Improvements in Electric Railways.
Year: 1890

page_text: Date of Application, 28th Oct., 1890
Complete Specification Left, 28th Aug., 1891-Accepted, 10th Oct., 1891
PROVISIONAL SPECIFICATION.
Improvements in Electric Railways..
A communication from abroad by CHARLES RICHTER, Electrician, residing at
117, North Front Street, in the City of Camden, State of New Jersey, one of
the United States of America.
1, JOHN CORRY FELL, of the firm of Fell & Wilding of 1 Queen Victoria
Street, in the City of London, Patent Agents do hereby declare the nature of this
invention to be as follows:-
The invention hereinafter set forth relates to electric railways of that class in
which the cars are run by means of motors arranged in a series with a sectional
electric conductor.
The system in which the invention is embodied is designed to be used in connection
with one or more dynamos supplying a constant current of great current and low
electric motive force, but it is not limited thereto.
The use of such quantity and force which are adapted to the system hereinafter
described enables the rails to be utilized as conductors, but I may also use a
conductor which may be placed between the rails and used instead of the rails,
either upon the surface or in a conduit.
Where the rails are used as conductors they are laid in sections. Each section
is separated from the two contiguous sections of the same line of rails but all are
connected by switches arranged between the sections. Both rails may be used to
conduct the current from the positive pole of the dyname, but obviously a single
rail may be used with substantially the same effect. The sections are connected at
their contiguous ends by wires to a common switch which connects the co-terminus
rails of each section of the two lines with those of another section, and these
switches are normally closed so that the line is continuous through the rails alone
when no car is run upon the track. The car carries an electric motor of any
suitable type, which has its poles connected to contact rollers or brushes, one at
each end of the car, and the points of contact of these brushes or rollers are
separated a distance a little greater than the length of any section, so that the car
may, with these points of contact bridge the whole section of rail including the
space at one end so as to separate that section from the other rails contiguous
thereto. The car also carries a magnet depending therefrom in line with the series
of switches adapted to operate the switch and hold it open while the car is passing
over it so as to put the current from one contact point through the motor on the
car and thence to the other contact point while said switch is thus held open.
This is the general principle of the invention, and with some variations of details
may be applied to a conductor between the rails or in a conduit.
The switches are located midway between the rails and opposite the spaces
between the sections. The switch is in the form of an iron bar or plate which is
pivoted upon an insulated block and is connected by one set of wires to the sections
of the co-terminus rails. At one end thereof in like manner the contiguous ends
of the next section are connected by connections to a contact piece on a block, the
contact piece being directly under the free end of the switch, so that when the
Switch drops by gravity it will engage with said contact piece and form a perfect
electrical connection therewith, the switch being sufficiently heavy for that purpose.
The magnet may be of any suitable kind, either a permanent magnet or an electro-
magnet energized by a current from the line. The magnet is arranged longitudinally
of the car and in line with the series of switches so that as the car passes over a
switch the forward end of the conductor at once by its attraction raises the switch

page_text: and holds it up and open as long as the magnet is passing over it, and the length of
the magnet is so proportioned to the distance between the contact points of the
rollers or brushes, that one switch is closed just before the next is opened. The
arrangement is such that it provides for the opening of the circuit through the
motor at the instant the magnets approach the switch and they keep it open until
the car has passed over it when it will automatically close the circuit by dropping
to its original position before the contact rollers or brushes leave the rear sections
and thus a break in the circuit is prevented. The circuit is completed by means of
a return conductor which is connected to the negative pole of the dynamo.
Dated this 28th day of October 1890.
FELL & WILDING,
1, Queen Victoria Street, Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Electric Railways.
A communication from abroad by CHARLES RICHTER, of 117, North Front Street,
in the City of Camden, State of New Jersey, one of the United States of
America, Electrician.
