Improvements in or relating to Electric Railways.
Year: 1894

page_text: Date of Application, 20th July, 1894-Accepted. 25th Aug., 1894
Improvements in or relating to Electric Railways.
A communication by JAMES FRANCIS MCLAUGHLIN, of 1742, Diamond Street,
Philadelphia, in the State of Pennsylvania, United States of America,
Electrician.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of The Agency for
Foreign Patent Solicitors, 6 Lord Street, Liverpool, and 6, Bank Street,
Manchester, both in the County of Lancaster, and 323 High Holborn in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
This invention has reference to improvements in electric railways, of the type
known as "closed conduit railways." In such systems of railway the conduit
contains, generally, a continuous main conductor, and there is a series of exposed
sections of working conductors with which the railway car makes contact and from
which it receives the working current. Between the main conductor and the
sections of the working conductor, electrical connection is established successively,
either by a trolley or by suitable switches, and this trolley or these switches are
actuated by an electro magnet or magnets mounted upon the car.
The current,
therefore, passes from the main conductor in the conduit, either by the trolley or
by the switches, to the exposed sections of working conductors, into the car and
through the motor on the same, and then by the ordinary wheels of the car to
the traffic rails. It is understood that the terminals of the generator which
supplies the current, are connected with the main conductor and with the rail,
respectively.
The invention here presented includes certain improvements in the construction
of the conduit, the travelling contact or switches, and the operating magnets; all
of which will more fully appear from the following detail description, taken in
connection with the annexed drawing, in which :-
Figure 1, is a cross-section of an underground closed conduit, constructed in
accordance with the invention, with the circuit closing trolley and the trolley
controlling magnets shown in elevation;
Figure 2, is a longitudinal section of the same, the trolley controlling magnets
being omitted;
Figure 3, represents a modified form of operating magnet and armature;
Figure 4, is a longitudinal section partly in elevation of a modified conduit and
trolley;
•
Figure 5 is a plan view of the trolley shown in Figure 4;
Figure 6 is a diagram of the circuit connections;
Figure 7, is a cross-section of the road bed of the electric railway where switches
are substituted for the trolley ;
Figure 8, is an elevation, partly in section, of a specific form of support for the
main conductor and switches;
Figure 9, is a perspective view of one of the magnetically operative switches;
Figure 10, is a top plan view of the cross beam of a car truck with the trolley or
switch operating magnets mounted thereon in an improved manner.
Figure 11, is a cross section of the same on the line x-x of Figure 10, showing
the cross beam in position on the motor truck, which latter is also shown in
section.
.

page_text: f
Figure 12, is a section on line y-y of Fig. 10;
Figure 13, is a side elevation of the magnet mounting and support, and
Figure 14, is a bottom plan view of a portion of the magnet mounting upon an
enlarged scale.
Like numerals of reference indicate like parts throughout the drawings.
The conduit consists essentially of a rectangular metal box formed of an upper
section 1, and a lower section 2, each provided at the meeting edges with longi-
tudinal flanges 3, by means of which the two parts of the box are fastened together
by bolts or screws.
The lower section 2, of the conduit is provided at intervals with lugs or feet 4,
for fastening it to the ties supporting the track rails, or to ties or sleepers provided
for this purpose.
The upper section I, of the box has a central longitudinal trough, groove or
recess 5, in which is laid a conductor 6, separated from the walls of the trough by
insulation 7, and made up of short sections insulated from each other at the ends,
as indicated at 8, Fig. 2. This sectional conductor 6, is flush with or projects
slightly above the top of the box, which latter has its upper face exposed and flush
. with the surface of the road.
The bottom and sides of the lower section 2, of the box may be lined with
water-proof insulating material, which may be composed of suitably prepared
wooden boards 9, 10, and another like board 11, is secured, in a manner to be
described, against the under face of the longitudinal trough 5, in the top section
of the box. These boards are so arranged that when the box sections are
secured together there will be an unobstructed passage throughout the length of
the conduit.
