Year: 1896

page_text: Date of Application, 3rd Mar., 1896
Complete Specification Left, 3rd Dec., 1896-Accepted, 13th Feb., 1897
We, JEAN CLARET, Contractor, and OLIVIER VUILLEUMIER, Electrician,
both of 21 Boulevard Poissonnière, Paris, in the Republic of France, do hereby
declare the nature of the invention to be as follows:-
This invention relates to means of electric traction or locomotion and consists of
improved automatic current distributing appliances simple in construction and more
reliable in operation than hitherto, irrespective of the direction in which the vehicles
may be moving at the time, or of any special conditions or circumstances under which
they may be desired to travel and which will permit the passage from one current
distributor to the next to be effected with great facility.
In this improved system the two poles of the generator of electricity are connected
one to the rails on which the vehicles travel or to a return wire; and the other
through a main conductor, to automatic current-distributors constructed according
to this invention and arranged along the line at the required distances apart. From
these distributors current-supply wires lead to and are connected with contact pieces
situated at suitable distances apart between the line of rails. Through the medium
of these distributors, the contacts are, as a vehicle advances, placed, one by one, in
electrical communication with the main conductor, so that the electro-motor carried
by the vehicle and being situated between the rails of the line,-through the medium
of the body of the vehicle and of its axles and wheels, and metal runners, or
"current receivers" carried by the vehicle, but insulated from its body, which
current receivers brush, or rub against, the contacts, arranged between the rails.
An automatic current-distributor, constructed according to this invention
comprises a frame or stand carrying a ring on which are mounted a number of
keys or switches connected by wires with a corresponding number of the contact
pieces arranged between the rails.
The keys or switches are insulated from the ring which carries them and each
key is formed of a block of carbon carried by a metal support attached to the said
ring. One of these keys or switches is smaller than the others so that it can be
touched only by certain arms for conducting current, while another arm can only
communicate with a part of the said small key which partly serves as its support,
but to which no wire connects. Arranged to travel in a circular path over these
keys or switches and in frictional contact with them is an arm (which for con-
venience will be called the "main" switch arm). This arm is formed of a number
of laminated or superposed resilient metal plates, firmly attached or secured to a
metal ring, connected to a vertical shaft carried in suitable bearings. This arm,
as it rotates, is caused to come into contact with a conducting portion of all the
keys or switches except that of the small key hereinbefore referred to the said arm
only coming into contact with a portion of the said small key or switch which is
insulated from the line. This arni, moreover, is sufficiently wide to touch two
adjacent switches or keys at a time.
Over the same keys or switches and in frictional contact with them, travel two
other similarly constructed arins or switches, arranged symmetrically to the main
switch arm. These arms are carried on a frame mounted upon the boss or nave of
a wheel on the vertical shaft before referred to. These switch-arms in their

page_text: rotation touch all the keys or switches, but only the outer part of the small one
hereinbefore mentioned. These arms are, each, electrically connected, by, wires,
with rings, mounted on the vertical shaft and properly insulated, from each other
and from the said shaft.
In frictional contact with the ring which curries these arms are one or more
fingers connected to a post on the frame which carries the keys to which post is
attached a branch wire from the main conductor which controls the line throughout
its length; arranged in contact with each of these rings on the vertical shaft is a
finger, the said fingers being connected to binding posts on the frame which carries
the keys and from which wires extend and are wound upon two electro-magnets
carried on the said frame.
On the boss of the frame by which the laminated arms hereinbefore referred to
are attached to the vertical shaft, there is mounted a notched wheel, the junction
whereof with the said frame being effected by means of indin rubber plugs, with
a view to imparting a certain amount of resiliency to the said wheel. This wheel
is engaged by two arme constituting the armatures of the two electro-magnets
hereinbefore referred to.
When these magnets are not excited the armatures are retained out of contact
with the cores thereof, by springs.
These electro-magrets are each wound with two separate and independent
windings, one of the windings on each magnet starting from the posts which hold
the fingers, which contact with the rings on the vertical shaft, lend to the return
wire or rail the said winding: leading in the othe ridirection to the moveable portion
of an electric motor couple, while the other windings of the said magnets start
from contact pieces, symmetrically arranged on opposite sides of an escapement,
hereinafter described, and extend to the stationary portion of the said electric
motor "couple," secured to the lower part of the frame which enrries the keys or
switches the moveable part of this "couple" being rigidly secured on to the
vertienl shaft, which shaft carries the whole of the movable portions of the energy-
distributing arrangement and is supported at the top and bottom in suitable bearings
preferably ball-bearings.
By means of this electric couple rotary motion is imparted to the vertical shaft
in either directing, as soon as the armatures of the electro-magnets are disengaged
from the notched wheel. While the current-distributor is at rest, the electric
coupling is subject to no tension.
The windings leading to the stationary part of the motor couple may he connected
in series or in parallel.
The escapement device hereinbefore referred to comprises two plates or pallets
mounted upon a horizontal shaft journnlled in a suitable support and provided
with rollers and contact plates carried on, but insulated from, the said horizontal
shaft, the said contart plates being arranged above the contact pieces hereinbefore
referred to arranged symmetrically on opposite sides of the escapement, and which
may be supplemented by other contact pieces connected by a wire to the binding
post, hereinbefore referred to and to which a branch from the main conductor is
attached. Or the additional contacts may be dispensed with, and the first named
contact-plote, he electrically connected to the said post. The contacts are made
and broken by the oscillation of the escapement springs, or other equivalent means,
being provided, which tend to retain the pallets of the escapement in their vertical
position by acting upon a eam-shaped piece on the horizontal shaft of the said
escapement.
The oscillations of the pallets are caused by arms or rods on the armatures of
the electro-magnets hereinbefore referred to 'neting on the rollers un the said
pallets.
On the top of the frame which carries the key or switches are three posts
arranged side by side the centre one of which is connected with the small key or
switch hereinbefure referred to the other two posts being connected respectively to
aie adjacent keys un opposite sides of the suid small key.

page_text: On the upper end of the vertical shaft is secured a flat spring or plate which is
capable of making contact with the centre and one or other of the two adjacent
posts, and by this means the several successive distributors can be switched out
of circuit at stated times, no matter in what direction the vehicles may be
travelling.
The distributor is at rest when there is no vehicle on the line, or when a vehicle
has its current-receiver fully overlapping one only of the contact pieces arranged
between the rails of the line, and the notched wheel is engaged by the armatures
of the electro-magnets.
When a vehicle is travelling on the rails, the current-receiver of the said vehicle
makes contact with the several contact pieces in succession the said receiver
bridging over, or making circuit with two adjacent contact pieces. The immediate
effect of this species of bridging of two contact pieces is, that a derived current
from the main conductor is sent into one or other of the said contact pieces
according to the direction in which the vehicle is travelling and, consequently, into
the corresponding electro-magnets on the distributor.
Under the influence of this derived curre it, the armature of the said electro
magnet becomes disengaged from the notched wheel on the vertical shaft of the
distributor, while at the same time the arm or rod on the said armature by acting
upon one of the rollers of the escapement, causes contacts to be inade whereby
another derived current, passes into the other electro-magnet, on the distributor
causing the armature of the said electro inagnet to be also disengaged from the
said notched wheel.
The current passing through the said electro-magnets enters the coils of the
motor couple which is thus set in operation and caused to impart rotary motion to
the vertical shaft of the distributor and, to all the parts or devices it carries
including the notched wheel and the three laminated arins hereinbefore described,
the said arms moving over the keys or switches.
The broad laminated arm in its rotation connects in succession, two of the keys
or switches the result being that the current of the main circuit is sent through
both the corresponding contacts between the line of rails. While two contacts
are thus connected the other switch arms are situated between the switches, cou-
sequently for the time being the current is cut out from one of the electro-magnets
on the distributor and the armature then under the action of a spring is caused to
bear against the periphery of the notched wheel, ready to engage in the notch
about to meet.
The switch arms continue in motion until the armature of the said magnet
engages the next notch in the resilient wheel. At this juncture the arm of the
said armature moves out of engagement with the roller on the escapement, which
it previously engaged, which, under the action of its controlling spring, tends to
resume its position of rest, without, however, being able to reach this position, as
its other roller meets the arm of the armature of the other electro magnet. At
this moment, too, the contacts are broken which allows the armature of the other
electro-magnet to release the other roller on the escapeinent, which escapement then
Swings over towards the said armature, so that it can pass heneath the arm of the
first named magnet. The armature of the second magnet being thus set free,
engages in its turn with the resilient notched wheel. It will be understood that even
though the circuit through the second maguet and into the motor "couple" should
be temporarily restored, this would not occasion any inconvenience, inasmuch as
the notched wheel which is mounted yieldingly, would still be in gear with the
armature of the said second magnet.
The current from the main conductor then passes through the contact piece,
which is in circuit by the broad switch arm, thereby enabling the vehicle to proceed
in the forward direction by the current receiver on the vehicle, until a "bridge"
is formed with the adjacent contact piece so as to allow a derived current to act in
a manner herein before described, the same operations taking place as each contact
piece on the line in succession, comes into operation, until the vehicle stops,