I, JOHN CORRY FELL, of the firm of Fell & Wilding, of 1 Queen Victoria
Street, in the City of London, Patent Agents, do hereby declare the nature of
this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
The invention hereinafter set forth, relates to electric railways of that class in
which the cars are run by means of motors arranged in a series with a sectional
electric conductor.
The system in which the invention is embodied is designed to be used in connection
with one or more dynamos, supplying a constant current of great quantity and low
pressure of electromotive force; but it is not limited thereto. The use of such
quantity and force, which are adapted to the system hereinafter described, enables
the rails to be utilized as conductors. I have shown in this application a form in
which the rail is so utilized; but I have also shown a conductor which may be placed
between the rails and used instead of them either upon the surface or in a conduit.
In the accompanying drawings which illustrate my invention,
Figure 1 is a plan view of the form of embodiment, in which the rails are utilized
as conductors.
Figure 2 is a side elevation of parts in section of the same.
Figure 3 is a cross section of the same.
Figure 4 shows in side clevation a road in which the same system is used with an
independent conductor between the rails.
Figure 5 is a cross section of the same.
Figure 6 is a plan view of details, hereinafter explained.
Figures 7, 8, & 9 are similar views of another form of the invention, in which the
independent conductor is located in the conduit between the rails.
In the drawings Figures 1, 2, & 3 which illustrate the form in which the rails
are used as conductors, these rails are represented as laid in sections (marked C).
Each section is separated from the two contiguous sections of the same line of
rails; but all are connected by switches arranged between the sections.
In the form shown in the three figures above referred to both rails are shown as
used to conduct the current from the positive pole of the dynamo; but obviously
the single rail may be used with substantially the same effect.
Both rails being shown as utilized, they are represented as connected to the
positive pole of the dynamo A by connections C. The sections are connected at
their contiguous ends by wires X, to a common switch which connects the co-ter-
minus rails of each section of the two lines with those of another section and these

page_text: switches are normally closed, so that the line is continuous through the rails alone
when no car is ran upon the track.
The car shown in the figure is marked A', which carries an electric motor which
is indicated at B, and this motor has its poles connected to the contact rollers or
brushes D, one at each end of the car, and the points of contact of these bushes or
rollers are separated by a distance upon the rails of a little greater than the length
of any section so that the car may with these points of contact bridge the whole
section of rail, including the space at one end to separate that section from the
other rails contiguous thereto. The car also carries a magnet F, depending there-
from, in line with the series of switches, and adapted to operate the switch and hold
it open while the car is passing over it so as to put the current from one contact
point through the motor on the car, and thence to the other contact point while
said switch is held open. This is the general principle of the invention, and with
some variation the detail is the same in all the figures.
At one
Referring to the switches they are located as represented in the drawings midway
between the rails, and opposite the spaces between the sections. The switch H, is
in the form of an iron bar or plate which is pivoted upon an insulated block m, and
is connected by one set of wires X to the sections of the co-terminus rails.
end thereof in like manner the contiguous ends of the next section are connected
by connection, to a contact piece or a block the contact piece being directly
under the free end of the switch H so that when the switch drops by gravity it
will engage with said contact piece and form a perfect electrical connection there-
with, the switch being made sufficiently heavy for that purpose. Any suitable
form of contact may be provided for the more effectual connection of the lateral
parts.
The magnet is shown at F. It may be of any suitable kind, either a permanent
magnet, or an electro magnet energized by a current from the line. The magnet is
arranged longitudinally of the car, and in line with the series of switches, so that
as the car passes over a switch the forward end of the magnet at once by its
attraction raises the switch H and holds it up and open as long as the magnet is
passing over it, and the length of the magnet is so proportioned to the distance
between the contact points of the rollers or brushes D, that one switch is closed
just before the next is opened.
