Improvements in or relating to Means for Operating the Electric Road Switches on Electric Railways.
Year: 1897

page_text: Date of Application, 19th Jan., 1897-Accepted, 6th Mar., 1897
COMPLETE SPECIFICATION.
Improvements in or relating to Means for Operating the Electric
Road Switches on Electric Railways. .
I, JAMES FRANCIS MCLAUGHLIN of 1742 Diamond Street, Philadelphia, State
of Pennsylvania, United States of America, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
This invention relates to improvements in the means for supporting and
controlling the switch-operating magnets used in electric railways of the type
shown and described in the Specification of Letters Patent No. 15686 of 1895.
In such electric railways the current is collected by the moving car, from the
successive sections of a sectional rail in the road bed, between the traffic rail.
A buried feeding conductor is connected by branch conductors to the sections of
the sectional conductor rail, and in each branch circuit there is included a switch
suitably encased and embedded in the road bed. Each switch is of such construction
and is so located that it will be operated by electro-magnets carried by the motor
car, when the latter passes over the switches, to close and open the branch circuit.
There are two electro magnets on the car, one near the front and the other near
the rear end thereof; and arranged in different vertical planes, so that the
forward magnet will pass over the switch in such relation thereto as to operate
it to close the circuit; while the rear magnet will operate the switch to open the
circuit.
Now, when the car is to be run in the opposite direction, as for instance, on a
return trip, when the car is not turned around, the magnets must be shifted
laterally so that the one which before closed the switch will now open it, and the
one which opened the switch will now close it.
Also, when the car enters a curve the magnets are thrown out of alignment with
the switches and consequently either fall completely to operate them or only
operate them very imperfectly.
It is the object of the present invention to provide means, under the control of
the motor-man, for shifting the magnets in order that they may operate the
switches when the direction of travel of the car is reversed, and also to provide
means whereby the magnets will be automatically shifted to compensate for
curves.
All this is fully set forth in the following description, taken in connection with
the accompanying drawings forming part of this specification.
In the drawings;
Figure 1, is a partly diagrammatic plan view of a magnet shifting mechanism
illustrating one feature of the present invention;
Figure 2, is a diagram of a system of electric railways to which the invention is
applicable.
Figure 3, is a plan view of so much of the magnet shifting and curve-compensating
mechanism as is located at one end of the car truck frame;
Figure 4, is a plan view of a modified form of the same shown as located at the
other end of the car truck frame.
Figure 5, is a side elevation, partly in section, of the structure shown
in Figure 3;
Figure 6, is a perspective view of a portion of this structure;:
Figure 7, is a plan view partly in diagram of a pair of pilot wheels used in the

page_text: I
track;
Figure 8 is a side elevation of the structure shown in Figure 4.
Figure 9 represents a plan and side elevation of the operating handle for the
magnet shifting mechanism;
Figure 10 shows both a. side elevation and plan, illustrating the connection
between the current reversing switch and the operating mechanism for the magnet
shifting devices ;
Figure 11 is a side elevation of the structure shown in Figure 5, together with
the means for supporting the same, and
Figure 12 is a side elevation of one of the magnets and its supporting truck and
rails.
Referring to these drawings and more particularly to Figure 2, there is shown a
system of electric railways, such as represented and described in the aforesaid
Letters Patent No. 15686 of 1895. In this system there is a track composed of
traffic rails 1, 1, between which and parallel thereto is a sectional conductor 2.
The rails are connected in multiple are by conductors 3, to one terminal of a
generator 4, and the sections of the conductor 2, are each connected by a branch
conductor 5, to a main 6, coming from the other terminal of the generator 4.
Included in each branch conductor 5, there is a switch (not here shown) enclosed
in a box 7, located between the central sectional conductor and one of the traffic
rails, all the switch boxes being on the same side of the conductor 2.
These switch boxes are in the paths of two electro-magnets 8, 9, of the horse-
shoe type, one magnet being mounted at the front and the other at the rear of a
motor car, and within each switch box there are two connected armatures 10, 11,
for operating the switch, one armature being in the path of one magnet and the
other armature in the path of the other magnet.
:
Assuming the car to be running in the direction of the arrow, the magnet 8, will
'pass in succession over the armatures 10, and attracting them, will close the circuit,
through the switches, to the sections of the conductor 2.
The magnet 9, passes over the other armatures 11, and thereby successively opens
the circuit, the arrangement being such that a switch is opened just subsequent to the
closing of the switch next in advance. For this operation of closing and opening
the switches it will be seen that the magnets 8 and 9, are displaced laterally,
relative to each other as indicated in the drawing.