page_text: the stoppage of the vehicle causing the operation of the current-distributor to bo
interrupted.
The operation of this device is dependent upon the motion of the vehicle,
although, at the same time, such operation is intermittent, whereas the motion
of the vehicle may be continuous, and its speed greater or less, as may be
desired.
Instead of providing the induction coil of the motor couple with two windings,
to ensure the rotary motion of the movable part or armature thereof either in one
or the other direction, the said inductor may be a single coil, and cause the
armature to turn either backwards or forwards, by reversing the current.
For this purpose, there may be fitted to the shaft of the escapement device a
commutator as a substitute for the contact piece hereinbefore described.
Although the action of only one distribuitor has been described it will be under-
stood that for extended lines a number of such distributors are required; and in
dealing with a case of this kind, the question of the passing of the current from
one distributor to the next has to be considered.
With this ubject in view, the terminal contact pieces on the line in connection
with each two adjacent distributors are arranged astride of each other, no that
two contacts are superposed over each other as it were, and connected to the
distributors.
One contact piece is connected to one terminal switch or key of one distributor
and to a switch or key on the adjacent distributor while the other terminal contact
piece is connected in a similar manner to the said adjacent distributors.
By reason of the terminal keys or switch of each distributor being divided, an
also of the fact that the brand faminated switch arm hereinhefore described does
not touch the outer portions or division of the said terminal switch, current is not
supplied to the contact pieces on the line except when the contact pieces on the
line are bridged by the curront receiver on the vehicle, these contact pieces being
then supplied by the next-succeeding distributors.
The "derivel" enrrent when so received by the bridge is transmitted to the
electro-magnets of the distributor through the medium of one or other of the
narrow arms as hereinbefore described, according to the direction of motion.
The wire connection of the terminal keys or switch with the contact pieces of the
line are made and bruken through the medium of the metal plate before described
adapted to close the circuit either in one direction or another according to the
position of the switch-arms of the distributor, the arrangement being such as to
enable one distributor to get out of circuit when the vehicle passes on to the
contacts in connection with the next distributor.
The derived current flows through the switch of both of the adjacent
distributors owing to the coutnet made by the metal ilat spring hereinhefore
referred to.
The laminated switch arias of the two adjacent distributors are set in operation
simultaneously, the said arms of one distributor being brought to their starting
position, and the switch arms of the adjacent distributor moving up in front of the
switches, so that the main switch arm of the last mentioned distributor will send
the current into the contact piece of the line with which the receiver on the vehicle
is in contact, the said vehicle being free to continue its course.
It has been neured that the motor-couple is only supplied with current during
the operation of the distributor, that is during the passage of the main switch-arm
from one of the switches to the next, an arrangement may however be provided
wherein the motor-couple and its armature is supplied in a continuous manner.
Such an arrangement is important when it is desired to supply the motor-couples of
a number of distributors connected together in series.
As regards the effort or strain to which the couple is subjected, the escapement
hereinbefore describe may be arranged so as to displace-ne it swings to and
fro-not only the contact plate carried thereby, but in addition to that, another

page_text: plate, all these plates being rigidly connected with the pivot or shalt of the
escapement.
While the apparatus is at rest, the additional plate conveys current, which it
receives from a conductor, and passes it on to two blocks from which start the
wires which form the induction-coils of the motor couple, the terminations of
which communicate as before, with one of the brushes of the arinature of the
motor, while the other brush is connected to an outlet-wire.
In this condition of things the motor strain in either direction is nil; but as
soon as the vehicle forms a "bridge" as hereinbefore described a rod on one of
the armatures of the electro-magnets will carry the contact plates along with
it and make contacts, causing the motor to start revolving in the required
direction.
The commutator plate is only to a relative extent dependent upon the
oscillatory motion of the escapement. Instead of the additional contact carried
hy the shaft of the escapement being rigidly connected with the said shaft, it
inny be fixed to a sleeve mounted with slight friction on the shaft, the said sleeve
being provided with a slot in which there engages a pin or stud integral with the
escapement.
The slot in the sleeve should he larger than the pin so that, when the additional
contact plate makes contact simultaneously with the two blocks before referred to,
the ends of the slot in the sleeve are at equal distances on opposite sides of the pin
or stud.
When the vehicle has formed a bridge between two consecutive contact-pieces,
the escapement together with its stud or pin is displaced along with the armature
of one of the electro-magnets and during the first part or stage of this displacement
the additional or commutator contact plate of the escapement remains stationary,
the pin in the slot of the sleeve only having completed part of its movement;
while during the latter stage of the movement in question, the said pin, by coming
inte contact with one end of the slot displaces the sleeve and by that time the
commutator plate will have come fully into contact with one of the blocks, and
one of the other contact plates carried by the escapement will now have made
contact with another of the contacts, whereby current is sent through one of the
coils of one of the electromagnets the armature of which is attracted; and the
notched wheel on the motor shaft released.
The armature of the motor couple row begins to turn, carrying the laminated
switch arms, round with it, so that these arins take up a position such that the
vehicle as it continues in motion is no longer supplied with electricity except
through a contact piece on the line on which the receiver is situnted, and the
armatures of the magnet having re-engaged one of the notches of the notched
wheel; while the escapement" with its contact piece has returned to its
symmetrical position in relation to the arms on the armatures of the magnets.
The commutator on the escapement remains in engagement with one of the contact
blocks, because the stud or projection connected with the escapement, has only
shifted to the extent allowed by the slot in the sleeve wherein it works.
During the whole time taken up in supplying current to the vehicle through
the contact in question, the armature of the motor couple tends to resolve in the
same direction in which it has turned before. This, however, it is unable to do,
the notched wheel being arrested by the armatures of the electro-magnets. If the
vehicle were to proceed, it would form bridges, successively, between consecutive
contact pieces on the line, and while each of these bridges lastel, the escapement
would assume such a position that the armature of one of the electro-magnets is
disengaged from the matched wheel and a contact is made which causes the
armature of the other electro magnet to become disengaged.
Whenever any one of the bridges are broken the said escapement moves back,
to its normal position, the commintator plate remaining at the time in engagement
with one of its contact blocks.
Two notched wheels may if desired be mounted on the shaft of the motor

