energized from the line wires 1ª 1b, through connections
which will now be noted, reference being had to Figures 4, 6, 7 and especially to
Figure 9.
In each switch-box c, to the under surface of the cap section, are secured five
insulated contacts numbered respectively, 3, 4, 5, 6 and 7; and directly under the
same, on a seat formed by an annulus supported by ledge c8, both of insulating
material, is mounted a soft iron ring c³, with an air space between the same and the
said contacts 3, 4, 5, 6 and 7. The soft iron ring is subject to switch magnets c¹º,
carried on the car-truck; and when raised to its uppermost limit serves to connect
all the said contacts 3, 4, 5, 6 and 7.
The magnets c² connect, by feeding branch wire 3ª with the line feed wire 1ª, and,
by return branch wire 3b, with the contact 3, in the same box; contact 4 of each
box is connected by wire 4b with the contact 3 of the next forward box; the
magnets c³ of each box connect by feeding branch wire 5, with the line feed wire 1
and have two return branch wires 5 and 6, of which the wire 5 extends to contact 5
in the next forward box, and the wire 6' extends to the contact 6, in the second box
to the rear; and the contact 7, in each box, connects by return branch wire 7b
with the return line wire 1b.
By regarding the particular switch box c, over which the switch magnet con
the car, as shown in Figure 9, is about to pass, as the central box, with respect to
the next forward and the next rearward boxes, the relation and action of the said
switch-box contacts, noted in the preceding paragraph, may be readily understood.
The soft iron ring e, when attracted by the switch magnet co on the car, will be
raised to its limit and held, for an instant, tightly against the contacts 3, 4, 5, 6
and 7, in the cap of the switch box. Thereby, the box magnets c² of the central
box will be closed into circuit with the line wires 1", 1b, over branches 3*, 3b,
contact 3, ring, contact 7 and wire 7b; the magnets 2, of the next forward box,
will also be closed into the line cireuit, from line wire 1, through the branch
wires 3ª, 3b, therein to the contact 3 of said forward box, and thence over wire 4
to contact 4 in the assumed central box, and out, by ring c, contact 7 and branch 7b
in said central box, to the return line wire 1b; the magnets e³ in the next rearward
box will also be closed into the line circuit, through branch wire 5ª therein, from
line wire 1, and thence over the wire 5 to contact 5 in the central box, and
out, by ring c³, contact 7 and branch 7b, to the return line wire 1b; and the
magnets of the second box in advance of the assumed central box will also be
closed into the line circuit from line wire 1ª over their feed branch 5 and the
return branch 6, leading directly therefrom, to the contact 6 in the assumed central
box, and thence out, by ring e, contact c' and branch 7%, to the return line wire 1.
Hence, the box magnets c² of the assumed central and the next forward box, and
the magnets c of the next rearward and the second forward box will be simul-
taneously energized from the line wires. The effect from the energized magnets c²
will be to pull over thereto the pivoted armature contact ct, thereby connecting the
field section line wire contacts cc and closing into the line circuit the field section
under the car and the field section next in advance of the car; and the effect from
the energized magnets c³, in the rearward box, will be to pull over thereto the
pivoted armature contact c* therein, thereby opening the line circuit, at the field

page_text: The car-body d and the car-trucks d¹ d' may be of any suitable construction.
From the truck axles d' are suspended spring-seated transverse hangers d³. To
the underside of said hangers d³, longitudinally and centrally of the car, is rigidly
secured the armature yoke-bar f. To the underside of said yoke-bar are secured
the armature magnets f¹, with all their pole pieces seated in and flush with
the under surface of a brass face plate in close proximity to the face of the
field conduit in the roadway. The yoke-bar f and the brass face plate f³ are
extended, at both ends, beyond the row of armature magnets f¹, to form seats or
supports for some other parts, and are connected at their extremities by small
pilots f, which operate to clear the surface of the field conduit of any obstructions.
Brass sidings 3 1/2 connect the parts and f³.
