Improvements relating to Electric Railways.
Year: 1893

page_text: Date of Application, 1st Apr., 1893-Accepted, 17th June, 1893
COMPLETE SPECIFICATION.
[Communicated from abroad by MICHEL ANGELO CATTORI, of Piazza Colonna
Palazzo, Wedekind, Rome, in the Kingdom of Italy, Sea Captain.]
Improvements relating to Electric Railways.
I, HENRY HARRIS LAKE of the firm of Haseltine, Lake & Co., Patent Agents,
45 Southampton Buildings in the County of Middlesex 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 :-
In the Specification of my prior Patents Nos. 14234 of 1891 and 6119 of 1892
I have disclosed a method of arranging the circuit breaker which serves for
breaking or closing the circuit, as the case may be, between the single sections
which form the electric conductor for series system electric railways or for parallel
railways whose current conductors feed the sections in shunt.
My present invention has for its object to set forth all further technical details
necessary to constitute a complete installation for underground electrical railways
so as to eliminate every difficulty which may in certain cases be met with when
passing the feeding points that is to say the points where the current is passed to
the line conductor from the generator; in the crossings of track; in the shunts
and the like. All these particulars and difficulties are hereinafter fully explained
and overcome by means of my present invention.
In the accompanying drawings I have shown how my said invention may be
conveniently and advantageously carried into practice, the several figures of the
said drawings being hereinafter referred to.
Referring first to Sheets 1 and 2 of the drawings, it will be well to explain that
if the line has a double track it must naturally be designed as shown in Figure 1,
namely, with single conductor all round the line except in the short space between
two feeding points, in which the two extremities of the conductor itself must
diverge out of the line in order to be connected to the generating dynamo, whereas
if the line has a single track it should be designed as shown in Figure 2; that is
to say, simply with intermediate shunts on the rails and with the conductor all
round the figure, resulting from the road arrangement of the rails, except in the
short space between the feeding points.
Figure 2 clearly shows that, by arranging the single conductor all round as
shown, I can avoid-having-any-underground-electrical-shunt.-In-both_Figures_1...
and 2, it is, however, necessary to pass the feeding points and their passage if not
facilitated by the intervention of a special arrangement, would cause a short
circuiting of the generating dynamo.
In order to avoid this inconvenience, I arrange in the line two sets of feeding
points, or two feeding places instead of one, and at such a distance from each other
as to include between them a certain number of sections, these two feeding places
being so arranged that the nearest one to the locomotive is short circuited whilst
the other one acts as feeding place; and when the locomotive has passed beyond
the feeding points which were connected by a short circuit, this feeding place will
be opened (by means of a special arrangement which avoids sparking) so as to
enable it to act as a feeding place whilst the other, which was open will be short
circuited.
All the commutating movements resulting from the passage of the electrical
locomotives on these two feeding place are combined into a single commutating
gear as shown diagrammatically in Figure 3. Figures 4, 5, 6, 7, and 8 represent
the progressive circuits which are formed during the movement of the said
commutator

page_text: In Figure 3 the commutator is shown diagrammatically by two circular con-
centric rings the inner one of which is movable round the common centre (a), and
has a light frictional bearing against the inner surface of the outer one, which is
stationary. The two rings are divided into several parts, a certain number of
which correspond with the two feeding points of each set of feeding points on the
underground conductor L, L. The inner ring has besides two special portions
which correspond to the + and poles of the generating dynamo D.
Those parts of the ring which are shaded represent insulating parts.
The conductor L L is formed by the sections S¹ S², S³
respective circuit breakers u¹ n² u³ . .
-
So, with their
The points 12 and 34 indicate the two sets of feeding points. The locomotive
is represented by m, and its contact pieces by C¹ C².
The operation of the commutator as follows:-The inner movable ring is
provided with a lever / by means of which, it can be moved round its axis.
Suppose the lever to be brought to the position indicated by the Roman
numeral I. In this position of the lever, the commutator makes the circuit shown
in Figure 4, which circuit, permits the electrical locomotive, moving in the
direction of the large arrow, to pass freely on the existing sections between the
feeding places the feeding points 3, being simply short circuited, whilst at
the points 1 and 2 the current is being fed to the line.
The positions II, III and IV correspond to the circuits shown in Figures 5, 6
and 7, which represent, respectively, the progressive movements of the com-
mutator.
Figure 5 corresponding to the position II, shows that the negative pole, besides
being in contact with 2, is also brought into contact with the feeding points 3, 4.