While the switch is open and the car is in substantially the position shown in
Figure 2 it will be apparent that the current will be interrupted along the rails,
and will be forced through the motor from the contact point in rear to the contact
point in front. The arrangement is such that it provides for the opening to the
circuit through the motor at the instant the magnet F, approach the switch, and
they keep it open until the car is passed from it, when it will automatically close
the circuit by dropping to its original position before the contact rollers or brushes
leave the rear sections, and thus a break in the circuit is prevented. In the form
shown, in these figures the circuit is completed by means of a return conductor G
which is connected to the negative pole of the dynamo.
In Figures 4 to 6 inclusive, the parts are the same, and have the same marks as
those in the figures heretofore described, excepting that a separate rail is used for
the conductor, and the arrangement of the switches is accordingly slightly changed.
The electric conducting rail is shown at c', in cross section in that figure. It is
located, preferably, midway between the other two rails, and is supported upon a
beat E, between which and the rail is interposed a copper conducting strip to
reduce the resistance, and on this the iron rail directly rests. The switches have
the same location in relation to the spaces between the sections as before
described, but they are located between the centre rail and one outside as shown
in Figure 5. They are located in the boxes having a suitable cover i, and
directly over it is arranged the magnet F. The construction of the switch is the
same as that heretofore described, and the parts are respectively connected to the
contiguous rail ends in the same manner as in the former figures. The contact
rollers or brushes are supported upon the brackets h, rollers being shown in the

page_text: figures, these bearing on the rail, as shown in Figure 5. Brushes y, are located to
bear on the conductor rail to keep its surface clean, and effect the contact.
In Figures 7, 8, & 9 the same parts are shown, with the same letters of reference,
excepting that the conduit is provided with an electrical conductor, so that it may be
arranged beneath the surface and be protected from the surface travel, the conduit
being, as shown at P, in cross section in Fig. 8. The contact rollers or brushes
are supported upon brackets h. The conductor is supported upon brackets & fixed
to the wall of the conduit and arranged to hold the conductor sections with an
upper surface exposed, as shown in Fig. 9, the sections being properly insulated
in this as in the other forms. The brackets ', are made sufficiently thin to pass
through the longitudinal slot in the upper part of the conduit. The sections of the
conductor are marked c².
The switches I prefer to provide with porcelain bearings, which is a material
not liable to rust and interfere with their free action, and the contact points may
be fitted in any well known way to insure contact and completion of the circuit.
The conductors described in the second and third forms are provided with return
connections to the dynamo or dynamos, the same as in the form first described.
In all the forms the action is the same.
The current from the positive pole of the dynamo has complete circuit throughout
the rails or the conductors between the rails when no car is upon the line, and when
the car runs upon the lines each car as it passes the switch breaks the circuit of the
conductor, and thus the current is put through the motors of the cars in series
automatically.
Having now particularly described and ascertained the
tion and in what manner the same is to be performed I
claim is :-
nature of my inven-
declare that what I
1st. In an electric railway, a conductor composed of sections separated from each
other, and connected by switches, a motor with suitable contacts at each end for
collecting the current from the conductor, and a magnet upon each car arranged to
open and hold open the switches between the sections while the car is bridging the
break, said switches returning by gravity to close the circuit after the car has passed,
all substantially as described.
2nd. In an electric railway, a conductor composed of sections separated from
each other and connected by switches, a motor carried upon a car with suitable
contacts at each end for collecting the current from the conductor, and a magnet
extending from end to end of the said car, arranged to open and hold open the
switches between the sections while the car is bridging the break, said switches
returning by gravity to close the circuit after the car has passed, all substantially
as described.
3rd. In an electric railway, a conductor composed of sections separated from
cach other and connected by switches, said switches being located to one side of
the main conductor to which they are suitably connected and a magnet supported
from the car in line with the position of the switches, said magnet extending from
end to end of the car and adapted to open the switches and hold them open while
the car is bridging the break, substantially as described.
Dated this 28th day of August 1891.
FELL & WILDING.
1, Queen Victoria Street, London, E.C., Agents for the Applicant.