IMPROVEMENTS IN THE APPLICATION OF ELECTRICITY TO VEHICLES ON TRAM AND RAILWAYS AND IN THE APPARATUS FOR EFFECTING THE SAME
Year: 1886

page_text: Date of Application, 15th July, 1886
Complete Left, 15th Apr., 1887
Complete Accepted, 15th Oct., 1887
4343L
and Railways and in the Apparatus for Effecting the same.
I, FRANK WYNNE of 7 Carteret Street in the City of Westminster, a Civil
Engineer, do hereby declare the nature of my invention for IMPROVEMENTS IN THE
APPLICATION OF ELECTRICITY TO VEHICLES ON TRAM AND RAILWAYS AND IN THE
APPARATUS FOR EFFECTING THE SAME, to be as follows:-
It relates to improvements in the method of applying electrical currents generated
by any suitable means to the propulsion of vehicles.
66
In carrying out these improvements I lay or construct a covered way channel or
pipe (hereinafter called a channel") parallel to and generally in the roadway
conveniently near to the line of rails on which the vehicle (hereinafter called "tram-
car") runs which is to be propelled.
In this channel I lay a bare metallic conductor or conductors (hereinafter called
"conductor" or for distinction "positive conductor") which I carry on suitable
insulating supports and connect one end to one of the Poles of a stationary producer
of electricity (hereinafter called " producer ") so that it is suitably electrically
insulated.
I arrange in this channel a number of insulated metallic Studs (hereinafter called
"Studs") whose ends project into the channel while their other ends are exposed in
the roadway.
I arrange for the passage through and along this channel of a suitable carrier or
contact maker, (hereinafter called "carrier ") such as is referred to by me and described
by me in my patent No. 1791 of 1883, so arranged as at any time in its passage along
the channel to make contact between the conductor and a convenient number of the
Studs.
This carrier I prefer to carry on a rail or rails suitably arranged in the channel,
and I sometimes arrange that the positive conductor shall form the rail or rails, and
in those cases in which the electrical circuit is made, as it may be, through and by
means of an insulated return conductor (hereinafter called "negative conductor ") also

page_text: placed in the channel, this negative conductor may serve as a rail for the carrier but
in this case the wheels of the carrier which roll on the positive and negative conductors
respectively must be suitable electrically insulated from one another.
The tramcar carries a suitable motor and a metallic brush or chain or other suitable
sliding or rolling contact maker connected with the motor and hereinafter called
"motor contact," or for distinction "positive motor contact," making contact with
the Studs in the roadway.
But to
The carrier is moved by an electrical motor which is part of it, and which is actuated
by the same current or part of the same current as is supplied through it to the tram-
car, that is by the electrical contacts which are progressively made by it between the
conductor and the studs inside the channel. The current supplied to these studs is
carried to the tramcar by the motor contact, and from these through an earth return,
or where an insulated return wire is used by another motor contact which may be
called negative motor contact to other Studs and thence by suitable carrier contacts
to a negative conductor, and the circuit is completed back to the Producer:
follow the modus operandi of the arrangements it is sufficient to take the circuit as
completed by an earth return from the tramcar motor to the producer. It is then
evident that commencing with a circuit so formed, and assuming the parts, weights,
direction of movement and power of the tramcar and its motor, and of the carrier and
its motor suitably proportioned, that the two may be made to move in synchronism,
but that if this synchronism is broken unless sufficient margin is allowed for temporary
differences in their motions, the circuit may be broken, by the Studs, which are placed
in electrical communication by the carrier, with the conductors, being other than those
which are connected by the motor contact with the motor, in which case both carrier
and tramcar will cease to be driven.
A considerable allowance or margin for temporary difference in the motion of the
two can be conveniently arranged by increasing within reasonable limits the number
of Studs embraced by the motor contact, and this is generally the most convenient
method, or by making the carrier contact with the studs embrace an increased number of
these, but it is in the detailed construction of the carrier and the arrangement of its
parts and contacts that I have mainly sought for and found a method of securing the
necessary degree of synchronism between tramcar and carrier for practical working.