On the under side of the board 11, beneath the conductor 6, is a strip 12, of
insulating material against which is secured another sectional conductor 13, having
its lower edge rounded as shown and its contiguous ends insulated. Each section
of the conductor 13, is secured to a like section of the conductor 6, by screws 13',
the heads of which enter countersinks in the conductor 13, and their threaded ends
enter nuts formed in the conductor 6, these screws also serve to clamp the board 11,
against the under side of the longitudinal trough 5, in the top section of the box,
'and to establish electrical connection between the like sections of the conductors
and 13. The screws 13¹, are insulated from the metal box, where they pass
through the same by suitable bushings, as indicated.
t
Extending along the bottom of the interior of the box and secured to, but
insulated therefrom, is a continuous rail-shaped conductor 14, having at each side
an upturned flange terminating in a tread 15.
The treads of the conducting rail support a carriage constructed for travel
in the conduit and constituting a trolley for establishing the circuit between the
continuous conductor rail 14, and the compound sectional or working conductor 6, 13.
This carriage or trolley is shown in Figures 1 and 2 and, in modified form in
Figures 4 and 5.
It consists essentially of an iron truck 16, having four grooved contact wheels 17,
two to each tread 15, and a double-arm spring 18, mounted centrally on the truck and
carrying at each end a grooved contact roller 19, bearing upwardly against and
travelling along the sectional conductor 13. The spring arm 18, is so constructed
and is of such strength that the wheels 17 and rollers 19, will bear on the con-
ductors 13 and 14, 15, respectively, with sufficient force to ensure good electrical
contact, and at the same time resist a lifting action to which the trolley is subjected
when in operation, due to the means employed for propelling it, which means are
hereinafter described.
The spring arın 18, as well as the wheels 17 and rollers 19, may be made of
some good conducting material such for instance as phosphor-bronze, but to prevent
the possibility of injury to the spring arm by the passage of the current 'there-
through one or more flexible conductors 20, (Fig. 2) may be led from the truck
frame 16, to the bearings of the rollers 19.

page_text: The conduit, when once laid, is accessible only through man-holes at com-
paratively long intervals apart; consequently the trolley, in order to progressively
complete the circuit from the main conductor 14 to the section of the working
conductor, must be propelled with the car without being directly coupled thereto.
For this purpose one or more electro-magnets 21 energized as hereinafter
explained, are placed upon the car, and are of such strength and so placed as to
draw the trolley along by magnetic attraction. The magnets are mounted directly
on the car truck frame (preferably in the manner shown in Figures 10 to 13), so
that the magnet poles may he placed close to the top of the metal box, and their
distance therefrom will remain practically constant.
Along the line of travel of the electro-magnets the top of the metal box, (which
in the structure shown in Figs. 1, 2 and 3, is made of iron) is provided with
downwardly projecting lugs 22, extending through the wooden board 11, and on the
trolley carriage are two iron brackets 23, one on each side, projecting upwardly
until close to the lower faces of the lugs 22, which latter practically constitute polar
extensions of the magnets.
By this construction the iron brackets 23, which constitute an armature to the
magnets are brought into very effective relation to the latter.
The conduit may be constructed without the top board 11, in which case the
lugs 22, will be much shorter and the armature arms or brackets be correspondingly
longer as shown in Figure 4, or the lugs may be omitted entirely, as will be
evident, and in the latter case the box may be made of non-magnetic material.
It will be understood that the trolley carriage must at all times be in the conduit
immediately underneath the car under the control of the magnets 21, 21. For this
purpose it is provided that the magnets will always be energized, whether the car
is moving, or is at rest, as will appear further on. Notwithstanding this provision
it is possible that by accident the magnet circuit may be interrupted at a critical
moment; for instance while the car is coming to a stand, by the action of the usual
brakes, and when the trolley carriage, has acquired considerable speed and
momentum. If this should happen, the trolley carriage would run ahead of the
car, and passing the section of conductor 13, occupied by the car, would deprive
the latter of current. To avoid such and similar accidents is the object of the
construction shown in Figures 4 and 5.