The armature magnets f₁ are supplied with current from the small storage
battery g, on the car-body, through circuit connections, presently to be noted,
which have located therein the combined regulating and reversing device h¹ &c.
on the car-body and the rotary pole changer kk' &c. located, as shown, in Figures 1
and 10, at the forward end of the non-rotating armatureff &c.
The armature magnets f¹ are connected up by sets of wires 8" 8° 8° into three
serial sets, the members of which serial sets are alternately interpositioned so as
to make up a single rank or row, as clearly shown in Figures 10 and 11; and the
coupled members of each series of said magnets f¹ are reversely wound and are
spaced apart a distance equal to the distance between adjacent members of the
underlying field magnets 2. The general effect of this wiring and arrangement of said
armature magnets f¹ is to bring all the members of any serial set thereof directly
over the respective underlying field magnets 62 at the sanie instant of time, and to
cause all the armature magnets 1 intermediate any pair of field magnets ² to have
polarity unlike the forward and like the rearward member of said adjacent field
magnets.
The field magnets 2 have a constant polarity, as hitherto noted; and the
polarities of the several series of armature magnets f¹ are changed in succession on
passing the axial lines of the field magnets 2. Hence, when on the dead centers
with the field magnets 62, the armature magnets will be neutral or unexcited.
The relative conditions of these magnetic members f¹ and b² are indicated by the
conventional marks + and 0, in Figure 10.
-
It is therefore obvious, that the forces both of attraction and repulsion from said
field magnets and said armature magnets f¹ will always co-operate in the
propulsion of the car in a common direction.
The further connections for the armature ff', will be best understood after

page_text: reversing device h ',.which parts will now be described.
THE ROTARY POLE CHANGER.
When in working position, as shown in Figures 1 and 10, the rotary pole
changer kk&c. is removably seated on the brass face-plate f³ under the yoke-
bar of the armature, between front and rear wood-fibre contact boards f³ fo
which parts, taken together with a fixed brass end plate fi and a pivoted
brass end plate or door, as shown in Figure 14, form a complete housing for said
pole changer.
All the parts of the pole changer frame k are made of wood-fibre or other
insulating material; and the shaft k¹ is journalled in bearings k² fixed to the end
pieces of said frame k.
On the left end of said pole changer shaft k', as shown in Figures 14 and 15, are
mounted two sets of double segmental commutator plates ppl and, shown as
pulled apart in Figure 16 and shown as separated and laid apart in opposite
directions in Figure 17.
The plates ppare constructed to interlock to form one complete cylinder, and
the plates are constructed to interlock to form another; which two cylinders
are arranged side by side on the shaft k', as shown in Figures 14 and 15.
All four of said plates p p¹, rare insulated from the shaft by the insulating
sleeve ; and the members of each set are insulated from each other by 13,
bodies of insulating material, formed as shown in Figures 18 and 19, to fit
between the plates ppl and between the plates r, as shown in Figure 15. This
insulation, for the plates ppl, is shown in position, in Figures 16 and 17; but
the plates in said Figures 16 and 17, are shown without the insulation which
is shown, as having been detached therefrom, in Figures 18 and 19.
The cylinder made up of the set of plates ppis separated from the cylinder
made up of the plates, by an insulating ring disk 4.
The plate has a hub which engages with a corresponding socket in the
plate pand electrically connects said plates p¹ and ¹ together and constitutes the
same like terminals.
The plate phas screwed to its inner face and in electrical contact therewith a
yoke-plate 2, which is separated from the plate p', by the insulation 412, but is
electrically connected by screw-bolts p³ with the plate r. The said screw-bolts p³
pass through the plate p', but are insulated therefrom by insulating bushings ke
The plates p and are therefore in electrical contact through the screw-bolts p³
and said yoke ². The yoke p² and bolt-screws p³, connecting as they do, the
outside members p and r of each of said four commutator plates ppl, rl, serve
also to clamp all the said parts rigidly together. Conducting rods connect the
respective plates with a pair of insulated contact disks 66 mounted, as shown
in Figures 14 and 15, at the right end of the pole changer shaft k. The said
rods pass through some parts, presently to be noted, but are insulated
therefrom by insulating jackets . The contact disks are insulated from the
shaft k', by an insulating sleeve ko, and, from each other, by insulating washers k³,
on said sleeve k³.