page_text: couple for the armatures of each of the two electro magnets to respectively engage.
These two wheels are mounted with slight friction upon the motor shaft and they
are each adapted to be carried round by a ratchet wheel wedged onto the shaft,
e two rutelet wheels having teeth slanting in opposite directions, one to the
right and the other to the left.
In this arrangement the armuture of one electro-magnet sets free one of the
notched wheels, while the armature of the other magnet remains in gear with the
other notched wheel although it will in no way interfere with the rotation of
the armature of the motor in the direction required, to set the switch arms in
amotion.
The keys or switches may consist of blocks of carbon fitted by means of dovetail
joints in supports insulated from the ring which carries them, the carhun heing
compressed or tightened by menus of wedges or keys retainei in psition by
screws.
The switch are may be formed of a number of flexible metal plates, firmly
attached to a frame keyel on the motor shaft. The angular distance between the
axes of these arms may be less than the angular distance between the pivots of the
keys or switches against which they rub or brush. The width of the narrow arms,
may be about equal to one half of the are of the switches and less than the
distance between the switches; while the width of the main switch am should be
equal to more than one half of the arc of the switches. The said main switch arm
is always cumected to the main conductor controlling the line throughout its
length; whereas the smaller aring are connected, one through one of the rings on
the vertical shaft and a post with the contacts of a commutator, the other arm
being connected through the other ring on the vertical shaft and another post to
other contacts of the same commutator.
The difference of angular space between the switch arms, consilerel as to their
relative positions to the keys or switches, and more especially the connection of
the smaller arms with the different contacts of the commutator aforesaid, are of
the greatest importance, sinee upon then, taken in conjunction with the bridging
over from one contact to the next-rests the whole issue of the satisfactory
operation of this modified form of the improved arrangement.
The motor consists of two pairs of coils or electro magnets, the respective cores
of which are firmly attached to the frame of the apparatus. Between these cores
there is an armature loose upon a vertical shaft arranged as an extension of the
vertical shaft before described and attached to the arm of a commutator, the
insulated keys or switches of which are adapted to act upon contacts, which in
their turn are connected to the narrower switch arnis. The windings of the electro
magnets start from the insulated switches of the commutator arm and lead either
down to the earth or to a return wire. To the commutator arm, there are secured
pins and acting upon two pawls of the wheel notched in a direction according
to the direction in which the vehicle is travelling on the line. Either one or the
other of the electro magnets come into operation in a peculiar mummer, according
as the vehicle travels in one or the other direction.
The driving or notched wheel has as many notchies as there are keys or switches.
It is wedged onto the vertical shaft and the two operating pawls are adapted to
engage with it, the said pawls being mounted, respectively upon levers, louse upon
a fixed sleeve situated where the vertical slait terminates. The snid operating
pawls are loose upon their respective levers and are subjected to the action of
springs which not only keep them normally out of engagement with the notched
wheel, but, which, moreover, serve to secure the commutator arm in the position
of rest. The pawls are, moreover each provided with a tail piece which, under
the netion of the springs mentioned, presses upon the pins on the commutator arm.
There is provided a piece against which the pawls, when in operation, abut which
piece is provided to limit their struke to an angular distance corresponding to the
angular space between the switches.

page_text: When the vehicle is in position to cover only one of the contacts on the line.
current is fed through the said contact to the motor on the vehicle the other parts.
remain in operation. As the vehicle proceeds it forms a bridge between two
consecutive contacts of the line. The effects consequent upon this formation of a
bridge, being first of all to cause part of the current to pass back through one of
the contacts and a key or switch into one of the narrow switch arms and thence to-
the contact pieces of the commutator and to the switch arm thereof which sends
it on to the electro magnet; which, in consequence, attracts the armature. The
arm of the commutator on heing displaced an equal distance, acts through its pin,
upon the tail of one of the pawls which engages with the teeth of the wheel and
moves the said wheel and with it the three switch arms before referred to.
The next result of the formation of the bridge is that when the switch arms
occupy a position such that when the broad arm comes into contact with one of
the keys or switches and the leading narrow switch arin has not yet relinquishe
its switch, and when the rear narrow switch arm has moved from its position
between two adjacent switches engage with the next switch or key which broad
arm has not yet left the leading narrow arm being still in contact with its switch..
Such being the position of the parts the rear arm will take up current from the
switch which is now in contact with the broad switch arm and send it on to the.
opposite contacts of the cominutator arm.
This transmission of current to these contacts can have no influence since the
switch of the commutator is outside such contact, while the fact that current is.
being supplied to another contact at the opposite end of the commutator arin
enables the action of the switch of the commutator to be prolonged and to attract
the same constantly in the same direction, with a view to keeping in motion the
driving wheel until the broad and narrow switch arms as they pass through the
intermediate positions arrive at the position to be each in contact with separate-
switch keys.
By this time the commutator switch has left one of its contact blocks, so that
there is no risk involved in sending current, through the medium of the leading.
narrow switch onto the contact piece which has not yet been covered by the
vehicle.
The third result corresponds to this Inst mentioned position, wherein the broad
switch arnis in contact with only one switch key, and the narrow arms, respectively
tie on the adjacent switches.
In this position the derived current always arrives through the rear narrow
arm and one of the contacts of the armature and to the contact piece bridged
by the vehicle and the driving notch wheel is kept insulated by one of the pawls
bearing upon the stationary piece before referred to and remains in gear' with
the said wheel. The vehicle then ceases to form a bridge upon the contact
pieces of the line and covers only one of the said contact pieces, there is then
no longer a derived current, and as the armature of the electro magnet resumes
its initial position, under the action of its spring of one of the pawls, this pawl
first becomes disengaged from the notched wheel and then returns to its starting
position, where it remains in readiness for a fresh operation.
The pawl is so constructed, that by one single movement it gets into gear
with the wheel and causes it to advance, or moves out of gear with it and returns
to its normal position.
The spring pawl and driving wheel hereinbefore described may, if preferred, be
replaced by any other equivalent device capable of producing the same effect.
As a further modification of this apparatus the armature and the arm of the
commutator may be each bisected or subdivided into two independent parts.
Where thus separated, each of the parts of the said commutator comprises, two
insulated keys or switches and additional contact pieces are combined with the
existing contacts before referred to.
The operation of this modification is similar to that last herein before described