In carrying this part of my invention into effect I prefer to wind the field magnet
of the carrier motor with separate windings and so arrange the contacts and connections
on the carrier that while the direction of the current through its armature is the same
in whichever direction it may revolve, the direction of the current round its field
magnet may change and by such change cause change of polarity in the magnet and
of direction of rotation of armature, and so arrange these that when the carrier in its
forward or normal direction of rotation tends to outstrip the tramcar, its direction of
rotation may be reversed; for this purpose I provide at least two sets of contacts on the
carrier between the conductor and the Studs. These contacts I prefer to make of
such a length as to embrace two studs, and such a distance apart as is either a little
greater or a little less than the distance occupied by the studs which are embraced by
the motor contact; in the latter case, and with the carrier in a mean position, that is
when both its contacts are in circuit it has its field magnets excited by the difference
between the field magnet windings, which may be made to neutralize each other. In
other positions when its forward contact is alone in circuit the armature has forward
rotation; when its rear contact is alone in circuit the armature of carrier has back-
ward rotation. I thus obtain a carrier which with only one motor is reversible. I
sometimes obtain the same effect by providing two windings on the armature, and
contacts by which either are placed in the circuit, and a single winding for the field
magnet, and instead of providing for separate windings on one magnet I may carry
this out on separate magnets.
I sometime introduce still further refinements into the means and method I employ
for regulating the relative positions of the carrier and tramcar, by proportioning the
resistance of different parts of the motor contact,-as for instance by making the
resistance between its pole and the contact to the forward studs somewhat greater than

page_text: the resistance between its pole and the contact to the rear Studs, and I sometimes
provide for altering these resistances which are carried on the tramcar by hand, and
I sometimes arrange that the position of the carrier relatively to the tramcar may at
any time be indicated by introducing suitable indicating instruments, such as magnetic
needle instruments or electric bells in the connection between the tramcar motor and
the Studs.
In one form of tramcar propulsion by electricity in which the motors on separate
tramcars are in series with each other, I lay the conductors in the channel in strips
of a convenient length which overlap while insulated from each other, to half their
length, these strips alternating at or about the middle of their length from side to side
of channel so that a section of the channel at any place (except immediately at one
side or the other of the place where a strip crosses the channel) exhibits two conductors,
the one on the one side being positive and that on the other side negative, the connection
between the successive overlapping strips, by means of which they are made a continuous
conductor being made through a motor on a tramcar, or failing this by an automatic
connection, acting somewhat similarly to a Brush lamp cut out.
The length of such a conducting strip at any part of a line is about twice the distance
at which the tramcars are required to ply from one another, and in a line provided with
crossings, and in which the tramcars ply in opposite directions, this length is somewhat
more than the distance of the crossings.
As regards the channel, I prefer to make this an iron pipe of conveniently shaped
section, and to fix the studs which may also be of iron or iron tipped with copper in
insulating bushes in the crown of the pipes; and I find it convenient sometimes to
make such pipes with removeable covers for greater convenience, in case of a possible
breakdown, in obtaining access to and removing a damaged carrier, and in this case
I prefer to insert the studs, insulated as before, in the covers. I join up the pipes end
to end with sockets or flanges like gas or water pipes, and the covers I also arrange to
keep out the water and mud, and I find it convenient when the covers are permanently
fixed to cover the whole with a layer of asphalte or cement, which holds the whole
together and inakes everything tight in a satisfactory manner, and I let the Studs
appear through the asphalt and preferably depass its surface, thus not only securing
better contact but also affording a safer foothold for the ordinary street traffic, it
not being necessary to place them in an exact line or row but slightly zig zag if
convenient.
When placing such pipes between the rails of a tramway instead of taking the tie
rods of the permanent way over or under them, I prefer to attach such tie rods to lugs.
on either side of pipe.
Where passing a bridge or elsewhere where it may be inconvenient to lay the pipe
in the road way I arrange to carry a conveniently covered channel outside the road or
under the footpath, and in such a case I make electrical connection from the Studs in
the channel to what I prefer to call dummy studs in roadway by means of short lengths
of suitably laid and insulated conductor.
In carrying out part of my invention which relates to the mechanical construction
and arrangement of the parts of the carrier, I mount a drum or ring armature whose
length is great in proportion to its diameter, on a shaft whose axis is parallel to that
of the channel and at right angles to that of the carrying wheels. This shaft I support
at one or either end in a bearing, the metal of which is shaped somewhat like the
trunnion forging of a gun, the bearing in which the shaft runs, answering to that part
of the trunnion forging which embraces the gun, and the wheels running loose on the
parts which answer to the trunnions proper-and on one or more of the wheels I mount
a mitre wheel, which gears into a corresponding mitre wheel fixed to the shaft.

page_text: 00
and Railways and in the Apparatus for Effecting the same.