In this situation the intermediate sections are short circuited, and if the electric
locomotive had not reduced its speed in proper time, it would be stopped by the
short circuit, thus avoiding the premature passage of the active feeding points,
which would cause a short circuiting of the generating dynamo.
Figure 6 corresponding to the position III, shows that the intermediate sections
are entirely insulated, the short circuit being open between 3 and 4, and the
negative pole, disconnected from the feeding point remains in contact with the
feeding point 4, whilst the positive pole is still in contact with the feeding point 1.
Figure 7 corresponding to the position IV, shows the inverted position of
Figure 5, 1 and 2 being short circuited and at the same time brought into contact
with the feeding point 3, thus closing the intermediate sections by a short circuit,
whilst both the positive and negative poles are still on the feeding points 1 and 4,
respectively.
Figure 8, corresponding to the position V, shows the inverted position of Figure 4,
the feeding place 12 remaining short circuited, whilst the positive pole only is in
communication with the point 3, the negative pole with the point 4, and the electric
locomotive may freely continue its travel. After having passed beyond the feeding
points 1 and 2, although the commutator is brought back to position I, the circuit
of the line remains unaltered. The commutator may evidently be moved by hand,
by means of the lever above referred; but it may also be moved mechanically at
the proper moment, by the locomotive itself.
This mechanical movement may be effected in various manners, by means of
suitable gear which being operated by the locomotive, duly transmits its movement,
to the commutator.
Figures 9, 10 and 11 and 12 diagrammatically show, for example, one form of a
reliable mechanism for operating the commutators by means of levers.
In front, and behind a feeding place, and at a suitable distance I arrange two
levers communicating with each other so that when either of them is operated, they
both move, being always converging to or diverging from each other. The move-
ment of these levers is transmitted to the commutator such a manner that each of
the converging or diverging positions of the levers may correspond with a certain
position of the feeding points, and that exactly, the feeding points in use be

page_text: YORS WRC cuey are diverging (see Figures 9 and 12) and not between
them when they are converging (see Figures 10 and 11). It is therefore evident
that in the normal position of the line the levers are diverging; as in this position
the active feeding points being between the levers these may then be approached
from any direction, because any of the levers moves the commutator in such a way,
as to conveniently shift the feeding points, in proper time, as may be clearly seen
from the figures shown in successive order, during the movement of the locomotive,
in both directions. The levers only converge when there is an electric locomotive
between them (see Figures 10 and 11).
It is, however, necessary for the distance between the levers and the feeding
points to be such, as to enable the lever to be operated before the first sliding
contact reaches the feeding point.
This movement of levers may be effected either by means of a special device or
by means of the sliding contacts of the locomotives.
As far as the crossings of track are concerned, the difficulty arises from the
natural crossing of the two conductors of the electricity, belonging one to each
track.
In order to avoid this difficulty, it is necessary to proceed as follows. The
conductors should be interrupted in the points where they cross, each piece being
cut off at an equal distance from the crossing point, and their circuit being
continued through a cable which closes them in a short circuit, as shown diagram-
matically in Figure 13. In the crossing point, turning on a pivot there is a piece
of insulated conductor of suitable length for fitting and mechanically completing
either of the two interrupted conductors. On the pivot supporting the said piece
of revolving conductor or on an extension thereof, and at a suitable distance, (see
Figure 14) a cylinder is fitted upon which a conducting segment S is fixed, all the
remainder of the cylinder being composed of insulating material. This conducting
segment is directly connected with the piece of movable conductor. And in the
two positions that it may assume, for completing either of the conductors, two
contacts I and II correspond over the segment, and are electrically connected with
the section which contains the movable mechanical interruption. Figures 15 and 16
are a diagrammatical illustration of the arrangements above referred to, which are
based upon the following rules, namely: the employment of a piece of movable
conductor, which fitting as required upon the conductor that feeds the locomotive,
acts as a passage bridge for the sliding contact pieces of the locomotive itself, and
this piece of movable conductor should afterwards also be electrically connected
with the remaining conductor as long as the sliding contact pieces of the locomotive
remain upon it, this second purpose being accomplished by means of the seginent S
of the cylinder. It is thus evident, that even if the sliding contact_pieces_of_the_
locomotive-should-be allowed to pass beyond the interruption, the movement of this
piece of movable conductor, produced mechanically, cannot cause any sparking,
because the interruption is constantly closed at short circuit by the cable, as
shown diagrammatically in the annexed drawings, and when one of the sliding
contact pieces of the locomotive rests exclusively upon the passage bridge, the
circuit is completed by the segment (see Figures 14, 15 and 16).