page_text: the only difference being that the arms of the armature and the armature parts
of the commutator are independent and only come into operation when the vehicle
is to move in some predetermined direction."
Dated this 3rd day of March 1896.
JOHNSONS & WILLCOX,
47 Lincoln's Inn Fields, London, W.C., Agents.
Improvements in Electric action.
We, JEAN CLARET, Contractor, and OLIVIER VUILLEUMIER, Electrician,
both of 21 Boulevard Poissonnière Paris in the Republic of France, do hereby
declare the nature of this invention and in what manner the saine is to be
performed to be particularly described and ascertained in and by the following
statement:-
This invention relates to means of electric traction or locomotion, and consists
of improved automatic current distributing appliances simple in construction and
more reliable in operation than hitherto, irrespective of the direction in which the
vehicles may be moving at the time, or of any special conditions or circumstances
under which they may be desired to travel and which will permit the passage from
one current distributor to the next to be effected with great facility.
Referring to the accompanying drawings,
Figure is the diagram of a fraction or "length" of line arranged for electric
traction by means of automatic current distributors;
Figure 2. is a vertical section of one of the automatic current distributors, on
line 1-2, Figure 3, the scale being one fourth of the real size;
Figure 2 is a detail view of one of the devices forming part of the
distributor;
Figure 3 is n corresponding plan or top view of the said distributor:
Figure 3 is a horizontal section on line 5-6, Figure 2:
Figure 4 is another vertical section on line 3-4, Figure 3;
Figures 5, 4, 5, 6, 7, 8, and 9 are diagrams illustrative of the operation of the
distributors;
Figures 10 and 11 indiente, in a diagrammatic form, the course taken by the
current in passing from one distributor to the next;
Figures 12, 13, 14, and 15 represent the distributing arrangement as it appears
when the electric distributing "couple" operates in a continuous manner;
Figure 16 is a longitudinal section of a modified form of the escapement 1;
Figure 17 is a similar section of one form of notched wheel F firmly secured upon
the main shaft ;
Figure 18 is a vertical section on the line 18-18 (Fig. 19) and Figure 19 is a
plan of a modification of the distributing apparatus; and Figures 20 and 21
are horizontal sections on the lines 20-20 and 21-21, Figure 18, respectively;
Figures 22 to 26 are diagrams illustrating the operation of this modified
arrangement; and
Figures 27, 28, and 29 are diagrams illustrative of a slight modification made in
the arrangement last mentioned."
In this improved system the two poles of the generator of electricity Yare
connected as indicated in Figure 1-one to the rails on which the vehicles travel,
or to a return wire, and the other, through a main conductor X, to nutomatic
current-distributors X, X, X³ constructed according to this invention and
arranged along the line at the required distances apart. From these distributors

page_text: current supply wires, 2, . . . lead to and are connected with contact
pieces y y y . . situated at suitable distances apart between the line of rails.
Through the medium of these distributors, the contacts are, as a vehicle advances,
placed, one by one, in electrical communication with the main conductor, so that
the electro-motor carried by the vehicle becomes situated between the rails of the
line, through the medium of the body of the vehicle and of its axles and wheels, and
metal runners or "current receivers," also carried by the vehicle, but insulated from
its body, which current receivers brush, or rub against, the contacts arranged
between the rails.
An automatic current distributor, constructed according to this invention aud
shewn in Figures 2, 3, and 4, comprises a frame or stand A' carrying a ring A on
which are mounted a number of keys or switches aº-20, a¹ a².... (the number of
keys being equal with the number of contact pieces arranged between the rails
which is supposed to be 20 in the example shewn); which keys or switches are
suitably insulated from the said ring A, and connected by wires -20,¹³ ³...
respectively to the corresponding contact pieces of the line, 0, y¹, y²
Each
key is formed of a block of carbon carried by a metal support b. One of these keys
or witches a-, is smaller than the remaining keys a'a... so that it can only be
touched by arms n, n' while another arm m can only communicate with a part o o,
which partly serves as its support, but to which no wire connects.
Arranged to travel in a circular path over these keys or switches and in
frictional contact with them (Figures 2, 3, and 3b) is theafore said arm m (which
for convenience will be called the "main" switch arm). This arm is formed
of a number of laminated or superposed resilient metal plates, firmly attached or
secured to a metal ring B, connected as hereinafter described, to a vertical shalt C.
This arm m as it rotates, is caused to come into contact with a conducting portion
of all the keys or switches, except the switch a of which it can only touch the
internal portion and which is insulated from the line. This arm, moreover, is
sufficiently wide to touch two adjacent switches or keys at a time, whenever it passes-
from one switch to the next.
Over the same keys or switches and in frictional contact with them, travel two
other switch arms n n' arranged symmetrically to the main switch arm m. These
arms are carried on a frame B', mounted upon the boss or nave B' of a wheel on
the vertical shaft C, and are properly insulated. These switch arms in their
rotation touch all the keys or switches a, but only the outer part of the switch a0-20;
and they are, ench, electrically connected, by wires, with rings e o mounted on
the vertical shaft C and properly insulated from each other and from the said
shaft C.
In frictional contact with the ring B are one or more fingers d connected to a
post D, to which is attached a branch wire from the main conductor X which
controls the fine throughout its length. Arranged in contact with each of
these rings e e' is a finger (not shown in the drawings) likewise adapted to
travel, the said fingers being connected to binding posts e e, from which wires
extend and are wound upon two electro-magnets E, E', hereinafter more fully
described.
On the boss B of the frame B securely keyed or wedged on the shaft C, there
is mounted a notched wheel F, the junction whereof with the said frame is effected
by means of india-rubber plugs with a view to imparting a certain amount of
resiliency to the said wheel F. This wheel is engaged by two arms g g' forming
the armatures of the two electro-magnets E E' respectively, the cores of which
are rigidly secured to the uprights of the cross-frame A'. When these magnets
are not excited the armatures g g' are retained out of contact with the cores
thereof by springs arranged to exercise pressure in opposite directions.
These electro-magnets are each wound with two separate and independent
windings i; one of the windings on each magnet starting from the posts e e
which hold the fingers which contact with the rings c c and lead to the return
wire or rail, while the windings i of the said magnets start from contact pieces jj,
B

page_text: symmetrically arranged in opposite sides of an escapement I, hereinafter described
and extend to the stationary portion of the said electric motor-" couple," secured to
the lower part of the frame A' the movable part G of this "couple" being rigidly
secured on to the shaft C, which shaft carries the whole of the movable portions
of the energy-distributing arrangement, and is supported at the top and bottom on
suitable bearings, preferably ball bearings such as . The windings extend to
the stationary portions of the electric "couple," the movable part G of which
is connected with the return wire or rail. By means of this electric couple rotary
motion is imparted to the vertical shaft Cin either direction as soon as the
armatures of the electro-magnets are disengaged from the notched wheel F.
While the current distributor is at rest, the electric ample is subjent to no
tension. Instead of connecting the windings with the induction coils J, Jin
series, they may be connected in parallel (as shewn in the two modifications,
Figures 5, 5).
The escapement device I comprises (1) two plates or pallets mounted upon a
horizontal shaft jurnalled in a suitable support L, and provided with rollers o, o
and contact plates, carried on, but insulated from the said shaft the said
contact plates being arranged above the contact pieces jj, symmetrically on
opposite sides of the escapement; and (2) two rods ppl attached to the
armatures gg respectively.
The contact pieces are supplemented by other contact pieces 77' connected
by a wire to the binding post D. Or the additional contacts y muy be disponsed
with, and the contnet plate ' be electrically connected to the said post D. The
rod of the escapement is adapted, by the oscillation of the escapement pallet to
make contact between the pieces and 7, or between the pieces and g as the
case may be, as hereinafter explained, springs, or other equivalent means being
provided, which tend to retain the pallets I of the escapement in their vertical
position by acting upon a cam-shaped piece on the horizontal shaft I of the said
escapement.
To the upper part of the vertical shaft. C above the cross-piece carrying the
posts De aule is fixed a flat spring L (Figures 2 and 3) by means of a collar
capable of turning in the plaue of the three posts e, e, and arranged in a circle
on the said cross-piece. The post e is connected (Figures 1, 10, and 11) to the
wire and consequently to the corresponding switch a-0, the post is connected
by a wire (Figures 1, 10, and 11) with the contnet element 19 which is itself
connected with the switch a of the distributor situated in front, the post e' is
connected by a wire (Figures 1, 10, and 11) with the contact element 20
which is itself connected with the switch a' of the distributor situated rearwardly.
The flat spring L' partakes of all the movements of the shaft C and consequently
of the arms m, n, and at a certain time forms communication either with the
posts and or with the pusise and e' so that the several successive distributors
can be switched out of circuit at stated times, no matter in what direction the
vehicles may be travelling.
The operation of the current distributor is as follows:-
The distributor is at rest when there is no vehicle on the line, or when a
vehicle V has its current receiver fully overlaying one only of the contact
pieces arranged between the rails of the line, as illustrated in the diagram,
Figure 5.
The notched wheel F is then engaged by the armatures of the electro-
magnets gg. The plate t of the escapement or pallot I assumes such a position
that the contact pieces and are disconnected, respectively, while the main
arm is either on the switch - (where there is no vehicle circulating, as
shown in Figure 1 in the case of distributor No. 11) or upon one of the switches
corresponding to the line contact piece on which there happens to be a vehicle (in
the case of a vehicle travelling on the line as indicated in Figure 1 in regard to
distributor No. 1).
Now let
be supposed, for the purpose of illustration, that a vehicle happens

