IMPROVEMENTS IN APPARATUS FOR LIGHTING RAILWAY CARRIAGES BY ELECTRICITY
Year: 1885

page_text: [Communicated from abroad by the Maschinenfabrik Esslingen, of Esslingen, and
the Electrotechnische Fabrik Cannstatt, of Cunnstatt, through their Agents,
Wirth and Company, of Frankfort on the Main, all in the Empire of
Germany.]
by Electricity.
I, ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of the said Invention for IMPROVEMENTS IN
APPARATUS FOR LIGHTING RAILWAY CARRIAGES BY ELECTRICITY a communication
to me from abroad by the Maschinenfabrik Esslingen, of Esslingen and the Electro-
technische Fabrik Cannstatt, of Canustatt, through their agents Wirth and
Company, of Frankfort on the Main, all in the Empire of Germany to be as
follows:-
This Invention has for its object the lighting of railway trains or single
carriages whether travelling or stationary by the incandescent electric light, one
or more dynamo-electric machines and one or more accumulators being employed.
In order to obtain a reliable and regular lighting of the train when the motive
power is derived from the wheel axle the following conditions are essential.
1. A constant velocity of rotation of the dynamo independent of the travelling
speed of the train.
2. The revolution of the dynamo continuously in the same direction whichever
way the train may be travelling, as well as the absolute stoppage of the armature
when the carriages recoil upon releasing the brake after the train has come to
a standstill.
3. The automatic and instantaneous action of the switch in order to avoid a mid-
position of the latter which would cause the extinction of the lamps.
4. The guarding against functional derangement of the mechanism during the
journey.
5. Sufficient working power of the accumulators to be obtained by storing
whilst lighting and prevention of the falling off of the coating of the electrodes by
the jolting of the carriage.

page_text: Reference is to be had to the accompanying drawings forming part of the
specification wherein Figures 1 to 5 illustrate the general arrangement in the car-
riage, Figure 1 being a longitudinal section, Figure 2 a cross section and Figure 3
a part longitudinal section of the left end of the carriage looking towards the
opposite side to Figure 1. Figure 4 a plan of the under framing and gear and
Figure 5 a cross section showing the position of the belt guide and automatic
instantaneous switch when the accumulators are in work.
B is a coue pulley on the wheel axle and D a similar but opposite pulley, the
two being geared together by a belt C provided with tension devices E.
When travelling, motion is communicated from the shaft of pulley D by an
automatic reversing gear F to the band pulleys G and thence by belts to the
dynamo M and the governor R.
The dynamo is connected by wire conductors to an instantaneous switch U,
a hand switch K, a variable wire or band resistance W, a secondary battery A and
the lamps L in the carriage or distributed throughout the train, and transmits the
current generated by the revolution of the armature according to the travelling
speed of the train;-(a) in day time either through the resistance W only or
through the accumulators A switched to parallel series (b) at night either through
the resistance W alone or through the accumulators A on parallel series, and the
lamps L, the switching being effected either way by day or night when the travel-
ling speed of the train exceeds or falls short of a certain point (say 30 Kilometres
per hour or any other given speed) and is effected instantaneously by the automatic
switch.
The automatic switch U effects the connection of the accumulators with the
lamps when the travelling speed is below the given point and during the stoppage
of the train at night.
The switching and course of the current are illustrated in Figures 6 to 9. The
hand switch K (Figure 10) occupies a particular position during the day journey,
one for the night journey and another for interrupting the current.
Iu Figure 11 c is a governor rotating on shaft d and loaded with a spiral
spring and connected by rod g with a collar h by which the spring is compressed
more or less according to the position of the governor, the motion of the collar
being transmitted by levers k¹ and sliding frame to the outer cones m, m³, of
the two friction couplings, m, n, m³, n¹, the one or other of which is in gear
according to the position of the governor c, the inner cone n n' being geared by
bevel gear with shaft r which is thereby rotated to left or right according as the
one or other coupling is in gear.