It is evident, that this little bridge is nothing but a part of an ordinary section
of the conductor; that is to say of sections which must in every case, and without
exceptions, always answer to the essential principle of my invention, namely, that
the length of each section should he slightly less than the distance between the
sliding contact pieces of the locomotive which feed the motors of the locomotive,
so that there may always be an open circuit breaker between the sliding contact
pieces of the locomotive, and when a circuit breaker is either opened or closed by
the contact piece there must always be at least, one open circuit breaker between
he two sliding contact pieces of the locomotive so as to avoid, in an absolute
manner, every possibility of sparking.
Should the two conductors form part of the same circuit, as may be the case in
shunt arrangement, it is evident that the only difficulty would then be the

page_text: mechanical one of the passage, which may be overcome with the arrangement shown
in Figure 17; that is to say by closing at short circuit all the four extremes of the
two conductors and joining them permanently to the turning piece.
Figures 18, 19 and 20 show how the automatic movement of the little bridge can
be attained, namely by following the same principle of blocking it by levers as I
have described for the blockade of the feeding points of the conductor. The piece
of movable conductor is in its normal position when the levers are diverging and it
then completes the conductor A B on which the locomotives may pass freely;
whilst Figures 19 and 20 show the passage of a locomotive on the conductor C D.
In Figure 19 the locomotive is on the point of approaching the crossing, and the
movement of the lever is so arranged, that when it moves, the piece of movable
conductor completes the conductor C D, whilst the other lever, on the other side,
is moved to a convergent position.
Figure 20 shows the locomotive as having entered between the two levers and on
the point of passing beyond the small bridge, and when it leaves the blockade of
the levers, these will be moved to a diverging position; thus bringing the piece of
movable conductor in its normal position.
As far as the shunts are concerned it is evident, that the installation and operation
are very much simplified by making use of platforms of proper dimensions and
conveniently situated. The simplicity and facility of the mechanical arrangement
have no need of demonstration and it is thus only necessary to demonstrate the
possibility of being able to succeed in having at the same time a simple electrical
arrangement, which must answer to the following three purposes :
1st. The operation of the shunts must in no way interfere with the ordinary
working of the remainder of the line.
2nd. The operation itself must be accomplished without causing any possibility of
sparking.
3rd. The installation must be simple economical and reliable in its working.
In order to attain these ends, it is necessary to arrange a commutator on the axis
of the platform or in another convenient place in such a way that by means of it
the line be continued on the conductors of the platform in their normal positions
aud be suitably deviated during the operation.
The electrical arrangement which will be hereinafter more fully described, all
being based upon the above-mentioned principle, may be reduced to two; i.e.
1st. Circuit for the end platforms.
2nd. The circuit for intermediate platforms, whether they be used for replacing
a simple shunt or for connecting secondary lines.
Figures 21, 22, 23, 24 and 25 show platforms of the first kind abovementioned
either for double track lines, or for single track lines with double conduits.
Figure 26 shows platforms of the second kind used simply as shunts and
Figures 27, 28 & 29 show platforms of the second kind for connecting secondary
lines, and more especially for connecting platforms of the main line with locomotives
depôt.
Figure 21 is a diagrammatical illustration of the circuit of the platform.
On this figure as well as on the others of the plate the commutator is shown as
having the same diameter as the platform; but it is evident that although it is
quite possible to construct a commutator of such size, in practice it is advisable to
reduce its diameter to a minimum, the commutator itself constituting a cylinder
situated on the axis of the platform.
For the sake of clearness, we will, however, continue to refer to the commutator
as it is illustrated in the said figure. It is evident that the diameter of the platform
must be such as to include the extreme parts of the locomotive for making contact
and as this distance, in the series system as applied to my invention, is greater than
the length of any section, it therefore results that the two conductors arranged
on the platform must each contain at least one circuit breaker as may be seen from
the drawings.
On the cylindrical body of the commutator I have arranged a metallic casing

page_text: divided into four equal parts, each separated from
com
piece of insulated material, each of the metallic parts being connected with one of
the extremes of the two conductors of the platform respectively, as shown in the
drawings.
The extremes of the line end on the casing of the commutator, by means of
contacts, and in diametrical opposition to each other, and two other contacts are
closed by a short circuit thus completing the circuit of the line, in the normal
positions of the platform.
