Improvements in Electric Railways.
Year: 1887

page_text: Date of Application, 13th Sept., 1887
Complete Specification Left, 13th July, 1888
Complete Specification Accepted, 13th Sept., 188
PROVISIONAL SPECIFICATION.
Improvements in Electric Railways.
I, SEBASTIAN ZIANI DE FERBANTI, of 5 Stanwick Road, West Kensington, in the
County of Middlesex, Electrician, do hereby declare the nature of this invention to be
as follows:
This invention has for its object improvements in electric railways.
At a main station upon the line 1 provide a dynamo electric machine generating
alternating currents of very high tension. These currents I convey along the line for
a long distance by a conductor, preferably suspended upon posts. I divide the line of
rail which this conductor serves into comparatively short sections, say each of a mile
long, and for each of these sections I provide another insulated conductor in which by
means herein after described I maintain a comparatively low working tension.
train passing on to any section of the line closes the circuit of this low tension con-
ductor through the electro motor or motors which the train carries, and the train is
propelled.
A
The tension in the sectional conductor, which serves to supply the motors on the
trains is maintained by means of converters or induction coils. The high tension
current is allowed to pass in the primary fine winding of the converter and it develops
tension in the secondary or thick winding which is connected with the sectional con-
ductor supplying the train motors. For each sectional conductor I provide two
converters, one a small one is intended to maintain the tension whilst no train is upon
the line; the other, the large converter, is intended to supply the current for pro-
pelling the train. Through the small converter the high tension circuit is constantly
closed, but the high tension circuit is only closed through the larger converter when a
train is upon the line. Thus a waste of energy which would occur if the main con-
verter were constantly excited is avoided. The closing of the main circuit is effected
automatically by means of an electro magnet or its equivalent in the low tension
circuit of the smaller converter. When in consequence of a train passing on to the
line this circuit is closed a powerful current immediately passes; this current excites
the electro magnet which operates a switch which closes both the circuits of the main
converter.

page_text: This larger converter is of sufficient capacity to maintain the requisite tension on
the sectional conductor notwithstanding the amount of energy which is at this time
being applied to the propulsion of the train. When the train passes off the section
of the line the secondary circuit is thereby opened and as little or no current then
passes from the converters to the sectional conductor the switch is no longer retained
by the electro magnet; consequently the primary and secondary connections of the
main converter are broken. In some cases I so arrange that the train in passing on
to any section of the line mechanically closes the primary circuit of the converter.
The switch is afterwards held on by an electro magnet in the low tension circuit and
when this circuit is opened by the train passing off the line, the switch, being no
longer retained by the magnet, is opened by a spring or equivalent means.
In order to avoid injury to the converters in case a short circuit should be
accidentally established through one of the sectional conductors, I provide a fuze in
the connection between the high tension conductor and the converter; if the flow of
current to the converter becomes excessive this fuze is burnt and the circuit opened.
In order to regulate the speed of the electro motor or motors upon the train I
provide an inductive resistance in circuit with them; this resistance preferably takes
the form of a Gramme ring the winding of which is in circuit with the motor. In
connection also with this winding a circuit closer is provided of such a nature that
the driver by moving the circuit closer can include more or loss of the winding upon
the ring. In this manner the speed may be reduced without the waste of power which
would result if the regulation were effected by bringing into circuit ordinary
resistances. Where there are several electro motors upon the train I vary the speed
and power by changes, which I make in the way of coupling these motors in circuit.
For the lowest speed I place the motors all in series, and for the highest speed I place
them in parallel circuit, whilst for an intermediate speed I may where they are
sufficiently numerous, divide them into sets and connect the motors in each set in
parallel circuit, whilst the sets are coupled in series. Thus with four electro motors I
can have two sets, each containing two motors coupled parallel, whilst the sets are
connected in series.
Another method of varying the speed and power is to employ in the electro motor
an armature with several windings and when the lower powers are required a part
only of the winding is brought into circuit.
arrange the driving wheels of the locomotive on separate short axles, and I
place the armature of the electro motor between theu with its axis aligned with the
axles.
Between the axis and the axles I provide flexible couplings. In some cases I formi
the axis of the armature hollow and support it at its ends in roller bearings; the axle
of the driving wheels I pass through the axis of the armature, so that it has sufficient
play within it, and, as before, 1 connect the axle with the axis of the armature by
flexible couplings.
For the purpose of magnetising the field magnets of the motors on the locomotive
I prefer to provide secondary batteries which are charged from time to time; and the
energy stored in these batteries I also render available to drive the motors occasionally
for a short time when it is convenient for the locomotive to leave the line conductors
or in case of failure of the supply by the conductor on any section.
Dated this 13th day of September 1887.
CARPMAEL & Co.,
Agents for the Applicant.