Now, when it is desired to reverse the direction of travel of the car, it becomes
.necessary, in order to operate the switches in proper sequence, to cause the
magnet 9, to pass over the armatures 10, and the magnet 8, to pass over the
'armatures 11. For this purpose 1 have devised means for shifting the magnets 8, 9,
so that whichever magnet becomes the forward magnet, (depending on the direction
of travel of the car), it will pass over the armatures 10, and the other magnet will
pass over the armatures 11.
Such shifting mechanism is shown in very simple form in Figure 1, to which
reference is now made.
The magnets 8, 9, are hung from small trucks, which, as will be seen by reference
to Figures 1, 3, 4 and 12, are each composed of two parallel axles 12, 12, joined
near the ends by flat strips 13, 13, set on edge and each formed with two down-
wardly projecting ears 14 14, to which the yoke 15, of the magnet is bolted.
The magnet truck is supported by four wheels 16, on the ends of the axles 12,
which wheels run upon tracks formed by channel irons 17, secured to the car-truck
frame, and projecting laterally across the same.
:
Referring again to Figure 1, only, it will be seen that the truck carrying the
magnet 8, is connected by a link 18, to one arm 19 of a bell-crank lever which, it
will be understood, is journalled to a fixed part of the car-truck frame. The truck
carrying the magnet 9, is likewise connected by a link 18, to one arm 19, of another
bell-crank lever also journalled to a fixed part of the car-truck frame. The other
arms 20, 20, of these two bell-crank levers are connected together by a rod 21, so

page_text: .5
will move simultaneously, but, as will be seen, they are so arrange
that, when they are moved, the magnets 8 and 9, will be shifted in opposit
directions.
"
In order that this shifting of the magnets be readily performed by the motor
man, I provide an upright shaft 22, at each end of the car, and passing through the
controller box as shown in and hereinafter described with reference to Figures
and 10. Secured to the lower end of each shaft 22, there is an arm 23, connected
by a link 21, to the end of the arm 20, of the adjacent bell-crank lever.
In Figure 1, the car-truck wheels and axles are indicated in dotted lines, and
0 from this it will be seen that the magnets 8 and 9, and the shifting mechanism is
located at the front and rear thereof.
Having thus outlined the purpose and general operation of the structure
embodying this part of the invention, I will now proceed to describe in detail a
practical embodiment of the same.
In Figures 3 and 4 are shown the two ends of a car truck equipped with the
magnet shifting and curve compensating mechanism, but that shown in Figure 4
differs in some details from the form shown in Figure 3.
In these figures the magnet trucks are constructed like those already described
with reference to Figures 1 and 12, and no further description thereof is necessary.
The channel irons 17, forming the track for the magnet truck are secured to side
bars 25, 25, forming continuations of the car-truck frame.
The arms 19 and 20ª are in this structure not the two arms of a bell crank
lever, like arms 19, 20 of Figure 1, although they do, under certain circumstances,
co-operate in such manner; they are not formed in one piece, as in Figure 1 but
are formed as shown most clearly in Figures 6 and 11, and also in Figures 3, 4,
5 and 8.
The arm 19, is bifurcated at one end 26, to receive the link 18, and at the other
end is formed into a sleeve 27, for the passage of a pivot pin 28. The arm 19° is
also formed, near the sleeve 27, with a supplemental arm 29, running parallel with
it and extending beyond the end of the main arm.
joined to the main arm by a connection 30, the whole being preferably cast: or
This supplemental arm 29, is
forged in one piece.
In the supplemental arm 29, there is formed an eye 31, in line with the sleeve 27,
nd receiving the pivot pin, 28, and the arm 29 terminates in another eye 32,
eceiving a pin 33, swivelled therein. The purpose of this pin will be hereinafter
escribed. The arm 19ª, with the supplemental arm 29, constitutes, as will be
een, a lever of the first order, with a long fulcrum bearing.
:
The arm 20, is in fact a lever of the second order and arms 19 and 20° will
ereinafter be referred to as levers. The lever 20ª is V-shape, being formed of
vo legs 20¹ 2011, each bifurcated at the free end as shown at 34, 34; the leg. 201
ceives the rod 21, and the leg 20" receives the link 24.
The other ends of the legs 20¹, 2011 are joined and the lever 20ª, is there formed
to a sleeve 35, from one side of which extends a yoke 36, terminating in a
eeve 36', in line with the sleeve 35.
extended pivot bearing for the lever 20%, and the pivot pin 28 passes through
The two sleeves 35, 361, operate wholly as
th. The two legs 20¹ 2011 of the lever 20ª are. connected about midway of their
gth by a cross-brace 37, and at this point the two legs of the lever are each
med with an upright 38.