For this purpose there are two armatures and two electro-magnets. Each
armature consists of an iron upright 23', mounted on the trolley carriage, and an
iron gravity pawl 24, fulcrumed upon a bracket 24. Each pawl 24, is so con-
structed that its weighted portion 25, together with the corresponding upright 231,
constitutes an armature to one of the magnets, while its other end 26 is shaped into
a tooth 27, in the path of the lugs 22. The two pawls are so disposed that, when
engaging the lugs, one pawl will prevent movement of the carriage, in one direction
and the other in the other direction. The upward movement of the weighted
end 25, of the pawl is limited by an arm 28 rising from the trolley carriage and
having its upper end formed into a tooth projecting into the path of another tooth
on the pawl as shown in Fig. 4, so that the weighted end of the pawl will not be
lifted into contact with the lugs 22, when the magnet is energized.
When the magnet circuits are broken the weighted ends of the two armature
pawls fall, lifting the teeth 27, into engagement with the lugs 22, thereby holding
the carriage from movement until the magnets are again energized and placed over
the pawls.
In the structure shown in Figure 4, the under running rollers 19, are mounted in
pivoted bearings 19', rising from the carriage frame and are held against the
conductor 13, by helical springs 29, but it will be understood that the spring
shown in Figs. 1, 2 and 3, may be used in place of the bearings 191 and
springs 29.
The current is collected from the sectional conductor 6, by means of rollers 30,
in line with each other and located in front of and at the rear of the magnets.
These collecting rollers are each mounted in bearings formed at the lower end of

page_text: ՊԱՆ war, sing in guides formed in the frame 32, supporting the
magnets.
Each bar 31, is secured to the supporting frame so as to be free to move
vertically, by a screw 33, passing through a slot 34, in the bar and entering a nut
formed in the frame.
Each roller 30, is kept in contact with the conductor 6, by a spring 35, secured
to the frame 32, and bearing upon the upper end of the bar 31. The two collecting
rollers 30 with their bars-31 are connected together in multiple arc, and with the
motor on the car. The bars 31, may be insulated from the frame 32, but if care be
taken to properly insulate the magnets from the frame 32, the circuit connections
to the motor may be made directly by the said frame.
The circuit connections of the system are diagrammatically represented in Fig. 6,
where the generator 36, is shown connected directly to the sectional conductor 6,
but it will be understood that the connection is made by means of the trolley
which is not shown in the diagram. The collector 30, is connected to one terminal
of the motor 37, by a conductor 38, and the other terminal of the motor is
connected with the rails, by the car wheels and conductors 39, which include a
switch 39, or other device for controlling the motor.
The magnets 21 are in a branch of the motor circuit, which branch includes a
switch 40, for including or cutting out a resistance 41.
The coils of magnets 21, are of such resistance and so constructed that only
a small fraction of the current, but sufficient to fully energize the magnets, will
pass through the same, and the switch 40, has its contact blocks so arranged that
the magnet circuit will not be broken when the resistance is thrown into and out of
circuit, and danger of dropping or losing the trolley is thereby avoided.
When a car is stopped for any considerable time the resistance 41, is thrown into
the magnet circuit to economize current, and the magnets are only weakly energized,
but enough to hold the trolley carriage in place, should the stop be made on a
grade. When the armature-pawl catches shown in Figs. 4 and 5, are used, the
resistance may be omitted and the magnet circuit broken when the car is not
moving since the pawls will hold the trolley from movement. It will be evident
that instead of energizing the magnets by including them in a branch of the motor
circuit, storage batteries carried by the car may be used for this purpose.
In Figure 3, is shown a construction by which a close approach to actual
magnetic contact is obtained between the magnets and the armature upon the
trolley carriage. The poles of the magnets are extended and each contains a
roller 42. Mounted upon or fixed to an axle 43, journaled or fixed in side
plates 44, preferably of non-magnetic material, and applied to each side of the
pole piece to confine the roller in place. The roller can be set very close to but
out of actual contact with the pole piece, and projects a short distance below the
latter so as to travel upon and in contact with the top of the upper section 1, of the
iron conduit box.
The brackets 23, on the trolley carriage each carry a roller 42, in all respects
like the other rollers 42, that is to say the bracket partially embraces the roller and
is provided with side plates, and the roller is mounted on an axle 43, journaled in
or fixed to the side plates. These rollers 42, run in contact with the inside of the
top section 1, of the conduit box, (the lugs 22, being omitted) and directly beneath
the other rollers 42, so that the magnetic circuit between the rollers is directly
closed through the iron box section.