I, FRANK WYNNE, of 7, Carteret Street, in the City of Westminster, Civil
Engineer, 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:-
are
This invention has reference to improvements in the application of electricity to
propel vehicles on tram and railways according to the mode or method in which the
electricity is derived from a producer or reservoir of electricity, and there
employed a covered channel containing a bare main conductor of electricity (with or
without a special return in the channel,) and a series of insulated contact surfaces
exposed in the said channel and connected electrically to a series of insulated contacts
exposed in the road upon which the car or vehicle to be propelled travels. And in
order that the nature of my invention and the manner in which it can be conveniently
carried into practical effect may be readily, clearly, and fully understood, I append
five sheets of illustrative drawings, with the aid of which I proceed to describe my
improvements.
Referring to these drawings,
Fig. 1 shows partly in side elevation, partly in longitudinal section, and partly
in transverse section, electric tramways with electrically propelled vehicles thereon,
embodying my improvements.
Fig. 2 is a section on the line A, B, Fig. 1; the lower channel of Fig. 1 is shown i
in elevation crossing the upper one the vehicles are shown with a metallic contact
brush.
Fig. 3 is a transverse section illustrating the construction of the closed channel
with conductors and one row of electrically insulated metallic contacts whose upper
ends are exposed in the roadway; it also illustrates the adjacent part of the roadway,
with means for tying the tramrails together through the channel.
Fig. 4 is a plan or top view; and
Fig. 5 is a longitudinal vertical section of the channel.
Figs. 6 and 7 are respectively a transverse section and a plan or top view showing
a channel provided with two rows of metallic contacts. Figs. 8 and 9 are respectively
a transverse section and a longitudinal vertical section illustrating a modified
construction of the closed channel with main conductor and metallic contacts whose
upper ends are exposed in the roadway shown paved with blocks of wood.
Fig. 9 shows in plan a piece of roadway with such an arrangement of contacts.
Figs. 10 and 10 are similar views to Figs. 9 and 10 illustrating a modification.
Figs. 11, 11ª, and Figs. 12, 12*, are also similar views to Figs. 9 and 10, illustrating
two further modifications.

page_text: Figs. 13 and 14 illustrate a modiñed arrangement of contacts in a roadway suit-
able for use in cases where the wheels of the car or vehicle are not flanged.
Fig. 15 is a side elevation, and Fig. 16 a transverse section on the line C, D, of
Fig. 15 illustrating an electrically propelled contact making device hereinafter called
a carrier. Fig. 17 shows the carrier in plan or top view partly in section, the
separate windings on the field magnet being shown diagrammatically.
Figs. 18, 19, 20, 21, 22, 23, 24, and 25 are diagrammatic views illustrating various
modifications and arrangements of the electrical propelling apparatus of the car or
vehicle and carrier whereby the motion of the carrier is regulated and controlled. In
these views the winding of the fields on the car motor is not indicated and the armature
is indicated diagrammatically.
Fig. 26 is a diagrammatic view of an arrangement in which the electric current
from the conductor in the channel is used to excite electro-magnet on the vehicle and
carrier which interact directly on each other through the studs or contacts.
Figs. 27 and 28 are diagrammatic views illustrating an arrangement of the main
conductor, employed when the motors of several cars or vehicles are worked in
series.
The several figures are drawn to various scales.
