Improvements in or connected with Electric Railways or Electric Transport.
Year: 1895

page_text: Date of Application, 29th June, 1895
Complete Specification Left, 30th Mar., 1896-Accepted, 29th June, 1896
PROVISIONAL SPECIFICATION.
Improvements in or connected with Electric Railways or Electric
Transport.
I, JAMES GRIEVE LORRAIN, M.I.E.E., M.I. Mech. E., of Norfolk House,
Norfolk Street, Strand, London W.C., in the County of Middlesex, Chartered
Patent Agent, do hereby declare the nature of this invention (as communicated to
me from abroad by Frederick C. Esmond, of Brooklyn, in the State of New York,
United States of America, Electrical Engineer) to be as follows
The present invention comprises improvements in electrie railway systems of
the general character in which there is, first, a line circuit comprising positive and
negative supply conductors, second, working-conductor sections normally dis-
connected from the line circuit, consisting of comparatively short rail sections or
points insulated from one another, and electrically alive only when in the
neighbourhood of a car, and third, a car or train driven by one or more electric
motors, and provided with suitable collectors making contact with the working
sections, and provided with some means for connecting the working sections
successively with the main line circuit.
In the various modifications herein described, it will be observed that the working
sections are connected and disconnected from the line circuit by an electro-
magnetically operated switch, so arranged that when the line is off, the magnet
terminals are connected to pairs of working sections, but when the maguets are
energized and the switches thrown, the working sections, constituting a pair, are no
longer connected through the magnet, but are joined respectively to opposite sides
of the line circuit, while the magnet is included in the line circuit for holding. the
switching mechanism in the desired position until the car passes. Such an arrange-
ment of switching mechanism constitutes an important feature of the invention.
A variety of ways may be used for energizing the magnets when so coupled. For
example, in Fig. 1, current taken to the working sections from one switch is fed by
the collectors to the motors, and by a shunt to the magnet of an advance set of
sections, while in Fig. 6 the magnets are successively energized so as to pick up
the switches by current from a storage battery or other source on the car.
So too,
the pairs of working sections may be arranged in various ways. In some of the
figures the sections making up a pair are at right angles to the track, while in
Fig. 5 the sections are all arranged longitudinally one after the other in the
direction of travel, each two succeeding sections constituting a pair normally
coupled by the magnet circuit as already explained. Many other modifications
also are to be included in the invention.
The arrangement herein described is especially adapted to all-metallic supply
circuits, thus making the system peculiarly applicable for alternating currents,
though it may be used in direct current systems as well.
Figs. 1, 2, 3, 4, 5, and 6 diagrammatically illustrate a number of modifications
of the invention.
Referring first to Fig. 1, G represents the supplying generator which in this
case is assumed to be an alternating single-phase inachine feeding the mains A, B
through a transformer T. The secondary mains will supply the railway for a
distance not too great for economical transmission of power, the secondaries being
multiplied and fed from high tension mains through transformers as may be

page_text: necessary to supply the entire railway system. CC represent the wheels of a
car or locomotive travelling on rails D in the ordinary manner. The driving
motors, of which there may be one or more, are shown conventionally at E. Its
terminals are connected respectively with collector bars F, F', attached to, and
moving with, the car, and long enough to somewhat more than span the distance
from one set of working sections to the next. a, a, and b, b, are pairs of working
sections, here shown as short contact spots, though, as is well known in the art,
longer rail sections may be substituted. Ordinarily the mains, A, B, will be
located under ground or carried upon poles, while the working sections will be
exposed on the street surface. For each pair of working sections there is provided
a switch, s, s, which normally stands under the influence of gravity or a spring in
a position shown at s with the line circuit to the working sections open. When
the switch is thrown to the closed position shown at s, the magnet circuit joining
the contact points is opened at the contacts e, e', and the contact points are
respectively connected to the supply mains A, B, by the contact and the
contacts g, g'. Current then flows from the mains through the contact (assuming
that B is the positive main), contact point a and collector bar F, and returns to
the negative main through collector F, contact point a', the magnet M and contact
points g, g', throwing the magnet into the line circuit, and holding the switch closed
until the collectors leave the corresponding contact points. The switch s is divided
by insulation at the point , so as to avoid short circuiting the line when in the
closed position, and so is the equivalent of, and may be regarded as, a pair or set
of switches operated simultaneously by the pick-up magnet. When the collector
bars touch the contact points b, b, a circuit shunting the motor is formed from the
collector F through contact points e, el and magnet M' to the collector F', which,
of course, will throw the switch s' and change the circuit connections, as already
explained. For picking up the switches after the motor circuit has been broken,
or when for any reason they are not thrown by the line current, a battery H, or
other source of current is carried on the car, which will have its terminals connected
to the two collector bars, and will of course, complete the circuit through any one
of the magnets where the car happens to be when the switch is in the open
position.