page_text: 1, SEBASTIAN ZIANI DE FERRANTI, of 120 Fellows Road, Hampstead, in the County
of Middlesex, Electrician, 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 object of my invention is first to provide means whereby electro motors used
on electric railways may be worked advantageously by electric currents of low tension
supplied to them from an insulated conductor which is itself fed with current through
converters from an insulated conductor which conveys alternately currents of very
high tension along the line.
Hitherto this means of supplying currents of low tension although available for
working motor engines for a variety of purposes has not been rendered available for
working motor engines used on electric railways-and would be impracticable if the
converters were at all times kept supplied with high tension current owing to the loss
which must necessarily be then taking place at every converter along the line.
I remedy this by arranging that the converter used for supplying each section or
length of line with low tension current shall only be in operation at the time when a
train is passing along that section or length of line.
I arrange the mechanism in the manner illustrated in the diagram Figure 1 of the
drawings hereunto annexed.
In this diagram A is a dynamo electric machine situated at a main station upon the
line, and generating alternating currents of very high tension. B are conductors for
conveying the currents along the line for a considerable distance. Care low tension
conductors which may be the rails of the railway insulated or insulated conductors
parallel with the rails. These are divided into sections of comparatively short length
say each a mile long-two sections are shown in the diagram. D are converters or
induction coils which serve to maintain the required tension in the conductors C.
When high tension current is allowed to pass in the primary fine winding of the
converter it develops tension in the secondary or thick winding which is connected
with the sectional conductor C supplying the train motors. For each sectional
conductor C I provide two converters, one a small one E is intended to maintain the
tension whilst no train is upon the line; the other, the large converter D is intended
to supply the current for propelling the train. Through the small converter E the high
tension circuit is constantly closed, but the high tension circuit is only closed through
the larger converter D when a train is upon the line. Thus a waste of energy which
would occur if the main converter were constantly excited is avoided. The closing of
the main circuit is effected automatically by means of an electro magnet F or its
equivalent in the high or it might be in the low tension circuit of the smaller converter.
When in consequence of a train passing on to the line the low tension circuit is
completed through the train motor a powerful current immediately passes both in the
high and low circuit; this current excites the electro magnet which operates a switch G
which closes both the circuits of the main converter.

page_text: This larger converter D is of sufficient capacity to maintain the requisite tension
on the sectional conductor C notwithstanding the amount of energy which is at this
time being applied to the propulsion of the train. When the train passes off the section
of the line the secondary circuit is thereby opened and as little or no current then
passes
from the converters to the sectional conductor the switch is no longer retained
by the electro magnet F; consequently the primary and secondary connections of the
main converter D are broken.
In some cases I so arrange that the train in passing on to any section of the line
mechanically closes the primary circuit of the converter. The switch is afterwards
held on by an electro magnet in the low tension circuit and when this circuit is opened
by the train passing off the line, the switch, being no longer retained by the magnet, is
opened by a spring or equivalent means.
A diagram illustrating this arrangement is shown at Figure 2. In this diagram
B are the high tension conductors, C the low tension conductors. D the converter.
G the switch and F the electro magnet for keeping the switch closed so long as a
current is passing in the low tension circuit. His a weight for opening the switch as
soon as this circuit is broken. I a lever arm on the switch to be moved by a passing
train to close the switch. With this arrangement secondary batteries would have to
be carried upon the locomotives or trains to drive the motor of the locomotive
whenever the current through the motor has been arrested either by the stoppage of
the locomotive or train or from any other cause so as to propel the locomotive or
train until it has passed on to the next section when the motor will again receive current
from the low tension conductors.
In order to avoid injury to the converters in case a short circuit should be
accidentally established through one of the sectional conductors, I provide a fuze J in
the connection between the high tension conductor and the converter, if the
flow of current to the converter becomes excessive this fuze is burnt and the circuit
opened.
In order to regulate the speed of the electro motor or motors upon the train I provide
an inductive resistance in circuit with them; this resistance preferably takes the forin
of a Gramme ring the winding of which is in circuit with the motor. In connection
also with this winding a circuit closer is provided of such a nature that the driver by
moving the circuit closer can include more or less of the winding upon the ring. Such
an inductive resistance and circuit closer is shown in the diagram Figure 3-in it
there is a circular series of contacts in connection with the coil and an arm capable
of being turned on an axis concentric with this circle so that it may be brought
into contact with any of the contact pieces in the circle and so as illustrated by the
diagram including more or less of the winding of the ring in the circuit. Similar
inductive resistances and circuit closers have been used for other purposes so that
I make no claim to making an inductive resistance and circuit closer in the manner
shown.
By using an inductive resistance in the manner described the speed of a motor may
be reduced without the waste of power which would result if the regulation were
effected by bringing into circuit ordinary resistances. Where there are several electro
motors upon the train I may also vary the speed and power by changes, which I make
in the way of coupling these motors in circuit. For the lowest speed 1 place the
motors all in series, and for the highest speed I place them in parallel circuit, whilst
for an intermediate speed I may where they are sufficiently numerous, divide them
into sets and connect the motors in each set in parallel circuit, whilst the sets are
coupled in series. Thus with four electro motors I can have two sets, each containing
two motors coupled parallel, whilst the sets are connected in series.
Another method of varying the speed and power is to employ in the electro motor
an armature with several windings and when the lower powers are required a part only
of the winding is brought into circuit.
In the locomotive I arrange the driving wheels on separate short axles, and I
place the armature of the electro motor between them with its axis aligned with
the axles.