Referring to Figs. 1 to 5 inclusive, 1 is a car or vehicle, hereinafter called a
vehicle, which may be of any suitable construction, and, in the example shown, is
arranged to travel on rails. 2 is an electric motor, hereinafter called a car motor,
which may be of any suitable kind, as well understood, for propelling the vehicle
through suitable gear when the motor is in circuit. 3 is a channel made by preference
of cast or wrought iron in lengths with a metal cover 4. This cover may be removable
as shown in Figs. 3, 4, 5, or be formed in one with the channel. In Figs. 1 and 2
both arrangements of cover are shown. The cover 4 has fixed in it contacts 5 made
in the form of studs or rivets, with suitably shaped heads, passed through the
cover at frequent intervals apart. The studs are insulated from the cover by bushes
and strips 6 of suitable material such as wood. 7, 7, are the parts of the contacts
exposed in the roadway. At the right hand side of Fig. 1, and in Figs. 3, 4, and 5,
these parts 7 are in the form of rivet or bolt heads, whilst at the left hand side of
Fig. 1, and in Fig. 2, the parts 7 are in the form of transverse plates connected to the
channel contacts 5 in a manner hereinafter described. 8, 8, are the parts of the con-
tacts exposed within the channel 3. These contacts exposed in the road may be
constructed in a variety of forms so long as they are made short, and frequent in the
direction of the length of the road on which the car or vehicle is to be propelled. This
is essential as will be explained hereinafter, it is through these contacts, exposed in
the road, that the electrical circuit-and, in some forms of my invention, the magnetic
circuit as well has to be completed, so that the current conducted from the conductor
in the closed channel through the carrier to the underside of the contacts in the closed
channel may be brought to the surface of the road so as to be available to work the
motor of the vehicle to be propelled. But as will be evident, it is necessary that
the ordinary traffic of the street should be practically protected from contact with the
electrically charged metallic contact pieces exposed in the roadway, and this may be
effected according to my invention by so arranging the contacts that those that are
electrically charged may for the time being be situate under (i.e. covered by) the car
or vehicle, or practically so. It is desirable not to permit the charging with electricity
of any contact, if not actually covered or adequately protected by the vicinity of the
car, as will be evident, if the condition of, (for example), a tram car, standing in a
crowded thoroughfare, be taken into consideration. Therefore it is that I prefer to so
arrange my contacts (however constructed) that the number of electrically charged
contact pieces for the time being shall be such that they may be all under the car or
vehicle so as to be efficiently and practically protected by it, though in some cases,
during the working, one or more of the charged contacts may be exposed at either
end of the car. 9, 9, are bare main insulated conductors of electricity, but one of
them say 9-may be used as the return conductor when a special metallic return is
employed as shown in the diagrammatic views, Figs. 20, 22, 23 and 24. Where metal

page_text: rails in the roadway are not used as the return conductor to complete the circuit, the
return conductor may be in the channel as illustrated in the said diagrammatic views
or the channel itself, if electrically connected up, may under certain circumstances be
employed as the return conductor. 10, 10, are sleepers or supports of non-conducting
material (they may be of wood or be stoneware tiles) secured to the bottom of the
channel at intervals; they support the conductors 9 and 9. 11 is an electrically
propelled carrier or contact inaker (hereinafter described) that travels on the con-
ductors 9 and 9" which serve as rails therefor; its sliding or rolling contacts bear
against the parts 8 exposed in the channel 3. The vehicle travels on rails or otherwise
on the road above, and its rolling or sliding contact 12 (which in the example illus-
trated is in the form of a chain with the links electrically connected by flexible
conductors) travels in contact with the contact surfaces 7 of the contacts 5 exposed in
the road.
13 is a corrugated strip of metal electrically connected at its lower bends with the
separate links of the chain to ensure good electrical connection between the links of the
latter and prevent sparking at the joints, and at its upper part with the car motor 2;
it also serves to keep the chain 12 in close elastic contact with the parts 7 of the
contacts 5. Other forms of car contacts such as metal brushes may, however, be used
if desired. Also the carrier may be arranged to run on other rails than those serving
as the main conductor. 14 is a rotary brush carried by the vehicle; it is so mounted and
arranged that when the vehicle is in motion it is rotated and brushes the surface of the
parts 7 or road contacts transversely, thereby cleaning them and enabling good contact to
be obtained between such contacts and the car contact 12. In some cases, however, this
rotary brush may be dispensed with. Where two lines of tramway cross each other, one of
the two channels 3 may either cross each other on a level; or as shewn in figures 1
and 2 one may dip below the other and then rise to its normal level. Where the normal
level for the top of a channel is in the roadway or near it, as shown at the right hand
side of Fig. 1, such channel in most practical cases must so dip to pass clear of the
rails of another line at a crossing therewith as shown at the left hand side of the same
figure. Where the brush or car contact from a vehicle on one line of tramway crosses
the rails of another line, if an earth return be used, that part of the tramrail with
which the car contact comes into contact should be insulated.
15, 15, (Fig. 3) are tie rods by which the tramrails may be tied across through the
channel 3. 16 is a syphon pipe shown in dotted lines in communication with a drain
whereby the channel 3 may be drained of water that may gain access thereto.
In the modification shown in Figs. 6 and 7 the channel 3 is provided with two rows
of contacts 5, the parts 7 of which may be arranged side by side as shown, or be
arranged alternately. Each row of road contacts in either arrangement may be
arranged in a straight line or in a zig-zag line. In each arrangement the removable
cover 4 is shown held in place by a strap 17 and screws 18 as shown. The strap also
serves to close the joint between two adjacent lengths of channel pipe.