A worm p on shaft r gears with a worm wheel q riding on a screw 8 which is
shifted to the left or right whereby the lever arrangement u connected with the
screw ensures on the one hand the more constant working of the governor and on 4
the other disengages the friction canes mum' and stops the shaft r. The further
effect of this lever arrangement u is that the friction cones m m¹ are only brought
into gear by variations of speed and at a uniform speed their action at once ceases.
The other lever arrangement connected to screw 8 acts on the speed indicator v.
The shaft r is geared by wheels w shaft r¹ and bevel gear xx¹ with the traversing 4
screw shaft y of the belt guide which regulates the position of the belt Č
(Figure 4) on the cone pulleys B. D, in such manner that when the travelling speed
of the carriage varies, the pulley D and consequently the dynamo M and governor R
rotate at a constant velocity. The belt guide is coupled by cross chains running
over sheaves with a second belt guide near pulley B and moving in the same 5
direction as the first to ensure a uniform shifting of the belt.
Figures 12 and 13 illustrate the automatic instantaneous switch U. The belt
guide carries a lug a¹ which (when the belt guide arrives at the right hand end
of the screw in Figure 12) engages in a notch d in the bell crank lever 61 62
turns the latter a certain distance and by passing under the prolongation B retains 5
the lever in the dotted position. By this movement of the lever 6² 6ª the spring
box ƒ¹ on the rod ɗ is pushed up and the spring compressed. The upward motion

page_text: of rod d is prevented so long as the catch v remains engaged with pin which is
only released by the side motion of the rod & owing to the angular motion of the
lever arm 63 whereupon the rod d¹ is thrown suddenly upwards by the spring in
box f¹.
By this motion of rod & the switch slide u is also instantaneously thrown up
and the brushes B₁ and copper plates P¹ connected with the dynamo or accumulator
by means of conducting wires assume a relative position corresponding to the
intended connection of the dynamo M accumulator A resistance W and lamps. On
the return motion of the belt guide the opposite action takes place.
In order to prevent the danger of reversing the polarity of the dynamo by the
accumulator and the burning up or extinction of the lamps resulting from any
functional derangement of the parts (slipping of the belts, loosening of the binding
screws &) a special safety apparatus shown in figure 13 is combined with the
switch. It consists of an electro magnet g¹ whose armature h¹ is connected by
rod with a lever in position to act on a catch which connects rod d¹ with
a tube fitting on rod and attached to u¹, the catch being pivoted on ₫ and
engaging with a stud on ". When the current of the dynamo becomes weakened
through one of the above mentioned causes and is neutralised by the opposito
current of the dynamo, the magnet g¹ lets drop the armature whereby the
catch is disengaged, thus disconnecting rod d from tube ll whereupon the
weight P quickly throws up the tube and switch slide u and the current is
thereby switched in such a manner that the dynamo is cut out of the circuit of
the accumulator and lamps and into the resistance circuit whilst the accumulator
is connected in tension and supplies the lamps. The safety apparatus is connected
with an electric bell whereby the switching is immediately indicated.
The reversing gear shown in figure 14 and at F in figure 4 consists of a pair of
bevel wheels R R fast on a common sleeve H₁ provided with female screws
working upon screws S₁ S" on shaft T, the ends of the sleeve and shoulders G' Gu
on the shaft having clutches respectively adapted to carry the sleeve round with
the shaft in one or other direction according to which of the two is in gear. When
the rotation of shaft T is reversed it turns loose for about ths of a revolution
in the sleeve which is thus caused to traverse along the screws until the one clutch
is disengaged and the other engaged. The wheels R¹ R" are at such a distance
apart that by this motion of the sleeve the one will be disengaged from and the
other thrown into gear with the bevel wheel R¹ between them on shaft G which
by this means is always rotated in the same direction. By this means the slightest
reverse motion of the gear and dynamo is prevented.
Figure 15 illustrates the accumulators constructed of perforated lead plates
coated with a mixture of equal parts of red lead and powdered wood charcoal, an
envelope of cotton wool cotton fabric or similar textile material which is secured
by sewing through the perforations on the plates whereby the falling off caused by
the jolting of the carriage of the coating and of the peroxide of lead produced
by the charging, is effectually prevented.