In Fig. 2 an arrangement is shown very similar to that already described, except
in so far as the details of the switch mechanism are modified. One terminal of the
magnet circuit is connected as before to one of the contact points of each pair, as
shown at a and , and the other terminal is permanently connected to the pick-up
switch. When the line circuit is open the switch rests on a back contact e¹, so
that there is electrical connection between the contact points of each pair through
the magnets, as in Fig. 1. When the line is closed this circuit is broken, the
main B is connected to one of the contact points through contacts j, j', and the
main A is connected to the other contact point through contact k. In this
modification, both sides of the supply circuit are normally disconnected from the
contact points, while in Fig. 1 there is a normal connection between one of the
mains and one of the contact points when the pick-up switches are in their retracted
position. Both arrangements are essentially the same, and are included within the
invention. The other parts of the modification shown in this figure correspond_to
the similar parts in Fig. 1, and the mode of operation will be readily understood.
In Fig. 3 there is a further modification, in which, as in Fig. 2, both sides of the
line circuit are broken at the pick-up switches. The switch is shown in the
open position and the magnet circuit between the points b, b, is closed through
the contact, the right hand portion of the switch and contact . When the
line is closed the switch is thrown to the position indicated at s, joining contact
point a to the main B through contacts m, m', and joining contact a to the main A
through contacts n, n'. The magnet circuit directly connecting the contact points
is broken as before, and the magnet included in the main motor circuit.
In Fig. 4, transformers T', T, are provided for each pair of contact sections.
The motor circuit on the secondary of the transformers is closed, as shown at the

page_text: switch s, through contacts o, o', and p, pl. When the switch is in the position seen
at s', the secondary transformer circuit is opened at two points and the magnet
circuit completed between the contact points by contacts 7, q¹.
In all of the modifications thus far described, the contacts of each pair are
arranged opposite one another in two rows. In Fig. 5, an electrically similar
system is shown, in which the contact sections are all arranged one after the other
in the direction of travel. In this case a, a', constitute one pair, and b, b, a second
pair. With the exception of this difference in the arrangement of the contact
sections, the switching mechanism is exactly the same as in Fig. 1. To make
contact with the working sections, overlapping sets of collectors are provided on
the car, of which R, R' constitute one set, and are connected to one terminal of
the motor, while R2, R3 comprise a second set, and are connected to the second
motor terminal. The switch is shown closed, and the switch s¹ in the open
position to illustrate the division of the current through the magnet of an advance
pair of sections. Starting from the main B, the circuit can be traced through
contact point a, to the motor, and back through contact point a', to the main A.
A sbunt circuit around the motor is formed through contact point b, magnet M'
and contact point &, and will, of course, throw the pick-up switches successively as
the corresponding contact points are bridged by the collectors.
In
The modification shown in Figure 6 differs from any of those already described
only in the means for throwing line switches. As thus far explained, it has been
accomplished by shunting a portion of the line current around the motor.
Fig. 6, in addition to the regular collector bars F, F', which are joined to the
motor, accessory collector bars, Q, Q' are provided at each end of the car, which
will in practice be comparatively short and bridge the contact sections of cach
pair before they are reached by the main collector. A battery EI, or other source
of current, is provided on the car, and has a switch S by which its terminals may
be connected with either pair of the accessory collectors, according to the direction
of travel of the car.
If the car be moving to the right, the battery circuit will
be completed through the magnet joining the advance pair of sections by the
collectors Q, Q, so that the switch will be thrown, and will be held up by the line
current when the contact points reach the main collectors F, F'. One set of
accessory collectors will be used in one direction and the second in the return
direction of travel, as will be readily understood.
The arrangement bercin described, may be used, both with a direct and
alternating distribution system, and with obvious modifications may be adapted to
alternating systems of any desired number of phases. One of its principal
advantages is that it affords a simple and reliable arrangement of switching
mechanism for connecting the contact sections with both sides of the line motor
circuit, so that an all-metallic circuit may be used when desired, without
multiplying the switches or the number of working-conductor sections, which are
exposed in the street.