page_text: Between the axis and the axles I provide couplings which allow a certain amount of
movement of one out of line with the other.
Figure 4 is a transverse section of an electro motor driving a pair of driving wheels
in the above manner. A is the lower part of the frame of a locomotive or carriage,
B is the framing of an electro motor rigidly fixod thereto. CC are the driving
wheels each provided with a short axle D. EE are springs interposed between the
frame F which carries the bearings for these short axles and the body of the carriage.
G is the armature axis of the electro motor carrying an armature formed in the
manner described in the Specification of a former Patent granted to me No. 3419 in
the year 1882. HH are radial arms on its ends carrying crank pins which as shown
at Figure 5 are coupled by links I to crank pins Jon other arms K fixed to the
short axles.
In some cases I form the axis of the armature hollow and support it at its ends in
roller bearings; the axle of the driving wheels I pass through the axis of the
armature, so that it has sufficient play within it, and, as before, I connect the axle
with the axis of the armature by flexible couplings.
A transverse section of an electro-motor driving a pair of driving wheels in the
above manner is shown at Figure 6. In this figure the axle of the driving wheels is
shown to be driven through coiled springs K from the hollow axis of the armaturo
but the wheels may be driven in other ways from the armature as for example by
links in the manner shown at Figure 4 or by other well known means for transmitting
a revolving motion from one shaft to another where the shafts do not always remain
concentric one with the other.
In Figures 4 and 6 the armatures are shown as being formed in the manner
described in my former Patent above mentioned but the engine may be of other
construction.
When an alternating current is used for working the engines a synchronizing
commutator running independently may be used to make the current continuous but
if a continuous current is supplied to them from the line conductor no contrivance of
this kind is required.
Or if an alternating current is used the magnets may as described in the specifi-
cation lodged with an application for Patent No. 12418 be capable of running in the
opposite direction to the armature so that armature and magnets may always be kept
running at the same relative surface speed and one be arrested by a brake when the
other only is required to revolve or is required to revolve at a quicker speed than the
one to which the brake is applied.
In Figures 7 and 8 I have shown the motor as being formed with an ordinary drum
armature and with fixed magnets acting upon opposite sides of it.
For the purpose of magnetizing the field magnets of the motors on the locomotive
I prefer to provide secondary batteries which are charged from time to time; and the
energy stored in these batteries I also render available to drive the motors occasionally
for a short time when it is convenient for the locomotive to leave the line conductors
or in case of failure of the supply by the conductor on any section.
The current for charging these batteries may be obtained from a small dynamo
mounted on the locomotive and driven whenever required by an alternate current
motor driven in unison with the alternations in the alternate current in the low tension
circuit used for driving the locomotive or the batteries might be charged from time
to time when the locomotive is not running.
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. An electric railway with conductors for conveying current to the motor loco-
motives in short sections fed with current of comparatively low tension from a high
tension alternating circuit through converters or induction coils which are only
brought into action at the time when a motor locomotive is on the section of line
which they have to feed.

page_text: 2. An electric railway with conductors for conveying current to the motor loco-
motives in short sections each fed with current of comparatively low tension from a
high tension alternating circuit through two or more converters one a small one
constantly acting to maintain the required tension in the conductor the other or others
of large dimensions brought into action by the increase of current passing through
the small one when a locomotive comes on to that section of the line.
3. An electric locomotive engine with the dynamo electric machine placed between
the driving wheels of the locomotive and with the armature concentric with the axle
or axles of the wheels and coupled to them by a connection which allows the body of
the locomotive together with the dynamo which it carries and which are supported
upon springs to play up and down freely.
4. An electric locomotive engine with the dynamo electric machine placed between
the driving wheels of the locomotive and with the driving wheels on short axles each
driven from the armature axis by couplings which allow of a certain amount of
movement of the axles out of line with the armature axis.
5. An electric locomotive engine with the dynamo electric machine placed between
the driving wheels of the locomotive and with the driving wheels on an axle which
passes through a hollow formed through the centre of the armature and driven from
it by couplings which allow of a certain amount of movement of the axle away from
the central line of the hollow armature axis.
6. An electric locomotive engine with the dynamo electric machine placed between
the driving wheels of the locomotive and formed with a hollow cylindrical armature
supported on anti friction rollers.
7. In electric locomotives worked with alternating currents the employment of
secondary batteries to magnetize the field magnets of the motor engine and to drive
the engine for a short time when it cannot be supplied with alternating current.
Dated this 13th day of July 1888.