A pair of brushes 78, having circuit connections with the storage battery g,
bear on said contact disks. Hence, as the inner commutator plates pare
in electrical contact with each other at 2 and connect with disk by rod ³, and
are otherwise entirely insulated, they will be like terminals marked, in the drawings,
with the positive sign + ; and, as the outer commutator plates p r are in electrical
contact with each other through the parts p³ ³ and with the disk 16 by rod r*,
and are otherwise entirely insulated, they will also be like terminals, marked in the
drawings with the negative sign - Hence, in view of the way in which the
members p p and r³, of each of said sets of plates are interlocked and the way in
which the two cylinders composed thereof are arranged side by side, unlike

page_text: peripheral segments will be axially in line with each other and the succeeding
peripheral segments of each cylinder will also be unlike, as shown in Figure 14.
Three pairs of commutator brushes bear one member on each of said
commutator cylinders, which brushes p p are laterally in line with each other, as
shown in Figure 14; and all three sets of said brushes are arranged in the
same are of the commutator and are spaced apart equal distances in the three:
advance sections of four imaginary divisions of said arc, as shown in Figures 1.
and 10. The commutator brushes p' p' have screwed thereto, at the back of the
pole changer frame k, three sets of spring contacts, as shown in Figures 14.
and 22, which bear, as shown, in Figures 1, 10 and 14, against three corresponding
pairs of contacts 8, to which the three sets of armature wires 8° 8° are attached..
Hence, it is obvious, as may be seen by reference to Figures 10, 11 and 14, that, at
every quarter turn of the commutator pprr, the direction of the current will be
reversed through the brushes pp, and, consequently, through the set of armature.
wires 8 8 8 and the corresponding serial set of armature magnets f¹ connected.
therewith; also that the reversings or alternations, through the several sets of said
brushes p and the corresponding serial sets of armature magnets f1 connected.
therewith, will occur in a regular order of succession in equal time phases; and.
further, that only one set of said brushes p will be on the insulation k*, at the
same instant of time, and that this will occur when the corresponding serial set of
armature magnets f³, connected therewith, are on the dead centers with the
underlying field magnets 62.
³,
Centrally of the pole changer shaft and between insulating disks k¹o k¹¹, is.
fixed the magnetic controller comprising the soft iron star-wheel s, the adjacent.
spokes of which are reversely wound to form electro magnets s¹ with adjacent pole
pieces of opposite polarity, as shown in Figures 14, 15 and 23. All the said.
controller magnets si are connected up in series with their terminal wires s² 8³ in
electrical contact one with each of a pair of insulated contact disks *s, arranged
on said shaft k¹, between the controller and the hitherto noted contact disks
as shown in Figure 15. The several contact disks and are all insulated
from the shaft, from each other and from the controller, by the insulating sleeve ³,
washers and disk k". The wire s² passes through the contact disks but is
insulated therefrom by insulating bushings. Brushes 78, bear on the contact
disks and have circuit connection with the storage battery g. Hence, it is.
obvious, that the controller magnets will be constantly excited, and as the said
controller magnets s relate to the field magnets 62, as shown in Figure 23, the
co-operation of the magnetic forces therefrom, will cause the said controller s s¹ to-
revolve the pole changer shaft and the commutator p p r r¹ &c. carried
thereby, according to the speed of the car.
The sets of brushes 7778 and 78, which work on the contact disks 78.
and ss, are fixed to the front wall of the pole changer frame k, as shown in
Figures 14 and 22, and are engaged by corresponding sets of laterally extended
spring contacts 10 and so also fixed to the front wall of said pole changer
frame k, as shown in Figures 10, 14 and 21. The said sets of spring contacts 10
and so, bear respectively against corresponding sets of contacts 11 and 12, fixed.
in the front contact board f', as shown in Figures 10 and 14.