page_text: to be situated upon the contact piece y, that is to say, that the main switch arm m
is placed upon the switch or key a. Then the motor on the vehicle V is in
communication with the main conductor X, through the medium of the binding
post D, finger d, ring B, main switch arm m, the switch at whereon such arm rests,
the corresponding wire a", the contact piece y connected to such wire, and the
current receiver of the vehicle V. The electro motor, being by such means
supplied with current, may be caused to revolve either in one direction or in the
other, at the driver's will."
When the vehicle V is travelling on the rails in the direction of the arrow,
Figure 5, the current receiver comes in time to bridge over or get astride of
two contact pieces:-say, contacts y" and ", as indicated in Figure 6. The
immediate effect of this snecies of bridging of two contacts is, that a derived
current is sent into the contact y" and consequently, into the corresponding electro
magnet E by the winding , which it reaches by passing through the wire,
switch a, and handle n. Under the influence of this derived current, the
armature y becomes disengaged from the notched wheel F, while at the same time
the arm p, acting upon the roller o of the escapement, moves the plate or pallet
of the same on to the contact pieces q', and another derived current, started at
the binding post D, passes into the electro magnet E, through the coil i¹. Under
the action of this current, the armature g is also disengaged from the said
notched wheel F, as illustrated in Figure 7; and furthermore, as the coil is in
series with the coil of the electric coupling J, J, and G, this latter arrangement
is set in operation and cansed to impart rotary motion to the shaft C, and, with
it, to all the parts or devices it carries, viz., to the notched wheel F and the
three arms m and n, n'.
Owing to the rotation of the shaft C, the arms m and n, n² move over the
switches a, at the period of the operation represented in Figure 8 where the arm m
is supposed to be astride of the switches or keys als and a", the current of the
main circuit X is, as a result, sent through lioth the contacts y and y; the
switch arma, being supposed, for example, to be situated between the switches a
and a This arm, therefore, does not take in any more current, and the electro
magnet E releases its armature g which comes to rest upon the wheel F, ready
to engage in the notch about to meet it.
The switch arms continue in motion until the armature y engages with the resilient
wheel F. At this juncture (Figure 9) the arm p of the arinature g no longer presses
upon the roller o of the escapement 1, which, under the action of its controlling spring,
tends to resume its position of rest, without, however, being able quite to reach
this position, as its roller o' meets the arm p of the armature gl (Figure 9). At
that moment, the contact between the pieces j' and q is broken and the electro-
magnet releases its armature g' which, by pressing upon the roller o', causes the
escapement piece I to slightly swing over towards the said armature, so that it
can pass underneath. The armature being thus set free, engages in its turn
with the resilient wheel F. It will be observed that even though the contact
between the pieces and 9 should be temporarily restored, and the current be
again allowed to pass through the electro-magnet Ef and into the "couple" J, J, G,
this would not occasion any inconvenience, inasmuch as the wheel F, which is
mounted yieldingly, would still be in gear with the armature g'.
The said wheel F is here engaged, therefore, in the same way as it was assumed
to be in Figure 5, with the only difference that by this time, it has performed part
of a revolution, and that the arms men and n are respectively, facing the
switches a, a, and a¹³.
The current from the main conductor X then passes through the contact
piece y, thereby enabling the carriage to proceed in the forward direction until
a bridge is formed from contact y" to contact y, when the same processes as
before will be enacted over again in the same order of succession, until the contact
piece y in its turn comes into operation, until the vehicle stops, the stoppage of
the vehicle causing the operation of the current distributor to be interrupted.

page_text: The operation of this device is dependent upon the notion of the vehicle,
although at the same time, such operation is intermittent, whereas the motion of
the vehicle may be continuous, and its speed greater or less, as may he desired.
When the driver so reverses the motion of the vehicle as to cause it to move
in the direction opposite to that indicated by the arrows in Figures 5 and 9;
the same effects as above statel are pruduenil, except that the operation of the
arms and and the accessories connected therewith, is reversed also. The wheel.F
and all the parts attached to the shaft C revolve in the opposite direction, since
it is the coil that acts upon the electrical couple J, J, G, instead of the coil,
these two coils or windings being arranged upon the inductor or magnet J, J
so as to develop (when excited) waves of force or Quergy in opposite directions.
Instead of providing the inductor J, J with two windings, as stated, so as to
ensure the rotary motion of the armature G either in one or the other direction,
the said inductor J, J' may be a single coil, and cause the armature to turn
either backwards or forwards, reversing the current thereby, either in the infuctors
or in the armature induced.
For this purpose, there may be fitted to the pivot
a commutator forming a substitute for the plate t,
between the pieces j and q or the pieces and y'.
of the escapement device I
intended to make contact
In the foregoing example, one single distributor was supposed to be in operation,
but it will be understooal laut in most cases, somewhat extended lines would require
a number of such distributors; and in dealing with a case of this kind, the
question of the passing of the currant from one distributor to the next has to ha
considered.
With this object in view, the terminal contact pieces are arranged astride of
ench other (Figure 1) so that (for example) two contacts are superposed over ench
other n it were, and connected to the distributors. Thus in Figure 1 there is
shown a contnet piece marked 20-1 and another marked 19-0; which signifies
that the contact piece y 201-1 connected to the switch a' of distributor No. 1 is at
the same time, connected with the switch a 0-20' of distributor No. II and that
the contact piece y 191-0 is connected both to the switch a0-20 of distributor
No. I nad to the switch a 19' of the distributor No. 11.
By reason of the switch a -20 of each distributor being divided, and also of
the fact that the arm m does not touch its outer portion or division, the said
switch cannot feed the said contact pieces y 19-0 and y 20-1 with current, though
these contact pieres may be su fed by the next suureeding distributors, owing to the
above mentioned struggling position of the contact receiver forming a bridge from
one contact to the other. This switch a0-20 however, may receive the derived
current when the bridge in question is formed, and transmits such current to the
electro minguets E or E, as has been above set forth, through the medium of
either the arm or the arm n', according to the direction of motion.
The switch a 0-20 is not connected directly with the wires XO and X20
lending respectively to the contact elements 19-0 and 20-0, Figures 1, 10,
and 11, but this connection either with the wire 20 or the wire 20 is formed by
the medium of the spring plate I already described and which is rotated with the
switch arms, n'.
The switch a 0-20 is only connected with the wire a0 when the arm a happens
to be upon a 0-20, and the arm m on a'. On the other hand, this switch a 0-20
is only connected with the wire when the arm 4 is upon 40-20 while the
arm is on a The object of the arrangement being to enable the distributor
to get out of circuit when the vehicle passes on to the next distributor.
The effect would be the same (so far as the operation of the current distributor
is concerned) if the switch a 0-20 were connected with and direct; but
then a contact piece would momentarily be excited, which is aut covered by the
vehicle. It is to avoid this that the metal plate L' acting in combination with the
posts e,, and is arranged on the vertical shaft C as already described.
Supposing, then, that the arm m of a distributor No. I has come to be situatel