In the Figure 21 a locomotive has entered the platform and the circuit is then
indicated by the small arrows.
The current from the extremity E' passes through part a of the casing, in order
to continue through the conductor at point 1 and then through the motors arriving
at the other extremity 2, passing through part 6 of the casing and then through the
contact ₁ to l, and from thence to the extremity 3 of the second conductor, arriving
at the extremity E2 through part d of the casing.
In Figure 22 the platform has already completed a part of its rotation, and as
may be seen from the drawing, the circuit of the line is completed on the platform
through parts c and d of the casing and through the conductor 3 and 4.
In Figure 23 the platform has reached its second normal position, and the
locomotive may freely pass from this track to the other, as shown in the drawing,
the locomotive being again inserted in the circuit through E' c 3, 4 d l₁ l₂ a,
1 m 2 b and E².
As may be seen from these three figures the line is never interrupted; the
movement of the platform is always free, and the circuits are formed automatically.
Figure 24 serves to show the possibility of having, when advisable, only one
normal position of the platform with the same electrical arrangement.
Figure 25 shows a double track platform which in its normal position, like the
one shown in Figure 4, always forms a continuation of the tracks, and the
advantage of the platforms illustrated in the said Figures 24 and 25 is evidently
that of leaving the passage to the locomotives always free, whichever be the track
from which they come, always maintaining the same simplicity of circuit.
Figure 26 shows a platform which substitutes a shunt for a single track. The
mechanical construction of its commutator is identical to that of the commutators
of the above mentioned platforms with the only difference that the contacts !, l, of
the 5 figures above referred to, are done away with and the two parts of the casing (b)
and (c) are joined together by means of the conducting cable (!).
The circuit during the movement of the platform may be clearly seen from the
said Figure 26.
Figure 27 shows a platform for connecting a secondary line with a double track
line, in its normal position.
The contacts shown in the said figure, within the periphery of the platform, will
practically be situated on a cylinder, fitted on the axis of the platform itself. The
secondary line may either be fed from a special generator or form a part of the
main circuit. The extremities-1-and-2-of this line, in the normal position of
the platform are short circuited by means of the circuit closer I and the current
tlen flows in the direction indicated by the small arrows. The ends 3, 4, 5 and 6
of the main line are carried to the double circuit breaker I, and, in the normal
position of the platform, this circuit breaker is open, whilst the current, by means
of the contacts 7, 8, 9 and 10 of the commutator, passes through the conductors of
the platform.
Figure 28 shows the platform turned in such a way as to continue the secondary
tracks and the locomotive may thus pass on this new line, whose circuit is carried
on the platform by means of the contacts 7 and 10.
The circuit breaker 1, is open; the ends 8 and 9 are short circuited by means of
the conductor and contacts 11 and 12.
The circuit of the main line is completed by closing the double circuit breaker I,
as may be seen from the said figure.

page_text: Also the circuit breakers I, and 12 may, when advisable be fitted on the axis of
the platform, so that their movements may be effected automatically in proper time,
during the operation of the platform itself.
Figure 29 shows the possibility of having, when convenient a single track plat-
form with the same electrical arrangement. In this case both the secondary and
main tracks, may be single, with double conduits.
Figure 30 represents the electrical arrangement of a locomotives depôt, with two
trolleys CC³, for passing over the locomotives which from the tracks L' L' pass
on the tracks of the depôt. These two tracks L' L' may be a continuation of the
secondary track, like that shown in Figure 27 ending at the extremities and 2 of
the electrical arrangement, represented by this same figure, the secondary line, as
already stated with reference to the platform shown in the above mentioned
Figure 27, may either be fed from a special generator or form a part of the main
circuit. In all cases the generator is connected to the points + and
marked on
the said figure. The arrangement of the conductors of the electrical line of the
depôt is made upon the same principles as the general arrangement, as far as the
length of the sections is concerned and as already stated with reference to the plat-
fornis, the length of the trolley must be greater than the distance between the
extreme parts of the locomotive for its formation of contact.
-
The figures show that at the two extremes of each track (interrupted by the
arrangement of the trolley) there is a double circuit breaker pl p² p³ and p' the
purpose of which is to keep inserted the sections which are connected to the first
contact piece of the circuit breaker and to exclude the said sections when the circuit
breaker is in the second position.