In the modification illustrated in Figs. 8, 9, and 9, which is suitable for a road
paved with blocks of wood 19, the channel 3 is shown as made without a removable
cover, in lengths of pipe of suitable material such as cast iron. The lengths of pipe
are placed with their ends abutting against one another, and are secured together by
strap clips 20. With this arrangement as well as with that illustrated in the
preceding figures, one length of pipe may be readily removed without disturbing its
neighbours. 3* is a hand hole in the channel 3 for gaining access to the interior of
the channel when desired, as for instance for making the joints between adjacent
lengths of conductors 9 and 9ª; it is formed by removing parts of the adjacent
ends of two lengths of pipe, and is normally closed by one of the strap-clips 20 as
shown. Or the necessary opening may be provided by leaving the lengths of pipe a
short distance apart, and closed by a ring or straps forming a sleeve joint. The contacts
shown in this modification comprise bolts 5, with T heads 8, which constitute the
contacts exposed in the channel, and plates 7 of metal placed transversely of the road
with exposed upper edges and electrically connected by metallic strips 5*, which
are preferably made elastic, with the bolts 5. 6, 6, is insulating material as before.

page_text: ovement to fasten the plates to the paving setts by means of
.
trenails 21 as shown.
In Figs. 10 and 10ª the metallic strips 5ª are connected to the metal plates 7 by
screws 5 inserted from above and preferably countersunk.
In the modification shown in Figs. 11 and 11ª, the top of the channel 3 is closed by
wood blocks 19. The transverse plate road contacts 7, and the angle-iron channel
contacts 5 are respectively attached to the wood blocks by trenails, and to each other
in pairs as shown by strips of metal 5° preferably of copper.
In the modification Figs. 12 and 12" a convenient construction analogous to that of
Figs. 11 and 11" is shown, in connection with wedge shaped wood pavement blocks.
With the construction shown it is evident that by removing the blocks 19* the other
intervening blocks 19 which hold the road and channel contacts, may also be separately
removed.
In the modification illustrated in Figs. 13 and 14, in lieu of the contact plates 7
arranged with their edges upward there are substituted plates of T section arranged
transversely of the roadway, and are shown as having their upper surfaces, which form
the pavement of the road, suitably scored to assist the foothold. This modification is
particularly applicable where the vehicle is to run on the road without rails and
flanged wheels, and the contacts being long and placed transverse to the road will
permit of considerable lateral play of the rolling or sliding contact carried by the
vehicle. The channel 3 may be tightly closed, and a current or plenum of drying
air or gas be maintained therein, the tendency of which is to dry up rather than to
deposit moisture. By this means good electrical insulation and clean contact surfaces
in the channel are ensured.
In the arrangement of electrically propelled reversible carrier represented in
Figs. 1, 15, 16, 17, and diagrammatically in Fig. 18, the electric motor employed is a
series motor having the axis of its armature 22 arranged (by preference) lengthwise of
the channel 3, its field magnet 23 being wound with two windings 24, 25, in opposite
directions. 26, 26, are pairs of wheels mounted in the carrier frame, and arranged
to travel on the bare conductors 9, 9. When the wheels are employed to collect the
current from the rails, they are so insulated from the frame of the carrier as to prevent
short circuiting of the armature of the carrier motor, and when the conductor 9" is
employed as a return, the wheels travelling on it must be insulated from those travelling
on the conductor 9. Motion is imparted to them from the armature shaft 27 by spiral
or other suitable gearing 28.
As shown diagrammatically in Figs. 17 and 18, the current passes from the main
conductor 9 to the pair of wheels 26, and after passing through the armature divides
at the point 29 and passes to the two windings 24, 25, wound in opposite directions on
the field magnet. 30, 31, are carrier rolling contacts in electrical connection with the
windings 24, 25, respectively. The iron forming the field magnet 23 is arranged to
surround the armature lengthwise of its axis as shown in Figs. 16 and 17, whereby
external lines of magnetic force which are liable to be short-circuited, and thereby
wasted, through the iron of the channel are wholly or largely suppressed. 23" and 23b
are the field magnet poles. The action of the motor for controlling the movement of
the carrier for completing the circuit progressively as the vehicle travels along the
road is hereinafter described with reference to the diagrammatic view Fig. 18.
In the diagrammatic views shown on sheet 5, the opposite windings on the field
magnet are shown for clearness each as if on a separate limb of the field magnet,
while in practice they would usually be wound together on one field magnet.