page_text: COMPLETE SPECIFICATION.
Improvements in Apparatus for Lighting Railway Carriages
by Electricity.
I, ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of this Invention (a communication to me
from abroad by the Maschinenfabrik Esslingen of Esslingen and the Electro-
technische Fabrik Cannstatt of Cannstatt through their agents Wirth and
Company of Frankfort on the Main all in the Empire of Germany 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 for its object the lighting of railway trains or single carriages
whether travelling or stationary by the incandescent electric light; one or more
dynamo-electric machines, and one or more accumulators being employed.
In order to obtain a reliable and regular lighting of the train when the motive
power is derived from the wheel axle, the following conditions are essential :-
1. A constant velocity of rotation of the dynamo notwithstanding variations in
the travelling speed of the train, so long as it exceeds a given speed at which the
Bwitching is effected.
2. The revolution of the dynamo continuously in the same direction whichever
way the train may be travelling as well as the absolute stoppage of the armature
when the carriages recoil upon releasing the brake after the train has come to a
standstill.
3. The automatic and instantaneous action of the switch in order to avoid a
midposition of the latter, which would cause the extinction of the lamps.
4. The guarding against functional derangement of the mechanism during the
journey.
Reference is to be had to the accompanying drawings forming part of this
specification wherein Figures 1 to 5 illustrate the general arrangement in the
carriage, Figure 1 being a longitudinal section, Figure 2 a cross section and figure 3
a part longitudinal section of the left end of the carriage looking towards the
opposite side to Figure 1. Figure 4 a plan of the under framing and gear, and
Figure 5 a. cross section showing the position of the belt guide and automatic
instantaneous switch when the accumulators are in work.
B is a cone pulley on the wheel axle and D a similar but opposite pulley, the
two being geared together by a belt C provided with tension devices E.
When travelling, motion is communicated from the shaft of pulley D by an
automatic reversing gear F to the band pulleys G and thence by belts to the
dynamo M and the governor R.
The dynamo is connected by wire conductors to an instantaneous switch U, a
hand switch K, a variable wire or band resistance W, a secondary battery A, and
the lamps L in the carriage or distributed throughout the train and transmits
the current generated by the revolution of the armature according to the travel-
ling speed of the train; (a) in day time either through the resistance W only or
.

page_text: through the accumulators A switched to parallel (b) at night either through the
resistance W alone or through the accumulators A in parallel and the lamps L, the
switching being effected either way by day or night when the travelling speed of
the train exceeds or falls short of a certain point (say 30 kilometers per hour ог
any other given speed) and is effected instantaneously by the automatic switch.
At night, the automatic switch U effects the connection of the accumulators with
the lamps when the travelling speed is below the given point and during the
stoppage of the train.
The switching and course of the current are illustrated in Figures 6 to 9. The
hand switch K (Figure 10) occupies a particular position during the day journey,
one for the night journey and another for interrupting the current.
In figure 11 c is a governor rotating on shaft and loaded with a spiral spring f
and connected by rod g with a collar h by which the spring is compressed more or
less according to the position of the governor, the notion of the collar being
transmitted by levers . and sliding frame to the outer cones m, m³, of the
two friction couplings m, n. m³, n¹, the one or other of which is in gear according
to the position of the governor c, the inner cone n, n¹, being geared by bevel gear
with shaft which is thereby rotated to left or right, according as the one or other
coupling is in gear.
A worm p on shaft r gears with a worm wheel q riding on a screws which is
shifted to the left or right, whereby the lever arrangement u connected with the
screw ensures on the one hand the more constant working of the governor, and on
the other disengages the friction cones m, m¹ and stops the shaft r.
The further effect of this lever arrangement u is that the friction cones m, m³,
are only brought into gear by variations of speed and at a uniform speed their
action at once ceases. The other lever arrangement connected to screw s acts on
the speed indicator v.