The two legs 20, 20, yoke 36, brace 37, and uprights 38, are all preferably
t or forged in one piece.
The lever 20 is completed and connected to the lever 19 by means of an angle
er 39, supported at the upper ends of the uprights 38, by a pivot pin 40, as
t clearly shown in Figure 6. The lever 39, is composed of two arms 41,
42. The arm 41 extends approximately parallel to the leg 20' of the lever 20ª
terminates over the pivot pin 28, and the arm 42 extends downward at right
es to and beyond the leg 2011 of the lever 20%. The lower end of the arm 42,
nnected by a link 43, to the pin 33, swivelled in the end of the lever 19.

page_text: If, now, the free end of the arm 41; be held against movement in a vertical
plane, but in such manner as to permit the arm to move with the lever 20%, in a
horizontal plane, it will be seen that the levers 19 and 20, will, through the angle
lever 39, and link connection 43, become, in effect, a bell-crank lever, operating
precisely like those shown in Figure 1.:
The levers 19 and 20 are alike but reversed in position in the structures shown
in Figures 3 and 4, the levers 19 and 20 shown in Figure 3, being illustrated in
elevation in Figure 11, and the levers 19ª and 20ª shown in Figure 4 being
illustrated in perspective in Figure 6.
The levers 19 and 20* are supported in the manner most clearly shown in
Figure 11, but is also in part shown in Figures 3, 4, 5 and 8.
The lower end of the pivot pin-28, is fixed in any suitable manuer in a bracket 28¹
secured to the under face of one of the, channel irons 17, and this pin passes
upwardly through this channel iron, as indicated in the figures referred to, thereby
having an extended support. When the parts are assembled, the sleeve 36¹ on the
yoke 36 is below the channel iron 17, and the sleeve 27 on the lever 19ª is above
the same.
The means so far described are for shifting the magnets 8 and 9, in such manner
that the car may travel in either direction. A car so equipped is adapted perfectly
to a straight track or to very long curves; but, when the track has sharp curves,
such as are found in ordinary street railways, and the switch boxes hold the same
relation to the central conductor and the traffic rails as on a straight track,
provision must be made for automatically shifting the magnets into alignment with
the switch boxes.
;
For this purpose I provide at each end of the car truck a pair of pilot:
wheels 44, 44 on an axle 45 and running on the track only slightly in advance or
in the rear of the magnets. The ends of the axles are journalled in boxes 46,
which may be of any suitable design, and each of these boxes is secured to the
outer end of a lever 47, by a pivot connection 48, shown in Figures 3, 5, and 8.
Each lever 47, is bent at about the middle, so that the two parts are at right:
angles to each other, one part being parallel to the side bar 25, of the car-truck
and the other parallel to a cross-beam 49, of the car truck.
The lever 47 is pivotted, as shown at 50, to one end of a short lever 51, of the
first order, fulcrummed in a bracket 52, on the under side of the beam 49.
The longer arm of this lever 51, is connected to a helical spring 53, which, in
turn is connected to the outer end of an overhanging bracket 54, fast on the
beam 49.
:
The tendency of this spring is to lift the outer end of the longer arm of the
lever 51, and its tension is regulated by a screw 55, which passes freely through
the bracket 54, and enters a nut 55, fast in the upper end of the spring.
It will be seen that the lifting action of the springs 53, is exerted through the
levers 51, and tends to depress the wheels 44 44. These wheels are thereby
maintained upon the traffic rails and are prevented from being accidentally
disengaged therefrom.
:
It will also be seen that the pivot joints 48 and 50, permit the wheels 44, to
adapt themselves to any curve, independent of the car-truck.
One of the levers 47, is connected through a system of levers and links to the
arm 41, of the angle lever 39, before described. As this connection, as shown in
Figures 3 and 5, differs in some details from that shown in Figures 4 and 8, I shall
first refer to Figures 3 and 5.
A link 57, is connected at one end to the lever 47, near its pivot 50, and, at the
other end to the lower end of an arm 58 (see Figure 5) the upper end of which i
fast on a rock-shaft 59.
:
This rock-shaft is journalled at the ends in two brackets 60, 60 bolted to: the
channel irons 17, and extending beyond and above the same, as shown in Figure 5
On this rock-shaft there is secured another arm 61, projecting at right angles to
: 10

page_text: joint 62, to the end of the arm 41, of the angle lever 39..
oner end of this arm 61 is connected by a ball and socke
Now, when the wheels 44, enter a curve, the levers 47 are moved around thei
pivots 50 and this movement will act through the link 57, arm 58, shaft 59, and
5 arm 61 to lift or lower the arm 41, of the lever 39. This lever 39 being connected
10
to the lever 19ª, will move the latter and thereby cause the magnet 8, to be shifted
laterally in one direction or the other, to an extent corresponding to the lateral
displacement of the pilot wheels 44.