Fig. 18 illustrates an arrangement of series motor for the carrier such as shown in
Figs. 1, 15, 16, and 17. 9 represents the bare main conductor; 9ª an earth return
effected through the frame-work and wheels of the vehicle and the tram rails; 22 the
carrier motor armature; 23 field magnet of carrier motor; 24, 25, windings in
opposite directions on the said field magnet 23; 30, 31, contact pieces in electrical
connection with the windings 24, 25, respectively; 12, car contact piece; 3, car
motor; 3, channel in which carrier runs ; and 5, 5, insulated stud contacts passing

page_text: through the top of the channel and provided with exposed contact surfaces in the
channel and in the roadway.
The operation is as follows :-Supposing the car motor and carrier to be travelling
at the same velocity in the direction indicated by the arrow and to be in the relative
positions indicated, the electric current passes from the main conductor through the
motor armature 22, field winding 24, contact piece 30, contacts 5, 5, contact piece 12
to car motor 2, and thence to earth return 9ª. As long as the velocity of the vehicle
and carrier is approximately equal within moderate limits the course of the current
above mentioned will be continued.. If, however, from any cause the carrier should
begin to outrun the vehicle, the contact piece 31 will be placed in electrical connection
with the contact piece 12 through one or more of the contacts 5.
Under these conditions part of the current, after passing through the armature 22,
will pass through the field winding 25, contact piece 31, contact piece or pieces 5, and
car contact 12 to car motor and thence to earth thereby causing the field winding 25
to exert a neutralizing effect on the field winding 24, and reducing or neutralizing
the field in which the armature works, and thereby its propelling power.
Should the momentum of the carrier from any cause, such as the sudden stopping of
the vehicle, carry the contact piece 30 out of electrical connection with the car contact 12,
through the contacts 5, the contact piece 31 will be placed in electrical connection with
contact 12, and the whole of the current will then pass through the field winding 25
reversing the direction of rotation of the armature, and thus bring back the carrier to
its normal position relative to the vehicle. Fig. 19 illustrates a similar arrangement of
carrier with series motor, but the vehicle is provided with a second contact piece 12ª in
communication through a suitable resistance 32 with the earth return. In the
circuits between the car motor 2 and earth 9" and the contact 12ª and earth,
indicators 33, 33ª, respectively such as electric bells or magnetic needles are placed
whereby the position of the carrier relative to the vehicle may be readily ascertained
by the driver. With this arrangement when the car motor circuit is broken, the
carrier will move forward so that the current will pass through the winding 25,
contacts 31, and 12" to earth thereby reversing the carrier. If it is reversed too far,
the circuit will be completed through the field winding 24, contacts 30, and 12ª to
earth and the carrier will again move forward; these actions will continue until the
carrier takes up such a position beneath the vehicle that neither of the contacts 30, 31,
are in connection with the contact 12%. Thus the carrier will be brought to rest
with an open circuit whilst the vehicle is at rest with its motor circuit open.
Fig. 20 shows an arrangement similar to that shown in Figs. 18 and 19, but with a
special metallic return conductor 9* laid in the channel, and which for convenience I
take to be negative, and mark with the minus sign. For this purpose the vehicle
carries a second contact piece 12b in electrical connection with the negative pole of
the car motor, and the carrier carries an additional contact piece 34 insulated there-
from, but in contact with 9ª.