The relative arrangement of the spring contacts on the pole changer frame k and.
the fixed contacts in the boards ff of the pole changer seat, permits the pole
changer to be readily placed in or removed from its working position, at will.
The wiring from the storage battery g to said sets of contacts 11 and 12, can be
best traced after noting the construction of the combined regulating and reversing
device h h¹ &c., a description of which will now be given.

page_text: be readily traced.
WIRING FROM STORAGE BATTERY ON THE CAR.
Reference being had to Figures 11, 12 and 13, it may be seen that the outleading
wire 13, from the storage battery g, has two branches 13 and 13b, leading to the
outermost of the resistance contacts ³, respectively. From the two contacts 11,
in the board f, in front of the pole changer, which co-operate with the spring
contacts and the brushes, working on the contact disks, as shown in
Figure 14, extend two corresponding wires 11ª and 11b, as shown in Figures 11
and 13. A wire 14 connects the contact he with the wire 11; wire 15 connects 11°
with the contact h°; wire 16 connects the contact with the wire 11'; wire 17
connects the wire 11 with the contact 8; and wire 18 leads from the common
return contact 10 to the storage battery g;-all as shown in Figures 11 and 13.
Looking now to the action of the regulating and reversing device &c., if the
lever h¹ be in its central position, as shown in Figure 13, no connections will be
established for the armature circuit from the battery g, and the car will stand still;
but, if said lever / be thrown to either side of its central position, connection will
be established for closing the said armature circuit from the battery 9, and the car
will move.
When said lever h¹ is thrown to the right, the current from the
battery g will pass, as shown by the full line arrows in Figure 13, over wire 13,
resistance contacts *, lever contact 12, contact 6, and wire 14, and 11ª to one of
the contacts 11; whence, after making the circuit of the commutator and the non-
rotating armature, as hitherto described, the return will be completed, over the
wire 11, wire 17, contact ³, lever contact ¹³, contact 10 and wire 18 back to the
battery g.
F
In a similar way, when the lever is thrown to the left, the current from the
battery g, will pass as shown by the dotted line arrows in Figure 13, over the
wire 13 and 13 to the resistance contacts h, through lever contact to contact 7;
and thence over wire 16 and wire 11 to the other member of said contacts 11;
whence, after making the circuit of the commutator and the non-rotating armature,
as hitherto described, the return from the other member of the contacts 11, will be
made over wire 11ª, wire 15, contact º, lever contact ¹³, contact 10 and wire 18,
back to the battery g..
When the lever his worked in co-operation with the contacts on the right side
of the slab ³, the car will travel in the direction shown by the arrows in
Figures 1, 9 and 10; and, when said lever his worked, in co-operation with the
contacts on the left side of the slab ³, the car will travel in the opposite
direction.
Owing to the relation of the parts to the feed wire 13" and the lever h¹, or
of the parts h² to the feed wire 13b and the lever ', it is obvious that the
amount of resistance may be decreased to the minimum by throwing the said lever
to its outermost position; and that the resistance will increase in regular gradation

page_text: as said lever is brought toward the centre and be at its maximum when said lever
is co-operating with that member of the contacts h or h³ nearest to the central or
vertical position of said lever. Hence, the operator may control the current as
required for variation of load or speed of travel, at will.
The regulating and reversing device h h¹ &c., also serves as a brake. Suppose.
the lever h' to be working on the right of its central position and the car be going
forward, then, if the lever ¹ be thrown over to the left, the directions of the
magnetic forces, through the armature magnets f³, will be reversed, with the effect
of a brake which may be graduated to any desired power and which operates on
the car like an air cushion to quickly stop the same without shock or jar.
From the foregoing description of the combined regulating and reversing
device h¹ &c., it is obvious that, with the same, the operator has complete contro!
of the car, for all purposes, whether for reversing, braking or variation of power,
by the single lever h¹.