The shalt is geared by wheels w shaft 1 and bevel gear x, c', with the
traversing screw shaft of the belt guide which regulates the position of
the belt C (Figure 4) on the cone pulleys B, D, in such manner that when
the travelling speed of the carriage varies, the pulley D and consequently the
dynamo M and governor R rotate at a constant velocity. The belt guide is
coupled by cross chains running over sheaves with a second belt guide near
pulley B and moving in the same direction as the first to ensure a uniform shifting
of the belt Figures 12 and 13 illustrate the automatic instantaneous switch U.
The belt guide 2. carries a lug a' which (when the belt guide arrives at the right
band end of the screw y in Figure 12) engages in a notch a in the bell crank
lever 6, 62, turns the latter a certain distance and by passing under the pro-
longation retains the lever in the dotted position. By this movement of the
lever bb, the spring box f¹ on the rod is pushed up and the spring compressed.
The upward motion of rod d' is prevented so long as the catch & remains engaged
with pin & which is only released by the side motion of the rod d¹ owing to the
angular motion of the lever arm 62, whereupon the rod d¹ is thrown suddenly
upwards by the spring in box f¹.
By this motion of rod d' the switch slide u is also instantaneously thrown up
and the brushes and copper plates connected with the dynamo or accumulator by
means of conducting wires assume a relative position corresponding to the intended
connection of the dynamo M, accumulator A, resistance W and lamps. On the
return motion of the belt guidez, the opposite action takes place.
In order to prevent the danger of reversing the polarity of the dynamo by the
accumulator and the burning up or extinction of the lamps, resulting from any
functional derangement of the parts (slipping of the belts, loosening of the binding
screws, &c) a special safety apparatus shown in figure 13 is combined with the
switch. It consists of an electro-magnet g¹ whose armature h¹ is connected by
rod with a lever l' in position to act on a catch k¹ which connects rod d¹ with a
a tube t¹ fitting on rod and attached to u³, the catch being pivoted on d¹ and
engaging with a stud on ¹. When the current of the dynamo becomes weakened

page_text: through one of the above mentioned causes and is neutralised by the opposite
current of the accumulator, the magnet g¹ lets drop the armature h¹ whereby the
catch is disengaged, thus disconnecting rod d from tube r¹, whereupon the
weight P quickly throws up the tube r¹ and switch slide u¹¹ and the current is
thereby switched in such a manner that the dynamo is cut out of the circuit of the
accumulator and lamps and into the resistance circuit, whilst the accumulator is
connected in tension and supplies the lamps. The safety apparatus is connected
with an electric bell whereby the switching is immediately indicated.
The reversing gear shown in figure 14 and at F in figure 4 consists of a pair of
bevel wheels R, R fast on a common sleeve H' provided with female screws
working upon screws S¹ S2 on shaft T, the ends of the sleeve and the shoulders
G G on the shaft having clutches respectively adapted to carry the sleeve round
with the shaft in one or other direction, according to which of the two is in gear.
When the rotation of shaft T is reversed, it turns loose for about ths of a revolution
in the sleeve which is thus caused to traverse along the screws until the one clutch
is disengaged and the other engaged. The wheels R R are at such a distance
apart that by this motion of the sleeve, the one will be disengaged from, and the
other thrown into gear with the bevel wheel RI between them on shaft G, which
by this means is always rotated in the same direction. By this means the slightest
reverse motion of the gear and dynamo is prevented.
Having now particularly described and ascertained .the nature of the said
invention and in what manner the same is to be performed I declare that what
I claim is
1. The combination of the governor mechanism herein described and represented
in figures 11 and 12 with the dynamo used for the electric lighting of trains for the
purpose of ensuring a uniform velocity of the dynamo and therefore a constant
electro-motive force.
2. The employment of the automatic instantaneous switch herein described and
represented in figures 12 and 13.
3. The safety apparatus herein described and represented in figure 13 for
preventing derangement of the electric lighting apparatus in consequence of
imperfect working of the dynamo, breaking or slipping of the belt, loosening of
the binding screws, or failure of the governor.
4. The reversing gear herein described and represented in figures 4 and 14 in
combination with the mechanism for driving the dynamo, whereby the direction of
rotation of the dynamo and governor remains unaltered notwithstanding a change
of travelling direction of the train.