Fig. 21 illustrates an arrangement of electric motor so wound and having its
contacts so arranged that only part of the current passes as a shunt through its
armature 22 the circuit of which is provided with a contact piece 35. 9a is an earth
return. In other respects the working of the arrangements shown in Figs. 19,
20 and 21 is somewhat similar to that described with reference to Fig. 18, and will be
readily understood without further description. In the arrangement shown in Fig. 22
the circuit of the carrier armature 22 is a permanent shunt to the car motor and a
metallic return conductor 9ª is employed. This shunt armature circuit is preferably
so arranged as to be broken when the car or vehicle and motor is at rest and to be
completed only on making the car motor circuit. For this purpose one of the carrier
motor armature brushes is carried by a spring 36 and is in electrical connection with
the return conductor 9ª as shown. 37 is a small armature fixed to the part that
carries the brush and so arranged in relation to one of the field magnet poles of the
carrier motor that when such magnet is excited by closing the car motor circuit the
said armature 37 shall be attracted and close the shunt armature circuit. The action
of the reverse field windings 24 25 and contact pieces 30 31 is similar to that

page_text: described with reference to Fig. 18. In the arrangement shown in Fig. 23 the
carrier motor and the car motor are each provided with three contact pieces 30, 31,
35 and 12 12 12° respectively. The current passes to the car motor from the main
conductor 9 through the armature 22, contact piece 35, contacts 5, and car contact 12,
and thence returns to the metallic return conductor 9ª, when the vehicle and carrier
are in the relative positions shown, by the car contact 12° contacts 5 contact piece_30
and field winding 24. When the carrier moving in the direction of the arrow, has
partly outrun the car or vehicle the return current will be divided, part passing in
the direction just mentioned and part through the car or vehicle contact 12°,
contacts 5 contact piece 31 field winding 25 to the return conductor 9" whereby the
action of the field winding 24 will be neutralized causing the velocity of the carrier
to be reduced until it approximates to that of the vehicle. If the electrical connection
between the contact pieces 30 and 12 be broken by the carrier outrunning the
vehicle the whole of the return current will pass through the field winding 25 and
the carrier motor will be reversed until its normal position is again attained. It will
be seen that in the arrangements illustrated in Figs. 18 to 23 inclusive, the relative
arrangements of rubbing contacts is such that at least two contacts 5, 5, are always in
connection with each rubbing or sliding contact of the carrier so that should one of
such contacts fail the system will still continue to work. Also that there is at least
one idle contact piece between two consecutive rubbing contacts of the carrier in
whatever position it may be. Fig. 24 is a similar view to Fig. 20 but with the car
contact 12b made longer than the car contact 12 and arranged sideways thereof; the
two car contacts being in rubbing contact with two rows of road contacts such as
hereinbefore described with reference to Figs. 6 and 7. This method of arranging
the car contacts is specially suitable for use when the car motors of successive
vehicles are worked in series as hereinafter described. It will be obvious that the
carrier motor may be variously modified; thus the armature may have two
commutators and two windings in opposite directions that are connected respectively
to the carrier contacts and the windings on the field magnet in this case will be in
one direction only. Also instead of placing the separate windings on
one field
magnet it is evident that an arrangement of carrier motor may be made in which
each winding may be placed on a separate magnet.
When the electric currents are employed to excite soft iron electro magnets by
whose mutual interaction the regulation of the motion or the motion of the carrier is
effected this may be done as shown in Figs. 25 and 26.
In Fig. 25, 38, 38, are levers pivotted to the carrier; each is provided at one end
with a brake-block 39 arranged to bear upon the armature, and at the other end
with a mass 40 of soft iron. 41 is an electro magnet carried by the vehicle. When
the tendency of the carrier is to outrun the vehicle, the masses 40 of soft iron are
brought under the poles of the electro-magnet 41, and attracted (through the
contacts 5 of magnetic material) towards them thereby applying the brakes. The
velocity of the carrier is thus reduced until it approaches that of the vehicle when
the masses 40 being then out of the field of action of the electro-magnet 34 the
brake blocks 39 are taken off the armature by the action of gravity or by
springs.
Fig. 26 illustrates diagrammatically an arrangement of carrier in which the electric
current from the conductor through the carrier and contacts in the channel and iron
studs is employed to excite electro-magnets which mutually react on each other
through the said iron studs. The carrier in the arrangement shown carries an
electro-magnet 42 (excited by the electricity from the conductor 9) with north and
south poles 43 and 44 opposed to the south and north poles respectively of an electro
magnet 41 (also excited by the electricity from the conductor 9) carried by the
vehicle. The car motor circuit is completed through the winding of the electro
magnet 42 contact 45, contacts 5 of magnetic material, and car contact 12. It will
be readily seen from this arrangement that as the vehicle travels the electro magnet 41
draws the carrier with electro magnet 42 along with it so as to continuously maintain
the motor circuit through the contacts 5.
B

page_text: The poles of the respective electro magnets should be arranged as close together as
the arrangement of channel will permit. When they are necessarily some distance
apart, the contacts 5, 5 must be of magnetic material such as iron of good
conductivity to transmit the magnetic influence from one electro-magnet to the other.
The solid metal studs 5, shown in Figs. 1 and 2 must be of good solid magnetic
material when used as described with reference to Figs. 25 and 26.