In the structure shown in Figures 4 and 8, the rock-shaft 59 is journalled at, its
ends, in two bridge pieces 60' 60' secured to the two-channel-irons 17 as shown.
One of the levers 47 is continued beyond the pivot 50, into a short arm 63 which
is connected by a link 64 to one end of a lever 65 the other end of which is
connected by a link 571, to the arm 58 on the shaft 59.
: The lever 65 is fulcrummed about midway of its length to an extension 54¹ of
one of the brackets 54.
.
The operation of the structure shown in Figures 4 and.8, is the same in effect as
that shown in Figure 3.
shooter arm 63, and link 64, moves the lever 65, around its pivot, and thereby,
When the car enters a curve, the lever 47, through the
through the link 57' arm 581 shaft 59 and arm 61 angle lever 39, lever 19ª, and
link 18, shifts the magnet 9 correspondingly.
The automatic shifting mechanism at the end of the car that is first to enter a,
curve, will maintain the corresponding magnet in alignment with the switch. boxes
as the car passes around the curve, and the like mechanism at, the other end of the
car will likewise maintain the other magnet in alignment with the switch boxes,.
and in this respect that is, in so far as the automatic shifting mechanism is concerned,
the structures at the two ends of the car are independent. But, with respect to the
shifting mechanism under the control of the motor-man, the magnets at both ends
are shifted simultaneously from either end of the car.
Instead of using the springs 53, and levers 51, to maintain the pilot wheels 44,.
on the track, I may place a coil '66 of insulated wire upon each axle 45, as shown
in Figure 7, and connect the terminals of this coil to collecting rings 67, on the
axle. On these rings bear brushes 68, connected to the magnets 8 and 9, in such.
manner that the coil 66, is in series with them. By this means each pair of pilot
wheels and their axle, which of course are made of iron, become a magnet and will,
therefore be held to the track by magnetic attraction.
In Figures 9 and 10, there is shown the ordinary controller box 69, on the car
latform, arranged for use with the shifting devices under the control of the
otor-man.
The shaft 22, passes upward through this box which is also shown in Figure 5.
Tear the upper end of this shaft, within the box, there is a segment 70, fast on the
haft, meshing with another segment 71, on the current reversing switch 72, which
tter may be of any ordinary type and requires no description. By this connection
e shaft 22 and reversing switch, the shifting of the magnets and the reversing of
e current to the motors may be performed in one movement by the motor-man. On
p of the controller box there is fixed a notched plate 73 with the notches in the
th of a spring catch 74, on a handle 75, applied to the upper end of the shaft 22.
here are two notches in the plate 73, which are so spaced that, when the
ndle 75, is moved to cause the catch 74 to engage one of these notches, the
gnets are in one shifted position, and when the handle is moved to cause
catch to engage the other notch, the magnets are in the reversed shifted
ition.
Having now particularly described and ascertained the nature of my said inven-.
and in what manner the same is to be performed, I declare that what I
m is :-
In an electric railroad provided with a sectional conductor and switches alone.
roadway for cutting the conductor sections

page_text: travelling electro-magnets, one closing and the other opening the switches, and
means for shifting the magnets laterally, substantially as described.
2. In an electric railroad provided with a sectional conductor and switches along
the roadway for cutting the conductor sections into and out of circuit, of two
travelling electro-magnets, one for closing and the other for opening the switches
and means for shifting the magnets in opposite directions to operate the switches
in the same order when the direction of travel is reversed, substantially as
described.
3. In an electric railroad provided with a sectional conductor and switches along
the roadway, for cutting the conductor sections into and out of circuit, of two
travelling electro-magnets, one for closing and the other for opening the switches,
and a system of links and levers for shifting the magnets laterally, substantially as
described.
4. In an electric railroad provided with a sectional conductor and switches along
the roadway, for cutting the conductor sections into and out of circuit, of two
travelling electro-magnets, one for closing and the other for opening the switches,
guide or pilot wheels for each magnet, travelling on the tracks, and a system of
links and levers between each magnet and the respective pilot wheels, for maintaining
the magnets in alignment with the switches or curves substantially as described.
5. In an electric railroad provided with a sectional conductor and switches along
the railway for cutting the conductor sections into and out of circuit, two travelling
electro-magnets, and operating mechanism for each magnet for shifting it laterally
relative to its support, consisting of two levers, one fulcrummed on the other and
connected to the magnet, and the other lever being under the control of the motor-
man, and pilot or guide wheels running on the traffic rails and connected to the first
named lever, substantially as described.
Dad thin 15th day of January 1897.