In constructing the conduit, the metal boxes are made in lengths convenient for
handling and the lower sections each with a corresponding length of the main
conductor, are placed in a trench in the ground and are connected together, with
the contiguous ends of the lengths of the main conductor coupled so as to form
an unbroken track for the trolley and an unbroken conductor for the supply
current.
The upper sections of the box with the sectional conductors 6, and 13, are
assembled and then secured to the lower box sections already placed in the ground,

page_text: thus completing the conduit, care being taken that the joining surfaces are first
covered with water-proof cement.
In a modified form of the invention the use of travelling contacts (trolleys) is
avoided by substituting therefore, switches which are so constructed that they will
be actuated to close the circuit between the supply and working conductors, as the
car progresses, by magnetic attraction, and will operate by gravity or otherwise to
open the circuit as soon as the car has passed. This modification of the invention
is illustrated in Figs. 7, 8 and 9.
In this case the interior portion 13, of the working conductor, is preferably made
cylindrical, as shown in Fig. 7, and between it and the underside of the trough 5,
properly shaped insulation is inserted so that the conductor 13, will have the
greater part of its cylindrical surface free.
The continuous feeding conductor is supported near the bottom of the conduit
directly below the sectional conductor 13, by metal brackets 45, placed at intervals
in the conduit and secured to but insulated from the bottom of the same.
In Figure 7, no special means of securing the bracket 45, to the bottom of the
conduit is shown, although a plate of insulation between the bracket and conduit is
indicated; but an effective construction for this purpose is shown in Fig. 8.
In this construction the bracket is provided with a downwardly projecting pin 46,
threaded at its lower end and passing through an insulating bushing 47, seated in a
perforation formed in an arched support 48, which is bolted, or otherwise secured,
to the bottom of the conduit. One end of the bushing 47, is expanded into a flange
which is interposed between and insulates the bracket from its support, and there
is an insulating washer 49, between the support and a nut 50, which latter is applied
to the lower end of the pin 46, to secure the bracket in place. The bracket is
thus firmly fixed to but insulated from the conduit.
There is formed on the bracket a central post 51, having its upper end expanded
into a seat 52, for the reception of the conductor 14, which is firmly clamped
therein by a cap piece 53, bolted or screwed to the seat. Projecting laterally from
each side of the seat 52, are metal wings 54, each terminating in an eye 55.
Projecting from the lower end of the bracket, below the wings 54, and parallel
therewith are two arms 56, each terminating in an upturned end beyond and below
the wings.
This
To each wing is hinged a switch frame 57, shown in perspective in Fig. 9.
switch frame is formed with two upright legs 58, which at their upper ends have an
armature plate 59, either secured thereto or formed integral therewith, while the
lower ends are bent up and form arms 60, parallel with the legs 58, and their free
ends are joined by the segmental switch plate 61.
In each arm 60, there is formed an eye 62, and between this pair of eyes extends
one of the eyes 55, at the end of the wing 54, and a pintle 63, completes the
hinge..
The segmental switch plates are normally close to, but out of contact with
the sectional conductor 13, so that when the armature plates are elevated, the
frames 57 are tilted and the switch plates 61, embrace and make contact with the
sectional conductor.
The pivots or hinges of the switch frame being at one side of the center of
gravity, the armature side of each frame will over-balance and cause the switch
plate to move away from the working conductor until the bend of the frame is
engaged by the upturned ends of the arms 56, located in its path. The arms 56,
thus operate as stops to limit the downward movement of the switches, which
movement need only be sufficient to break the circuit between the switch plates
and the working conductor.
The armature plates 59, are placed in the conduit with their contiguous ends a
short distance apart and are preferably made of such length that they will average
about four to the length of a motor car. The sections of the working conductor
are of corresponding length, that is, about four to the length of the motor car.
The return circuit of the motor is through the wheels of the car to the traffic

page_text: rails and from thence to the generator, and in order to insure the continuity of the
return circuit without depending on the fish plates between the joints, the rails are
connected at intervals by branch conductors 64, to continuous return conductors 65,
leading to the generator. The return conductors are located within the conduit
one at each lower corner thereof, as shown. All other circuit connections are as
hereinbefore described.