This being explained the working and operation of the trolley are quite clear the
said trolley being provided at each end with suitable contacts a' b¹ a² 63 which
when the trolley moved on its transversal track, not shown, successively complete
the electrical line of the interrupted tracks the transversal ends of the line
consisting of pieces of conductors 1, 2, 3, 4 etc. and I II III IV etc. and consequently
insert the conductors of the trolley successively between the interrupted conductors
of each track.
II VII
The purpose of the double circuit breaker p' p p is obvious as they allow the
inclusion or exclusion from the circuit of the section of line to which the circuit
breaker belongs without interfering with all the remainder of the electric installation.
When one or more sections of the line are cut out, the circuit breaker 1 or 1"
corresponding to trolley C¹ or C³, must be closed, while the trolley is being shifted
so as to avoid the interruption of the current in passing before the sections of line
excluded from the circuit and it must be opened at the moment in which the
locomotive carried on the said trolley is to be operated.
The Figures 31, 32 and 33, represent the three positions of two locomotives which
must respectively cross a shunt of a single line with only one conductor. This
shunt requires two movable switches, each of which must be capable of having the
extremities 1 and 2 of the line mechanically connected with its extremities 3 and 5,
and 4 and 6, respectively.
The said points, 1, 2, 3, 5; 4 and 6 are electrically connected with the various
parts of a commutator which, as clearly shown in Figures 31, 32 and 33, which
illustrate three different positions of the said commutator, are so arranged that the
eurrent, in the first position, Figure 31, coming from the part of the line L, arrives
at the point 1, from where through the commutator, it goes to 5, and thence to 6,
from where again through the commutator it returns to the extreme 3 of the same
shunt, continuing its circuit through 4 and 2 in the part L, while in the
2nd position, Figure 32, in which the two locomotives are on the shunt, the current
coming from the part of the line L₁ arrives to 1, and then through the commutator,
passes to 2, and continues its circuit through the part L. In this case the two
focomotives on the shunt would be excluded from the circuit; but the figure shows
that the movement of the switches and of the commutator is not yet accomplished,
and in this starting of the shunt, the shunt itself and consequently the locomotives

page_text: are closed at short circuit; and, in the last position (Figure 33) the current coming
from the part of the line L₁, arrives through the commutator, to the extreme 3 of
the shunt, passing to the extreme 4, from where returning through the said com-
mutator, to the extreme 5, and passing through 6 and 2, it continues its circuit
through the part L².
In this position the locomotives may go, out of the shunt, each continuing
its way.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. The special arrangement of the underground circuit for a single track line, as
is shown in Figure 2, namely so arranging the single conductor as to make the
figure resulting from the road arrangement of the external rail, either by arranging
each conductor, namely that of the out-going and that of the return in a separate
conduit, or, in case of single track railways, by arranging them both in the same
conduit, constructed in middle of the track."
2. The passage of the feeding points based upon the principle of their being
normally blocked, but changing their positions passing either behind or before the
locomotive, according to the direction of its movement, when the locomotive is
about to overcome the block, and returning to be blocked as soon as the locomotive
has left the block, substantially as specified and illustrated in Figures 3, 4, 5, 6, 7, 8,
9, 10, 11, and 12, of the annexed drawings.
3. The track crossing based upon the principle that a movable piece of conductor
arranged in the centre of the crossing of the conductors, aud in such a manner as
to normally constitute a part of one of them; but blocked with relation to the
other conductor, so that should a locomotive approach on this latter in the moment
of passing beyond the block, the piece of movable conductor will act as a passage
bridge for the locomotive substantially as specified and illustrated with reference to
Figures 13, 14, 15, 16, 18, 19 and 20 and the application of this system of crossing
to a shunt arrangement substantially as specified and illustrated with reference to
Figure 17, of the annexed drawing.
4. The continuation of the electrical line over revolving platforms, for the purpose
of allowing the passage of electrical locomotives from one track to another, without
interfering with the working of the remainder of the line, in installations for
electrical traction with an underground conductor, making use of circuits and
commutators, substantially as specified and illustrated with reference to Figures 21,
22, 23, 24, 25, 26, 27, 28, and 29, of the annexed drawings.
_5. The electrical-arrangement-for-operating the locomotives in the depôts, and
especially, the continuation of the electrical underground line on the trolley, for
the movement of the electrical locomotives, substantially as specified and illustrated
with reference to Figure 30, of the annexed drawings.
6. The electrical arrangement for an electrical shunt, on a single track line with
only one conductor, substantially as specified and illustrated with reference to
Figures 31, 32 and 33, of the annexed drawings.
Dated this 1st day of April 1893.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.