C
T
1007
J. G. LORRAIN,
Chartered Patent Agent.
COMPLETE SPECIFICATION.
Improvements in or connected with Electric Railways or Electric
Transport.
I, JAMES GRIEVE LORRAIN, M.I.E.E., M.I. Mech. E., of Norfolk House,
Norfolk Street, Strand, London, W.C., in the County of Middlesex, Chartered
Patent Agent, do hereby declare the nature of this invention (as communicated
to me from abroad by Frederick C. Esmond, of Brooklyn, in the State of New
York, United States of America, Electrical Engineer) and in what manner the

page_text: same is to be performed to be particularly described and ascertained in and by
the following statement :-
The present invention comprises improvements in electric railway systems of
the general character in which there is, first, a line circuit comprising positive
and negative supply conductors, second, working-conductor sections normally
disconnected from the line circuit, consisting of comparatively short rail sections
or points insulated from one another, and electrically alive only when in the
neighbourhood of a car, and third, a car or train driven by one or more electric
motors, and provided with suitable collectors making contact with the working
sections, and provided with some means for connecting the working sections
successively with the main line circuit.
In the various modifications herein described, it will be observed that the
working sections are connected and disconnected from the line circuit by an
electro-magnetically operated switch, so arranged that when the line is off, the
magnet terminals are connected to pairs of working sections, but when the
magnets are energized and the switches thrown or closed, the working sections,
constituting a pair, are no longer connected through the magnet, but are joined
respectively to opposite sides of the line circuit, while the magnet is included in
the line circuit for holding the switching mechanism in the desired position until
the car passes. Such an arrangement of switching mechanism constitutes an
important feature of the invention. A variety of ways may be used for
energizing the magnets when so coupled. For example, in Fig. 1. (see drawings
left with the Provisional Specification) current taken to the working sections
from one switch is fed by the collectors to the motors, and by a shunt to the
magnet of an advance set of sections, while in Fig. 6 the magnets are successively
energized so as to pick up the switches by current from a storage battery or
other source on the car. So too, the pairs of working sections may be arranged
in various ways.
In some of the figures the sections making up a pair are at right
angles to the track, while in Fig. 5. the sections are all arranged longitudinally
one after the other in the direction of travel, each two succeeding sections
constituting a pair normally coupled by the magnet circuit as already explained.
Many other modifications also are to be included in the invention.
The arrangement herein described is especially adapted to all metallic supply
circuits, thus making the system peculiarly applicable for alternating currents,
though it may be used in direct current systems as well.
In the drawings left with the Provisional Specification, Figs. 1, 2, 3, 4, 5 and 6
diagrammatically illustrate a number of modifications of the invention.
Referring first to Fig. 1, G represents the supplying generator which in this
case is assumed to be an alternating single-phase machine feeding the mains A, B,
through a transformer T. The secondary mains will supply the railway for a
distance not too great for economical transmission of power, the secondaries
being multiplied and fed from high tension mains through transformers as may be
necessary to supply the entire railway system. CC represent the wheels of a
car or locomotive travelling on rails D in the ordinary manner.
The driving
motors, of which there may be one or more, are shown conventionally at E. Its
terminals are connected respectively with collector bars F, F, attached to, and
moving with, the car, and long enough to somewhat more than span the distance
from one set of working sections to the next. a, a', and b, b, are pairs of
working sections, here shown as short contact spots, though, as is well known in
the art, longer rail sections may be substituted. Ordinarily the mains, A, B,
will be located underground or carried upon poles, while the working sections
will be exposed on the street surface. For each pair of working sections there is
provided a switch, s, s¹, which normally stands under the influence of gravity or a
spring in a position shown at s with the line circuit to the working sections open.
When the switch is thrown to the closed position shown at S the magnet circuit
joining the contact points is opened at the contacts e, e', and the contact points
are respectively connected to the supply mains A, B, by the contact and the

page_text: contacts g, g. Current then flows from the mains through the contact (assuming
that B is the positive main), contact point a and collector bar F, and returns to
the negative main through collector F', contact point a¹, the magnet M and
contact points g, g', throwing the magnet into the line circuit, and holding the
switch closed until the collectors leave the corresponding contact points. The
switch s is divided by insulation at the point h, so as to avoid short circuiting
the line when in the closed position, and so is the equivalent of, and may be regarded
as, a pair or set of switches operated simultaneously by the pick-up magnet.