page_text: opposite the switch a' (see Figure 10), this switch feeding the contact piéce y'
which is at the same time the contact y 20 of the following distributor or
distributor No. II; if the vehicle be moving in the direction indicated by the
arrow, the "bridge" above referred to will be formed between the contact
piece y 2011 and the contact piece y 19-0 which is at the same time the contacty
of the distributor No. I and also forms the contact y 191 of the next following
distributor No. II,
by
The derived current will flow both through the switch a0-20 of the
distributor No. I owing to the contact made between the posts e² and
the flat spring L' and through the switch a of the distributor No. II. Under
the influence of this derived current the two distributors Nos. I and II operate
simultaneously, as already described. This amounts to saying that the arms m
and n n of these two distributors are set in operation simultaneously, and assu'ne
the position indicated in Figure 11, i.e. the switch arms of the distributor No. I
are brought to their starting position, and the switch arms of the distributor No. II
move up in front of the switches a, a, a20, so that the arm m of distributor
No. 1 sends the current into the contact piece y 19-0, the vehicle being free to
continue its course in the direction of the arrow.
As regards the stopping of the distributor No. I it will he noticed that although
the plate L breaks contact between the posts and before the complete
stopping takes place, the said distributor continues to move mutil this stopping, in
the sense that the electric couple J, J G continues to receive the current by the
post D and the contacts g' and ', until the armature g has re-engaged with the
wheel Fus already explained.
As regards the starting of the distributor No. II the latter receives the current
by the post a 19, and the effects which have already been explained, for the
normal working, are reproduced in the present case.
bridge
In regard to the rearward motion of the vehicle, all operations take place exactly
as bas just been described; for when its motion is reversed, a
re-formed between the contacts 191-0 and 20¹-1, so that a derived current passes
at the same time through the wire 20 and the inetal plate L to the switch a 0-20
of distributor No. II, and through the switch a' of distributor No. I.
Distributor No. II would then assume its position of rest-i.e. the arms m, n
and would resume the respective positions of m upon aº, of n
of upon a of distributor No. 11; whereas distributor No. I would start afresh
supplying the vehicle with energy, its switch arm m having come back to the
switch: a of the said distributor.
In Figures 5, 5^, 5, 6, 7, 8, and 9, it has been assumed that the motor
couple J, J, G is only fed during the operation of the distributor, ie, during the
passage of the switch arin m from one of the switches to the next.
Figures 12, 13, 14, and 15 show an arrangement where the motor coupling JJ
and Gis being fed in a continuous manner. This arrangement will prove some-
what important where it is desired to feed the motor couples of a number of
distributors connected together in series.
As regards the effort or strain to which the couple is subjected, two alternative
cases are to be considered, one of which is embodied in Figure 12, while the other
is illustrated in Figures 13, 14 and 15.
In Figure 12, the escapement I is supposed to displace-as it swings to and
fru-not only the contact plate tt, but, in addition to that, a further plate 2,
both plates being rigidly connected with the pivot I of the escapement, say by
means of one and the same rod.
While the apparatus is at rest, the plate 2 conveys a current, which it receives
from a conductor X', passing it on to two blocks 22, from which start the wires
which go to form the induction coils J J of the motor couple. Their connected
"issues" or terminations communicate, as before, with one of the brushes of the
armature G while the other brush is connected to an outlet wire T'.
In this condition of things the motor strain in either direction is nil; but as 500a

page_text: as the vehicle forms a "bridge" as described above with reference to Figures 6, 7
and 8, the rod will carry the contact plates and along with it, will
leave and the couple fully engaging with will start revolving in the required
direction, having mode contact with, which in its turn has completely released
the wheel F.
In Figures 13, 14, 15 and 16 the commutator plate is only to a relative extent
dependent upon the oscillatory motion of the escapement : instead of being
rigidly connected with the pivot. I of the escapement I is fixed (as shown in
Figure 16) to a sleeve e mounted on with slight friction. This sleeve
provided with a slot in which there engages a pin or stud integral with the
escapement I.
is
The slot of the sleeve e is larger than the pin ; is welged on to this sleeve e
so that when it makes contact simultaneously with and the working af the slut
in the sleeve upon the pin or stad o is divided as illnstrated in Figure 13.
When the vehicle V has formed a bridge between two consecutive contact pieces
such as y, y, (Figure 14) the result is as follows:
The escapement I together with its sind or pin o² is displaced along with the
armature g with arms p of the electro magnet E; during the first part or stage of
this displacement, remains stationary in its place the pin of only having com
pleted part of its work in the slot of the sleeve ; while during the Intter stage of
the movement in question the said pin of displaces ; and by that time the
commutator plate will have come fully into contact with ', which, as in
the instances previously described, is always connected with the esenpoment I lms
now made contact with and has thereby sent the current through the coil ; the
armature of the electro magnet E is attracted and the wheel F is released.
The armature G now begins to turn carrying the switch arms m, n, nl, round
with it, so that there arms take up their positions npm a", a and a". The
vehicle as it continues in motion is no longer supplied with electricity except
through (Figure 15); the two armatures have re-engaged the notches of
the wheel F; while the escapement I with its contne piece i has reconquered its
symmetrical position in relation to the arms pp of the armatures q ' and to the
contacts of the coils or convolutions i; has remained in engagement upon,
because the projection, canected with the escapement I has only shifted to the
extent allowed by the slot in the sleeve o wherein it works.
During the whole time inken up by the feeding of the vehicle through the
contact in question the armature G tends to revolve in the same direction
in which it has turned before. This, however, it is unable to du, the wheel F
being arrested by the armatures g . If the vehicle were to proceed in the
direction of the arrow, it would forin bridges successively between y" and y","
and y", "and", and while each of these bridges Insted, the escapement I would
resume the position represented in Figure 14, and in each case the plate t t' would
restore contact at j', so as to cause g' to become disengaged; and whenever any one
of the bridges were broken up the said escapement I would move back to the
position indicated in Figure 15; remaining at the time in engagement with .
Γ
If the vehicle were to move backwards all the operations would be the same,
except that, in this case, it would be the armature ' (with arms) forming part
of the electro magnet E that would carry along the escapement I. 2 would pass
over and would reverse the direction of motion of the motor couple.
In all the figures already described it has been seen that the task performed by
the coils or windings i consisted in disengaging the armatures y y, respectively
where such armatures were not disengaged by the coils hh. In all the preceding
figures, in fact, it was assumed that the arrangement comprised one wheel F only.
Had the two armatures g g' not left the notches of the said wheel, the rotation of
the armature G with its accessories would not have been possible.
Mechanically, a substitute might be found for the windings i 2 in the power of
attraction exercised by hand & respectively.
In Figure 17 two notched wheels F are shown. These are intended to