The wiring from the storage battery g, for supplying the controller magnets s',
is direct, by the wires 12ª 12b, as shown in Figures 11 and 13, which connect said
battery with the pair of contacts 12, co-operating as shown in Figure 14, with the
spring contacts $10 and the brushes 78, working on the contact disks s* with
connections to said magnets s', as hitherto described.
The wiring for the two sets of switch magnets c⁰ on the car is shown in
Figure 11, by reference to which it may be seen that a wire 19 leads from the
storage battery g to a pivoted switch button c", adapted to operate with either of
a pair of contacts 20, whence extend two wires 20" 20%, leading one to each of
said sets of switch magnets co; and that the circuit is completed over return
wire 21 having branches 21" and 21' extending respectively one to each set of said
switch magnets c¹0.
It is obvious, that by shifting the button c", either set of said switch magnets co
may be closed into-and the other set be cut out of circuit with the storage
battery g. This change is made whenever the direction of the cars travel, is
reversed, so as to always have the forward set of said switch magnets cl⁰ in circuit
and the rearward set thereof out of circuit with the storage battery, as required
for proper co-operation with the switch boxes e in the field conduit, as hitherto
described.
GENERAL OPERATION.
The preferred form of mechanism, for the successful operation of the system,
has now been specified in all its details.
The general action must, it is thought, be clear from the introductory summary
statement and the detailed description herein before given. It may, however, be
restated in a single sentence :-The car is propelled by the co-operation of the
magnetic forces from the field magnets 62 in the roadway and the armature
magnets on the car; the proper relation of said armature magnets f¹ to said
field magnets 62 is maintained by the commutator on the rotary pole changer k k¹,
in either direction of travel; the car is controlled, for stopping and starting,
reversing, or adaptation to variation of load or speed, by the operator with the use
of the single lever h¹ of the regulating and reversing device hh' &c.; and the
field sections are closed into or cut out of the line circuit in the proper order by
the co-operation of the switch boxes in the field and the forward set of switch
magnets on the car.

page_text: It is even more obvious, that the magnetic controller & s¹, might be on a separate
shaft from the commutator plates pprr, and nevertheless be readily inade to drive
the commutator by the addition of intermediate gearing. Again, instead of a small
storage battery g on the car, the non-rotating armature ff &c. and the other
parts on the car might be supplied from a central source over a line circuit; but
this would be objectionable on account of danger, street obstruction, increased
expense &c.
When economy of current is no object, the switch magnets clo on the car and
the switch boxes c in the field conduit might be omitted, by permanently connecting
all the magnets 62 of the entire field with the line wires 1 1b; but this would
produce unnecessary waste and the magnetism of the exposed field magnet pole
pieces 63 might disturb street traffic to some extent. Wearing pieces n may be set
in the insulation between the peripheral segments of the commutator plates pp'
and, as shown in Figure 20, to prevent undue wearing of the insulation k* by
the commutator brushes.
All of the above noted modifications are of a kind which are obvious. But a
substitute form of magnetic pole changing mechanism may be employed, which is
not so apparent and has therefore been illustrated in Figures 24 and 25, of the
drawings.
THE MODIFIED FORM OF POLE CHANGING MECHANISM.
The distinguishing feature of this modification is that every serial set of the
armature magnets has a separate pole changer operated by an individual
magnetic controller under the influence of the field magnets 62. Reference being
had to Figure 24, it may be seen that each pole changer comprises a fixed insulating
segment t with three insulated contacts t¹tt, a pair of insulated contacts t t on a
pivoted armature to, and a pair of electro magnets t't, between which said
armature t is located and to both of which it is subject.