When the collector bars touch the contact points b, b', a circuit shunting the
motor is formed from the collector F through contact points e, e and magnet M'
to the collector F', which, of course, will throw the switch s and change the
circuit connections, as already explained. For picking up the switches after the
motor circuit has been broken, or when for any reason they are not thrown by
the line current, a battery H, or other source of current is carried on the car,
which will have its terminals connected to the two collector bars, and will of
course, complete the circuit through any one of the magnets where the car happens
to be when the switch is in the open position.
In Fig. 2 an arrangement is shown very similar to that already described,
except in so far as the details of the switch mechanism are modified. One
terminal of the magnet circuit is connected as before to one of the contact points
of each pair, as shown at a and b, and the other terminal is permanently
connected to the pick-up switch. When the line circuit is open the switch rests
on a back contact e, so that there is electrical connection between the two contact
points of each pair through the magnets, as in Fig. 1. When the switch is closed
this circuit is broken, the main B. is connected to one of the contact points through
contacts, and the main, A, is connected to the other contact point through
contact k. In this modification, both sides of the supply circuit, that is to say,
both the supply and return mains, are normally disconnected from the contact
points, while in Fig. 1 there is a normal connection between one of the mains and
one of the contact points when the pick-up switches are in their open position.
Both arrangements are essentially the same, and are included within the
invention. The other parts of the modification shown in this figure correspond
to the similar parts in Fig. 1, and the mode of operation will be readily
understood.
In Fig. 3 there is a further modification, in which, as in Fig. 2, both sides of
the line circuit are broken at the pick-up switches. The switch s¹ is shown in
the open position and the magnet circuit between the points b, b, is closed
through the contact 1, the right hand portion of the switch s¹ and contact .
When the line is closed the switch is thrown to the position indicated at s, joining
contact point a to the main B through contacts m, m', and joining contact a¹ to
the main A through contacts n, n'. The magnet circuit directly connecting the
contact points is broken as before, and the magnet included in the main motor
circuit.
In Fig. 4, transformers T1, T2, are provided for each pair of contact sections.
The motor circuit on the secondary of the transformers is closed, as shown at the
switch s, through contacts o, o', and p, p'. When the switch is in the position
seeu at, the secondary transformer circuit is opened at two points and the
magnet circuit completed between the contact points by contacts 9. '.
In
In all of the modifications thus far described, the contacts of each pair are
arranged opposite one another in two rows, that is to say, at right angles to the
line of travel. In Fig. 5, an electrically similar system is shewn, in which the
contact sections are all arranged one after the other in the direction of travel.
this case a, a, constitute one pair, and b, b', a second pair. With the exception of
this difference in the arrangement of the contact sections, the switching mechanism
is exactly the same as in Fig. 1. To make contact with the working sections,
overlapping sets of collectors are provided on the car, of which R, R' constitute
one set, and are connected to one terminal of the motor, while R³, R³ comprise a

page_text: second set, and are connected to the other motor terminal. The switch s is shown
closed, and the switch s' in the open position to illustrate the division of the
current through the magnet of an advance pair of sections. Starting from the
main B, the circuit can be traced through contact point a, to the motor, and back
through contact point a', to the main A. A shunt circuit to the circuit through
the motor is formed through contact point b, magnet M' and the contact point 1,
and will, of course, throw the pick-up switches in advance successively as the
corresponding contact points are bridged by the collectors.
The modification shown in Figure 6 differs from any of those already described
only in the means for throwing or closing the line switches. As thus far explained,
it has been accomplished by shunting a portion of the line current from the circuit
through the motor. In Fig. 6, in addition to the regular collector bars F, F',
which are joined to the motor, accessory collector bars, Q, Q', are provided at
cach end of the car, which bars will in practice be comparatively short and will
bridge the contact sections of each pair before they are reached by the main
collector. A battery H, or other source of current, is provided on the car, and
has a switch S by which its terminals may be connected with either pair of the
accessory collectors, according to the direction of travel of the car. If the car be
moving to the right, the battery circuit will be completed through the magnet
joining the advance pair of sections by the collectors Q, Q', so that the switch
will be thrown, and will be held up by the line current when the contact points
reach the main collectors F, F. One set of accessory collectors will be used in
one direction and the second in the return direction of travel, as will be readily
understood.