page_text: engage with the armatures g g' respectively. The two wheels are mounted with
slight friction upon the shaft C and they are each adapted to be carried round by-
a ratchet wheel we wedged on to the shaft C, the two ratchet wheels having teeth.
slanting in opposite directinns, one to the right and the other to the left.
In this arrangement, then, windings, such as i and become useless; for
supposing the armature g sets free the wheel F; g' will still remain in gear with
the wheel F, though it will in no way interfere with the rotation of the armature G
in the direction required to set the switch arms m n and n¹ in motion.
In the modifications represented in Figures 18 to 21, there are still to be
found: A series of switches a al a² arranged annularly upon a circle A forming.
part of the cross frame A', and connected by wires to the corresponding contact
pieces of the line; switch arms m n and n' mounted upon a cross frame B
attached to the vertical shaft C, and connected, respectively to the binding
posts through the medium of brushes and contact rings, such as B, e and e
a motor operated in a peculiar manner; and an operating wheel connecting the said
motor to the vertical shaft C for the purpose of imparting intermittent motion to
the latter and also consequently to the switch-arms, in the direction of motion of
the vehicle fed by the current distributor. All these devices however (iz., the
switches switch arms, electro motor, and operating wheel) are in this case so.
constructed and arranged in relation to each other as to materially simplify the
entire process of distribution of cuergy.
The switches a consist of blocks of carbon fitted by means of dovetail joints in
supports & which are insulated from the ring A and compressed or tightened by
means of a wedge or key retained in position by a screw.
The switch arms mn and n' are formed of a number of flexible metal plates,.
firmly attached to the cross frame B keyed onto the vertical shaft C and
participating in its movements. The angular distance between the axes of these
arms is less than the angular distance between the pivots of the switches against
which they rub or brush. The width of these small arms moreover, is about equal
to one half of the arc of switches and smaller than the distance between the
switches; while the width of the main switch arm is equal to a distance of more
than one half of the arc of switches. The said main switch arm m is always.
connected to the main conductor X controlling the line throughout its length;
whereas the smaller arms are connected thus the arm a through the ring and
post e communicates with the contacts and 2 of a commutator, of which more
shall be said anon (in describing the motor); and the arm a is connected, through-
the ring c and the post el to the contacts 1 and 2 of the same commutator.
The difference of angular space between the switch arms considered as to their
relative positions to the switches, and more especially the connection of the smaller
arms with the different contacts of the commutator aforesaid, are features of the
greatest importance, since, upon them, taken in conjunction with the bridging over
from one contact to the next rests the whole issue of the satisfactory operation of
this modified form of the improved arrangement, as will presently he seen.
The motor consists of two pairs of coils or electro magnets, 44 and 4'4' the
respective cores of which are firmly attached to the cross frame A' of the
apparatus. Between these cores there is an armature 5 loose upon a vertical
shaft C' arranged as an extension of the shaft C above referred to and attached to
the arm 5 of the commutator, the insulated keys or switches 6 and 6' of which are
adapted to act upon contacts 1, 2 and 1, 2, which in their turn are connected to
the narrower switch arms na as already stated. The windings of the electro-
magnets 4, 4, and 4' 4 start from the insulated switches 6 and 6' of the commutator
arm 5 respectively and lead either down to the earth or to a return wire. On to
the arm 5 of the commutator there are secured pins 7 and 71 acting upon the
pawls of the operating wheel F in a direction consistent with the course of the
vehicle on the line. It will also be understood that either one or the other of
the electro magucts 4 and 4 will come into operation in a peculiar manner,.
according as the vehicle travels in one or the other direction.

page_text: The driving wheel F has as many wheels as there are keys or switches a. It is
wedged on us the vertical shaft a nud either of the two operating pawls 8 and 8
are adapted to engage with it; the said pawls being mounted, respectively, upon
levers and 9', loose upon a fixed sleeve situated where the shafts C and C
terminnte. The said operating pawls are louce upon their respective levers 9, 9'
and are subjected to the action of springs which not only keep them normally
out of engagement with the wheel F, but which, moreover, serve to secure the
commutator arm 51 in the position of rest as illustrated in Figure 20. The
pawls 8 at 8 are moreover provided with a tail piece 8", which under the action
of the springs mentioned above presses upon the pins 7 and 7 of the commutator
arm. At a point. 9 there is provided a piece which the pawls, when set in operation
abut against and which is adapted to limit the stroke by an angular distance.
corresponding to the angular space between the switches a.
Let it be supposed that the vehicle V circulating upon the line is travelling in
the direction of the arm (Figure 22) and that, at the time of observation, it
happens to cover the contact of the line: the switch armis ma and n¹ being
situated, respectively, upon the switches a" a" and a of the current distributor:
and further that the arm 5' of the commutator has its switches 6 and 6' upon the
contacts and connected, respectively, to the small arms a and ; and that the
motor is at rest, its armature being situated between the cores of the coils 44
and 44, and the operating pawls 8 and 8' being ont of engagement with the
wheel F welged upon the shaft C.
The vehicle V is being fed with current from the main conductor X, through the
main switch arm m' the switch a" and the contact piece of the line connected
with the said switch a' as illustrated in Figure 22.
The vehicle advances in the direction of the arrow and presently comes "form
a bridge" between the two consecutive contacts y" and y" of the line (Figure 23).
The effects consequent upon this formation of a bridge, until the vehicle leaves the
contact y so as only to cover the contact y" are as follows:-
First of all part of the current passes through the contact y" and switch a" into
the switch arm w, and thence to the contact piece 1, and, consequently, to the
switch 6 of the commutator, which sends it on to the pair of coils or electro
magnet 4.4 which, in consequence, attracts the armature 5. The arm of the
commutator 5', on being displaced an equal distance, acts through its pin 7, upon
the tail piece 8 of the pawl 8 which engages with the teeth of the wheel and
moves such wheel in the direction of the arrow (Figure 23). The wheel F
carries along with it the three switch arms m nad n'.
The next result of the formation of the bridge is that which is observable at the
time when the switch armas m, n and a occupy the position indicated in Figure 23,
in relation to the switches, i.e. at that particular moment when the arm in comes
into contact with the switch a while the arm has not yet relinquished that
switch, and when the arm a' has taken up its position hetween the switches a
and a From that moment, the switch arm will begin to engage with the
switch a which the arm m has not then had time to leave, and whilst the arm n is
still in contact with the switch a". Such being the position of the parts (see
Figure 24) the arm will take up current from the switch a" and send it on to
the contacts 1 and 2. This transmission of current. to the contact 1' can have no
influence since the switch 6 of the commutator is outside such contact, while the
fact that current is being supplied to contact 2 enables the action of the switch 6
of the commutator 51 to be prolonged and upon the whole to attract the same
constantly in the same direction, with a view to keeping in motion the driving
wheel Funtil the switch arts m, n, a as they pass through the intermediate
position shown in Figure 25, arrive at the position indicated in Figure 26.
The arm Figure 25 may arrive at the switch and come in contact
therewith, with impunity, since by that time the commutator switch 6 has left
the contact 1, so that there is no risk involved in sending current, through the