The wires 14, 15, 16 and 17, shown in Figure 24, are related to the regulating.
and reversing device h h' &c., exactly as shown in Figure 13, as hitherto described;
but, for this modification shown in Figure 24, the said wires 14 and 15 converge
into a union 22 having three branches 23 extending one to each of the contacts t
on pivoted armature lever to, and the wires 16 and 17 likewise converge into a
union 24 having three branches 25 extending one to each of the contacts t³ on said
levert. From the contacts t2 and 3, on each insulating segment t, extend two
branch wires 26* and 26° which unite with armature wire 26, for co-operation with
the coupling wire 26° extending through one series of the armature magnets f, and
the return wire 26d therefrom extending back to the central contact t¹ on the said
segment t. Hence, it may be seen that by throwing the pivoted armature levers to
from one to the other of their extreme positions, the current will be alternated
through the corresponding serial sets of armature magnets f1.
For example, if the levers to be attracted by the magnets t', as shown in Figure 24,
the current over wires 13 and 13" from the storage battery g, after passing through
the regulating and reversing device h', will pass by wire 14, union 22, and
branches. 23, to the contacts thence by contacts t2 and wires 26, 26; 26° and 26ª,
through the respective coupled series of armature magnets f¹, back to contacts t¹;
and thence, by contacts and branch wires 25 to union 24 over wire 17 to the
regulating and reversing device and via wire 18 back to battery g; and, if the
said lever t should be drawn over to magnets t8, the current from the feeding
branch wires 23 and contacts t will pass by contact t¹ over 26° 26° 26 and 26 back
to contacts t³ and thence back over contacts and return branch wires 25, &c.
as before.
When the lever h¹ of the regulating and reversing device, is thrown over to the
left of its central position, the wires 13, 13b, 16, 24 and 25, will become the feeding
members, and the wires 23, 22, 15 and 18, the return members; but the pole
changers will act exactly the same as before, except that the polarities of the

page_text: armature magnets fl will be changed in the reverse order, causing the car to
travel in the other direction.
The pole changer magnets t t are alternately energized from a small battery g¹,
under the control of three magnetic controllers, as shown in Figures 24 and 25.
Each controller comprises a magnet z, fixed to yoke-bar with downwardly
extended pole piece 2¹ having pivoted thereto a supplemental pole piece z² subject to
the field magnets b³; a stop-lug³, on the brass face plate 3; an insulated contact **,
on one arm of the pivoted pole piece ; and two pairs of insulated contacts, on
said brass face plate f³, for co-operation, in alternate order, with said contact 2*
on said pivoted pole piece 2;-all as shown in said Figures 24 and 25.
All of the controller magnets z are connected up in multiple, on a cominon
circuit, over wires 27, 28, 29 and 30 and constantly energized from the battery g¹;
and, as all the said magnets z, are wound in the same direction, their pole
pieces will all have the same polarity.
When the contact, on pivoted pole piece ², is in its uppermost position, it
will engage and electrically connect the pair of contacts 25, and circuit connections
will be thereby established from the battery g; over said parts, and wires 33
and 34, through the pole changer magnet ; and if the said contact * on
pivoted pole piece 22, be in its lowermost position, it will engage and electrically
connect the pair of contacts 2, and circuit connections will thereby be established
from the battery g, over said parts 22 and the wires 31 and 32 through the pole
changer magnet t.
The above noted connections, from the battery g', to the pole changer
magnets tt, are only shown, in Figure 24, for one pole changer and from one
controller zz &c.; but, the connections, for the other sets of pole changer
magnets tt, from the other controllers would, of course be simply duplications
of those shown.
As the supplemental pole piece 2 of each controller is centrally pivoted to
the primary pole piece and is of constant polarity, shown as negative, the
end thereof carrying the contact will be made to shift its position from one
to the other of said two sets of contacts, every time the controller magnet z
passes the axial line of one of the field magnets 2, under the action of the
magnetism therefrom, where it will be held until the controller magnet passes the
next field magnet. Hence, every time, a controller z ¹ &c. passes a field magnet b²,
the corresponding pole changer will be made to alternate the current from the
storage battery 9 through the corresponding serial set of the armature magnets f.
With the form of pole changing mechanism shown in Figures 24 and 25, therefore,
the field magnets 62 and the armature magnets f¹, will maintain the proper condition
for co-operation to propel the car. This modified form is however less simple
and in many ways less desirable than the preferred device, ie, the rotary pole
changer kk, as shown in the principal views and hereinbefore fully described.