The arrangement herein described, may be used, both with direct current and
alternating current distribution systems; and with obvious modifications may be
adapted to alternating systems of any desired number of phases. One of its
principal advantages is that it affords a simple and reliable arrangement of
switching mechanism for connecting the contact sections with both sides of the
main line circuit, so that an all-metallic circuit may be used when desired, without
multiplying the switches or the number of working-conductor sections, which are
exposed in the streets.
In using the word "sections" in the claims hereinafter made, I do not mean to
be limited to the length of the sectious employed. They may be short, as is
indicated in the drawing, and sometimes called contact points. This is the
preferred arrangement, though in other cases the sections may be of such greater
iength as will be desirable in any given case.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what 1
claim is :-
--
1. In an electric traction system the employment of electromagnetically operated
switches so arranged that when the line is off (that is to say, when current is not
passing from the supply conductor to the working sections) the terminals of the
magnet coils are connected to pairs of working sections but when the magnets are
energised and the switch thrown or closed the working sections constituting a pair
are no longer connected through the magnet coil but are joined respectively to
opposite sides of the line circuit while the magnet is included in the line circuit for
holding the switch mechanism in the desired position until the car has passed,
substantially as set forth.
2. The combination of line conductors with working contact sections normally
connected in pairs through a magnet circuit when the sections are disconnected
from line, and a switch or set of switches actuated by the magnet on the presence
of a car for breaking the magnet circuit, and connecting the corresponding contact
sections respectively to opposite sides of the line circuit, substantially as set
forth.
3. The combination of line conductors with working conductor sections arranged

page_text: in pairs, collectors on the car connected. to opposite terminals of the motor or
motors, a magnet connected when de-energized in a circuit bridging the working
sections of each pair, and a switch or set of switches actuated by the magnet for
breaking the magnet circuit, connecting the conductor sections with opposite sides
of the line circuit, and including the magnet in the line circuit substantially as set
forth.
4. The combination of line conductors and working conductor sections with a
switch or set of switches normally disconnecting the line conductors from the
contact sections, but connecting the sections constituting each pair through a
magnet, collectors travelling with the car, and means for forming a circuit through
the magnet by the collectors, and thereby throwing the magnet into line circuit,
substantially as set forth.
5. The combination of an all-metallic supply circuit, pairs of contact sections,
sets of collectors connected respectively to opposite terminals of the motor or
motors, a switch for each pair of contact sections, a magnet for each switch in a
circuit joining the sections of each pair when the line circuit is open, and adapted
to throw the switch when energized, so as to break the magnet circuit between the
contacts and couple the latter respectively to the line conductors, and means for
holding the switch in the position closing the line circuit while the motor
current is being collected from any given section or sections, substantially as set
forth.
6. The combination of supply conductors, sectional working conductors between
each branch of the motor circuit and the corresponding supply conductor, the
sections being normally insulated from the corresponding supply conductors,
switches for coupling the working sections to the respective supply conductors,
and collectors on the car connected to opposite terminals of the motor, and
bridging from one set of positive and negative sections to a similar set of sections,
for establishing the circuit shunting the motor for throwing an advance set of
working sections into circuit with the respective supply conductors, substantially
as set forth.
7. The combination of supply conductors, pairs of contact sections, forming
sectional positive and negative working conductors, a series of switches for
connecting the sections with the corresponding supply conductors, a magnet for
operating each switch, whose terminals are joined to the contact sections making
up a pair in the open position of the line switches, and collectors joined to opposite
terminals of the motor, substantially as set forth.
8. The combination of an all-metallic supply circuit, pairs of contact sections,
a magnet for each pair of sections normally in circuit between them, a switch or
set of switches through which the circuit of the magnets is closed, as described,
when the line is open, and adapted when thrown, to connect the respective
contacts to opposite sides of the line circuit, and means for establishing the circuit
through each magnet when the car is over the corresponding contact sections,
substantially as set forth.
9. In an alternating current traction system, the combination of an alternating
source of supply, distributing mains and transformers with working conductor
sections arranged in pairs, and forming the outgoing and return working con-
ductors, a switch or set of switches for each pair of contact sections normally
connecting the sections through a magnet, and means for operating the switches on
the presence of a car, so as to connect the working sections respectively with
opposite branches of the secondary circuit of the transformer or transformers,
substantially as set forth.
J. G. LORRAIN.