page_text: medium of n, on to the contact piece y¹³, which has not been covered by the
vehicle, as yet."
The third result corresponds to this last mentioned position, wherein the switch
arm m is astride upon the switch a, and the arms n n', respectively lie on the
switches asa. In this position the derived current always arrives at the contact 2
through the arm », switch a" and contact piece y, and the driving wheel F is
kept insulated by the pawl 8 bearing upon the piece Q and remaining in gear
therewith, as shewn in Figure 26.
The vehicle V then ceases to form a bridge up the contact pieces y" and y"
and solely covers the contact y". When this stage has been entered on, there is
no longer any derived current, and as the armature 5 resumes its initial position,
under the action of the spring of the pawl 8, this pawl first becomes disengaged
from the wheel F and then returns to its starting position, where it remains in
readiness for a fresh operation.
The pawl S is so constructed, that by one single movement it gets into gear with
the wheel and causes it to advance, or moves out of gear with it and returns to its
normal position, it will also be understood that if the vehicle were to travel in the
direction opposite to that indicated by the arrow, the same effects would be produced,
only inversely, so that the wheel F would be caused to turn in the direction
opposite to that indicated by the arrow a when the vehicle happens to travel
backwards, the electro-magnet 4' 4' comes into operation, the switch 6 of the
commutator taking up the derived current from the contacts 1 and 2' fed by the
switch arms n' n in a manner identical to what has been above set forth.
From the foregoing it will be seen that there is a cluse connection between
the switch arms m, n & n' the angular space between which is different from that
existing between the switches a and the commutator formed by the arm 5' carrying
the switches or keys 6 and 61 and by the contacts 1, 2 and 1' and 2'; and that the
result of this close connection, taken in conjunction with the coutacts "bridged "
over by the vehicle, is, that-a derived current is sent into the motor, adapted to set
the driving wheel in motion, and consequently to operate the switch arms so as to
cause them to pass from one contact to the next, in the same direction in which
the vehicle is moving.
The spring pawl driving wheel hereinbefore described and shown in the drawings
may, if preferred, be replaced by any other equivalent device capable of producing
the same effect, and the shape and dimensions of the constituent parts of the
current distributor may be varied and may be constructed of any suitable metal
or metals, the size and number of switches or keys a being also optioual.
As a further modification of this apparatus, the armature 5 and the arm 5' of
the commutator may be bisected or sub-divided each into two independent parts as
shown at 5, 5, and 51, 5, in the diagram Figure 27, where thus separated
each of the parts 51 and 51 of the commutator comprises, in addition to the
insulated switch 6, another insulated key or switch & or as marked in Figure 27,
and ; and contact pieces are in that case superadded to the existing
contacts 1, 2 and 1' 2. The connections between these several parts, the electro-
magnets 4, 4 and 4' 4' and switch arms, m, n and n² are made as shown in
Figure 27.
The operation of the mechanism, when thus disposed, causes the current to vary
its course as follows:-
When the switch arms occupy the position in which they are represented in
Figure 27 which position corresponds to that illustrated in Figure 22 the apparatus
is at rest and the switches 6 and 6' are situated upon the contacts 1, 1', respectively,
whereas the switches a rest upon the contacts, respectively. The switch 6
is connected by a wire to the contact and the switch 6' is similarly connected to the
contact. The switch is connected to the electro-magnet 44, and the switch a
is connected to the electro-magnet 4, 4. In the position in which the parts are
shown in Figure 27 no derived current passes into the electro-magnets, the contacts
not being "bridged over" by the vehicle.

page_text: But when the bridge is formed between the contact pieces y" and y" (the
vehicle advancing in the direction indicated by the arrow 2), then the derived
current passes through the switch or key a", the switch arin n, contact l, the
insulated key 6 of the commutator arm 51, the contact e, the insulated key s
of the arm and the electro-magnet 4, 4; and thence to the earth. When this
happens the portion 5 of the armature is attracted by the electro-magnet 4 and
the portion 5 of the commutator is displaced at an angle and takes up the
position indicated in Figure 28, being a counterpart of the diagram Figure 24;
and the arms m, n, n', also take up in rotation to the switches a" and a", the
position shown in the figure just mentioned. It will be stun, by referring to this
Figure 28, that the portion 5 of the armature and the portion 51 of the commutator
have remained in their places and that the switch of the part 5* of the
commutator, has moved away from the contact . The derived current always
passes through the electro-magnet 4, and although contact be made upon,
connected by the switch 6' to the arm n', the current cannot pass through the
electro-magnet 4, the switch having, as stated, moved out of contact with o.
Motion is always imparted to the part 5 of the armature by the electro-magnet 4
and the curresponding part 5 of the commutator continues to engage with, and
operate, the switch arms m, n, and, until they assume the position shown in
Figure 20, being practically a reproduction of the diagram Figure 26. At that
moment, the arm n rests upon the insulated switch a" and the derived current
censes from passing through that arm. The portion 5 of the armature and the
portion 5 of the commutator resume their original positions under the action of
springs as has been explained above.
The operation of this modification is similar to that last described the only
difference being that the parts 5 and 5 of the armature and the parts 5 and 5
of the commutator are independent and only come into operation when the vehicle
in to move in some predetermined direction; or in other words the said parts 5
and 5 would remain inoperative if the vehicle should move in the direction
opposite to that indicated by the arrow ; while the parts 5 and 51° would in that
case begin to act.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is :-
1. In the construction of a track or line for the traction of vehicles by electricity
and by means of automatic current distributors, the arrangement whereby the
terminal contacts are covered astride or bridge-wise, in such a manner that the two
last contacts of each of the distributors are superposed, and connected to two
distributors, the said bridge-like arrangement being adapted to act in conjunction
with a break in the wires connecting the double switch or key a to the
corresponding terminal contact pieces so as to enable the distributors to be set out
of operation each in turn, according as the vehicle advances, substantially as
described with reference to Figure 1.
2. In current distributors, einployed in connection with means for the traction
of vehicles by electricity and by means of automatic distributors, the combination
of the resilient notched wheel and armatures g g' of the electro-magnets E E
with an escapement I and arms p p attached to the said armatures, so as to make
contact upon the parts j and 7 or j and q' (according to the direction in which the
vehicle is travelling) and so as to enable the coils or windings ii of the electro-
magnets E El and consequently also an electric coupling device J J G to be set
in operation, the movable portion of which latter device, wedged or koyed onto to
shaft C, is adapted to impart rotary motion to such shaft and to set the series of
three switch arins m, n aud n' in inotion, in the direction corresponding to that
followed by the vehicles, with a view to effecting the required changes in the
switching, substantially as described with reference to Figures 2 and 4 of the
accompanying drawings.

page_text: 3. In distributors, as employed in connection with means for the traction of
vehicles by electricity and by means of automatic current distributors, the arrange-
ment upon the driving shaft C of a metal plate L' suitably wedged onto the
switch arms m, n, n', and adapted to restore the break, mentioned in the second
claim, as the vehicles pass from the contact pieces of the line controlled by a
distributor. to the contact pieces fed by the next distributor, substantially as
described with reference to Figures 10 and 11 of the accompanying drawings.
4. In automatic current distributors for the electric traction of vehicles by means
of distributors, the combination of the switch-handles m, n and n' set at an angle
different from that of the keys or switches a of the distributors and mounted upon a
vertical shaft, with contacts 1, 2 and 12' and a commutator arm 5' with insulated
switches 6 6¹ connected to electro-magnets 4 4 and 4' 4', substantially as described
with reference to Figures 18 to 21 of the accompanying drawings.
5. In automatic current distributors for the electric traction of vehicles by means
of such distributors, the combination of switch-arms m, n and n' set at angles
different from those at which the switches of the distributors are disposed and
mounted upon a vertical shaft C; of a commutater with an arm 5', with insulated
switches 6 and 6' and with contacts 1, 2 and 1', 21; of a motor formed with two
electro-magnets 4, 4, and 4, 4', and with an armature 5 connected with the
commutator arm 5'; and of a driving wheel F provided with spring pawls 8, 81,
set in operation by the arm 5' of the commutator, under the action of the motor,
substantially as described with reference to Figures 18 to 21 of the accompanying
drawings.
6. In arrangements for electric traction by means of automatic current
distributors, the complete arrangement of distributors, and the details thereof,
substantially as hereinbefore described with reference to Figures 2, 3, 4 and 4,
of the accompanying drawings.
7. In arrangements for electric traction by means of automatic distributors, the
general construction and the details of the modified form of distributors as described
with reference to Figures 18 to 21 of the accompanying drawings.
8. The modification of the form of distributor referred to in the preceding claim
as described with reference to Figures 27, 28 and 29 of the accompanying
drawings.
Dated this 3rd day of December 1896.
JOHNSONS & WILLCOX,
47 Lincoln's Inn Fields, London, W.C., Agents.