In this modified form of electric railway, the current will pass through the main
conductor, which is connected at one end to the stationary generator, to a point on
the road occupied by a car, thence through the wings 54 of brackets 45, to the
switch frames 57, hinged thereto. The switches over which the car is passing are
closed on a section of the working conductor and consequently the circuit is
completed through this section, from whence the current is collected by the rollér
or rollers 30, and, passes through the motor, and returns to the generator by the
car wheels, rails, branch conductors 64, and return conductors 65, which latter are
connected as multiple arc branches to the generator.
When the car is first started on a trip, it is necessary to energize the magnets
either by the momentary use of a battery on the car, or by mechanically closing
one of the switches 57. After the main circuit has been once established the
magnets will remain energized and operate the switches as long as desired.
In order to provide for the various conditions to which the operating magnets
are likely to be subjected, in the ordinary course of travel over the road bed, these
magnets are preferably so mounted that they may tilt or rise vertically, and likewise
swivel laterally; this construction is shown in Figures 10 to 14. There are shown
two horse-shoe electro magnets 211, 2111, supported by a mounting hereinafter
described, and which in turn is supported by a structure secured to the middle of
the cross beam 66, which has its ends secured to the side bars 67, of the motor car
truck about midway of their length. The means for securing the magnet-inounting
to the cross beam comprises a rectangular frame 68, below the beam and the
plate 69, above the beam, the said plate and frame being fastened together and
clamped to the beam by screws countersunk into the plate and entering nuts
formed in projections 70, extending from the middle rib 71, of the frame 68.
From the middle rib 71, there rises a short cylindrical hollow post 72, the upper
end of which is immediately below a circular opening formed in the center of the
plate 69. The post receives a cylindrical stud or pintle 73, rising from the central
rib 74, of a rectangular frame 75, similar in shape to, but of somewhat larger
dimension than the frame 68. The frame 75, is held against the underside of the
frame 68, by a screw 76, entering a nut formed in the stud 73, and provided with
a large head contained within the opening in the plate 69, and bearing upon the
upper end of the post 72. The stud, together with the post and screw 76, constitute
a swivel-connection between the frames 68 and 75, whereby the frame 75, is free to
turn in a horizontal plane below the frame 68, the latter being held against rotation
by its connection with the cross bar 66. The extent of the swivelling movement
of the frame 75, is limited by a block 77, thereon having a tongue 78, entering the
recess 79, formed in the frame 68; the block 77, being located at one end of the
frame 75, and the recess being formed in the corresponding end of the frame 68.
Projecting from each side of the block 77, are springs 80, bearing against the
corresponding end of the frame 68, and these springs while permitting the swivel-
frame 75, to turn in its bearing, retard such movement to limited extent and
thereby act as a brake against any quick displacement of the frame, thus preventing
jarring and noise.
Each horse-shoe magnet has a mounting so hung from the swivel frame 75, that
it will not only participate in the movement of the frame around its pivot, but will
also tilt and move bodily up and down independently of any movement of the said
frame and of the other magnet-mounting.
Each magnet bas its yoke rigidly secured by screws to the middle of a rectangular
plate 81, of such size that it fits loosely between the middle rib 74, of the frame 75,
and stiffening side ribs 82, formed on said frame parallel with the rib 74.

page_text: Each plate 81, has formed on it, at its corners, downwardly projecting ears 83,
parallel to each other at the corresponding ends of the plate and each provided
with a longitudinal slot 84.
The frame 7., has formed on it at the ends of the ribs 74, and 82, downwardly
projecting cars 85, there being three ears parallel to each other at each end of the
frame.
The ears 85, receive between them the ears 83, of the plates 81 ; and rods 86,
fast in the ears 85, pass through the slots 84, in the ears 83, and thereby support or
sustain the plates 81, and magnets secured thereto.
The magnets so mounted will tilt both sideways and longitudinally and will rise
bodily in order to pass any obstructions on the road bed; but the unprotected
magnets would be liable to injury from contact with such obstructions. To avoid
this, they are enclosed in protective casings 87, which together with the plates 81,
constitute yielding magnet-mountings.