ADVANTAGES OF THE SYSTEM.
The system of propulsion herein disclosed has several important advantages over
the existing systems of electric street railways now in general use.
There are no obstructions either on the surface or above the street surface; and
hence street traffic is entirely free.
There are no exposed electric conductors either on, above or below the street
surface; and hence there is no danger to life.
The power is not dependent on the traction of the wheels to the rails, but acts
with a direct pull and push on the car, being in this respect like the cable
system. Hence, there can be no limitation on account of slippage of wheels ;
and the cars may be made light and be of small cost as compared with ordinary
electric motor cars.
The field may be graduated to grade of roadway, by simply making the field
magnets, in the field sections on grades, of larger size than in the sections on

page_text: level portions of the roadway; and, thereby, the cars may be made to pull the
same maximum load, on all parts of the roadway, without any waste of power.
From
As the power is obtained chiefly from the field, the storage in the battery g,
on the car, may be small. Hence, the parts supplied therefrom, on the car, are not
subject to any great cumulative charges, and are not liable to be burnt out.
this fact and the absence of gearing, the parts on the car will suffer but little
wear and tear, under the service; the repair account will be light, and a
consequent large economy is attainable in running expenses.
The extended field is no disadvantage in respect to economy of current; because
the sectional construction thereof confines the drain on the line circuit to the section
in use by the car. Furthermore, the complete insulation of all conductors avoids
all loss by leakage. The joint effect of these two features give an economy of
current equal to or greater than that attained by the trolley system.
The several advantages above noted, adapt this system for use in many localities,
like crowded thoroughfares in large cities, where the trolley system cannot well be
employed; and, it is thought, that wherever heavy service is required, the economy
in operating expense will more than offset the interest on the increased cost of the
fixed plant due to the extended field.
The practicability of the system has been demonstrated by a working
experimental plant.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, we declare that what
we claim is :-
1. The combination with the car or other travelling body, of a magnetic field
extending along the line of travel, a magnetic armature carried by the car, and
automatic magnetic pole changing mechanism, operating according to the speed of
the car, applied to one of said magnetic members, whereby the forces of attraction
and repulsion from said magnetic members will co-operate in the propulsion of
the car.
2. The combination with a car or other travelling body, of an electro magnetic
field consisting of a series of electro magnets located in the line of travel, an
electro-magnetic non-rotating armature consisting of electro-magnets on the car,
and automatic pole changing mechanism applied to one of said electro-magnetic
members and operating according to the speed of the car, substantially as and for
the purposes set forth.
3. The combination with a car or other travelling body, of an electro magnetic
field consisting of electro-magnets located in the line of travel, an electro-magnetic
non-rotating armature consisting of electro magnets on the car, and magnetic auto-
matic pole changing mechanism, on the car, operated by the field magnets and
applied to change the polarities of the armature magnets, substantially as and for
the purpose set forth.
4. The combination with a car or other travelling body, of an electro magnetic
field consisting of electro magnets in the line of travel, the adjacent magnets of
which are of opposite polarity, an electro magnetic non-rotating armature on the
car composed of several alternately interpositioned series of electro magnets, aud
automatic magnetic pole changing mechanism, on the car, operated by the field
magnets, and applied to change the polarities of said several series of armature
magnets in succession, according to the speed of the car, in such order that all the
armature magnets intermediate any pair of field magnets, at any instant of time,
will have polarity like the rearward and unlike the forward member of said pairs
of field magnets, substantially as described.
5. The combination with a car or other travelling body, of field magnets in the
line of travel, a non-rotating armature on the car, electric connections for the field
and armature magnets, and an automatic rotary pole changer carried by the car,
located in the connections to the armature magnets and operated by the field
magnets, substantially as described.

page_text: 6. The combination with a car or other travelling body, of field magnets in the
line of travel, a non-rotating armature on the car, and an automatic rotary pole
changer, on the car, consisting of a commutator in the connections to said armature
magnet and a rotary magnetic controller operated by said field magnets and applied
to drive said commutator, substantially as described.