The magnet cores 88, are preferably elliptical in cross section and the protective
casings conform generally to the outlines of the magnets as indicated in Fig. 14.
The bottoms of the casing are closed and are pierced by the poles of the magnets
which poles may be flush with or project slightly beyond the bottom. The casings
are made of non-magnetic material, such as brass or bronze, and are provided with
ventilating perforations 89. Cast on and projecting from the lower edge of each
casing, at the front and rear thereof, are square lugs 90, receiving shoes 91, each of
which is formed with a broad upwardly curved toe and a bifurcated heel
embracing the lug and to which it is removably secured by a pin 92, or in any other
manner.
By the improved mode of mounting the magnets, the same will accommodate
themselves automatically to all kinds of obstructions that may be met with on the
road bed, and will also accommodate themselves to the sinuosities of the conduit
due to imperfect parallelism between the latter and the track rails, especially on
curves.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me
by my foreign correspondent I declare that what I claim is :-
1. In an electric railway, the combination of a closed conduit provided with a
sectional conductor and a continuous supply conductor; with a device or devices
for bridging the two conductors and an electro-magnet or magnets on the car for
actuating the said device; the planes of attraction between magnet and bridging
devices clearing the plane of the conductors, substantially as described.
2. In an electric railway, the combination of a closed conduit provided with a
sectional conductor and a continuous supply conductor, with a circuit closing device
or devices for bridging the two conductors, a magnet for controlling the circuit
closing device or devices and carried by the motor car in a branch of the motor
circuit, a resistance, and a switch for including in and cutting out the resistance
from the magnet circuit, substantially as described.
3. An electric railway having a closed conduit provided with an exposed working
conductor and an interior main or supply conductor and switches in the conduit
operated by magnetic attraction from electro-magnets on a motor car, to close the
circuit between the main and working conductors as the car passes over the switches,
substantially as described.
4. An electric railway having a closed conduit provided with an exposed sectional
working conductor and an interior main or supply conductor one or more electro-
magnets travelling with a motor car above the conduit, and switches in the conduit
operated by the magnet or magnets, for establishing the circuit between the main
and working conductors; substantially as described.
5. An electric railway having a closed conduit provided with an interior main or
supply conductor and a sectional working conductor composed of electrically
connected underground and exposed members, and switches in the conduit operated

page_text: by magnetic attraction from electro-magnets on a motor car to close the circuit
between the main conductor and the underground member of the working conductor,
substantially as described.
6. An electric railway having a closed conduit provided with an exposed working
conductor and an interior main or supply conductor, pivoted switches connected
to the supply conductor and adapted to make contact with the working conductor,
and magnets travelling with a motor car, above the conduit for operating the
switches, substantially as described.
7. An electric railway having a closed conduit provided with a sectional,
exposed working conductor, and an interior main or supply conductor, pivoted
switches connected to the supply conductor and in operative relation to the
sections of the working conductor, and provided with armatures, and travelling
electro-magnets above the conduit acting on the armatures to move the switches
into contact with the sections of the working conductor, substantially as described.
8. In an electric railway a conduit with supply and return conductors housed
therein and connections between the traffic rails and return conductors, substantially
as and for the purpose described.
9. In an electric railway having underground contact makers, electro-magnets
for operating the contact makers, hung from a motor car and free to tilt,
substantially as described.
10. In an electric railway having underground contact makers, electro-magnets
for operating the contact makers, hung from a motor car and free to tilt in
longitudinal and lateral vertical planes, substantially as described.
11. In an electric railway, having underground contact makers, electro-magnets
for operating the contact makers, hung from a motor car and free to tilt and to
swivel in a horizontal plane, substantially as described.
12. In an electric railway having underground contact makers, a swivel-frame
secured to a motor truck and one or more electro-magnets hung from the swivel
frame and free to tilt, substantially as described.
13. An operating magnet for the underground contact makers of a closed conduit
electric railway provided with a mounting having slotted ears at each end, and rods
secured to a motor car and passing through said ears for supporting the magnet
pendulously, substantially as described.
Dated this 10th day of T... 1001
WM. P. THOMPSON & Co.,
Agents.