7. The combination with the car, of the field magnets in the line of travel, the
non-rotating armature on the car having its magnets connected up in several
coupled series, and the commutator on the car, operated by said field magnets,.
having co-operating pairs of brushes, with connections to said several coupled series
of armature magnets arranged in advance of each other on the commutator, whereby
the poles of said several coupled series of magnets will be reversed in succession:
according to the speed of the car, substantially as described.
8. The combination with the non-rotating armature, having the several coupled
series of magnets, of the commutator having the double segmental pieces, the
co-operating magnets of which are in adjacent lateral arrangement, and the
co-operating pairs of brushes, one pair for each of said coupled series of armature
magnets, arranged in advance of each other within the arc of one segment of said
terminal pieces, substantially as and for the purpose set forth.
9. The commutator constructed of four interlocked double segment terminal
pieces, carried by a common shaft and provided with suitable insulations and
circuit connection, the said terminal pieces being arranged to form two complete
cylinders, the lateral adjacent segments of which are of opposite polarity, sub-
stantially as and for the purpose set forth.
10. The rotary pole changer consisting of the magnetic controller, the commu-
tator, the two pairs of contact disks, the common supporting shaft, circuit.
connections uniting the magnets of said controller with one of said pair of contact
disks, connections uniting the other pair of said contact disks with the terminal
plates of said commutator, and suitable insulations for all of said parts, which
require separation, substantially as described.
11. The combination with a car, of an electro magnetic field, extending along
the line of travel, the non-rotating armature and the local battery on the car and
pole changing mechanism applied to said armature magnets, substantially as
described.
12. The combination with the car or other travelling body, of the non-rotating
armature on the car, and an electro magnetic field consisting of electro magnets
spaced apart from each other in the line of travel and connected up in sections.
adapted for independent connection with a supply circuit, substantially as described..
13. The combination with the car or other travelling body, of the non-rotating
armature on the car, the electro magnetic field consisting of electro magnets spaced
apart from each other in the line of travel and connected up in sections, and auto-
matic switches, provided with connections for closing the supply circuit through
the section of the field over which the car is moving, substantially as described.
14. The combination with the car or other travelling body, of the non-rotating
armature on the car, the electro magnetic field extending along the line of travel
and constructed in sections, magnetic switch boxes for closing the said sections into.
the supply circuit, and constantly excited switch magnets on the car for operating.
said magnetic switches, substantially as described.
15. The combination with the sectional field, extending along the line of travel,.
and the switch magnets on the car, of the magnetic switch-boxes in the field
conduit, each of which is provided with connections for throwing into the supply
circuit one or more sections of the field and for throwing out of the supply circuit,.
one or more of the other sections of the field, substantially as described.
16. The combination with the electro magnetic field, extending along the entire
line of travel, and constructed in sections adapted for independent connection in
the supply circuit, of the non-rotating armature and the local battery on the car, a
reversing device in the said armature circuit, for changing the direction of travel,.
the magnetic switch boxes in the field, with connections for closing into the supply-

page_text: circuit, the section of the field over which the car is moving, regardless of the
direction of travel, a double set of switch magnets on the car, for operating said
magnetic switches, and a switch magnet circuit, through said switch magnets and
local battery on the car, provided with a switch button or controller, for exciting
one or the other of said sets of switch magnets, according to the direction of the
car's travel, substantially as described.
17. The combination with the electro magnetic field, extending along the entire
line of travel, of the armature and the local battery on the car, and a reversing
device in the said armature circuit for changing the direction of travel.
18. The combination with a car or other travelling body, of the electro magnetic
field, extending along the entire line of travel, of the non-rotating armature and the
local battery on the car, and a combined reversing and regulating device, in the
said armature circuit from said battery having its resistance and reversing contacts
arranged for operation by a single lever, substantially as described.
Dated this 13th day of February 1894.
ABEL & IMKAY,
Agents for the Applicants.