Figs. 27 and 28 show the main conductor employed for working several car motors
in series; it is formed of a number of separate bent metallic rods or strips each
insulated from the other. Each rod or strip consists of two longitudinal parts 46
and 47 connected by a transverse part 48, and its length is about twice the distance
required to be maintained between two successive vehicles. In tram lines provided
with crossings or loop lines, and in which vehicles alternately ply in opposite
directions, the length of each rod or strip is somewhat greater than that of the
crossing or loop line. Each part 46 overlaps the part 47 of an adjacent rod or strip
as shown. 49 is an electric generator, to the poles of which the ends of the main
conductor are connected by leads 50, 50. The lead 50 is the return conductor, it is
preferably an air circuit carried alongside the tram line. 51, 51ª, 51", indicate
car motors on the several blocks or sections of line. These motors, by means of
their respective carriers, (which are not shown in the drawings,) serve to
electrically connect up the separate rods or strips in series when the vehicles are
running; they are driven by the current due to the difference of potential between their
terminal poles, or to that between the road contacts in connection with the positive
pole of each motor and the road contacts in connection with the negative pole of such
motor. Usually only one car would be on each block or section of line at a time.
Fig. 28 illustrates a device of which one is placed between each rod or strip of the
main conductor, for preventing the main circuit being broken, as for instance when a
vehicle is absent from any block or section of line, or when a vehicle is at rest on a
block or section but with its motor circuit broken. A convenient form of such device
is shown in Fig. 28 and is one similar to what is known as a Brush Arc Lamp cut
out; it comprises an electro magnet 52, wound with two separate insulated windings 53
and 54, of which 53 is a fine wire permanent shunt between the parts 46 and 47 of
two adjacent rods or strips of the main conductor, and 54 a thick wire that makes a
few turns round the electro-magnet 51. The wire 54 has one of its ends connected to
one rod or strip, and its other end to the pole piece 55 as shown. 56 is an armature
of magnetic metal carried by a metallic strip 57 secured to a rod or strip adjacent to
that to which one end of the wire 54 is connected. The tendency of the armature 56
is to take up a position away from pole piece 55 as shown either by the action of its
weight or by the elasticity or spring of the metallic strip 57. With this arrangement
when a vehicle leaves a block or section of line and is not replaced by another, or
should the car motor circuit be broken, then an increased current will pass through
the shunt wire, energising the electro magnet 52 sufficiently to attract the armature 56
to the pole piece 55, and putting the thick wire 54 in circuit. The current then passes
mainly through the wire 54, and maintains firm contact between 55 and 56 until the
passage of another vehicle on to the block or section, or until the car motor circuit is
again completed, when so much of the current will be shunted from the wires 53
and 54 that the armature 56 will be no longer supported, and will take up the position
shown in Fig. 28, thus breaking the circuit of the said wire 54, the continuity of the
main conductor being then effected through the car motor circuit. A current of
constant quantity is preferably employed with this series arrangement of working the
car motors; also a channel with two rows of contacts such as shown in Figs. 6 and 7
is preferably employed. Fig. 24 illustrates diagrammatically an arrangement of
carrier contacts and road contacts suitable for use with this series arrangement of
working the car motors. In cases where it is not convenient to place the channel in
the roadway directly beneath the road contacts, the channel may be placed in any
other convenient position, the channel contacts 5 being then electrically connected
to the road contacts 7 through suitable insulated and preferably elastic or flexible
conductors.

page_text: Having now particularly described and ascertained the nature of the said invention,
and in what manner it is to be performed, I declare that what I claim in the application
of electricity to vehicles on train and railways and in the apparatus for effecting the
same is:-
1. The use for the purpose specified of exposed contacts so formed and arranged
that the exposed parts are short and frequent in the direction of the length of the
road on which cars or vehicles are to be propelled as above set forth.
2. The use with contacts such as referred to for the purpose specified of a channel 3
constructed in the forin of lengths of metal pipe of suitable section, with or without
removable cover and with holes through which the contacts are passed, the contacts
being insulated from the substance of the cover or from the substance of the channel.
3. The construction of the connecting joints of the lengths of metal pipe referred
to in Claim 2 in such a way that any single length of the said pipe can be removed
without disturbing its neighbours, substantially as described.
4. The combination with the metal pipe or channel provided with insulated channel
contacts, of insulating pavement such as wood setts, road contacts, and flexible or
yielding connections between the insulated channel contacts and the said road contacts
substantially as described.
5. The combination and arrangement of channel with removable cover and studs or
contacts described with reference to and illustrated in Figs. 3 to 5 inclusive of the
drawings annexed, whether the channel be tied to the rails as specified or not.
6. The combination and arrangement of channel cover and studs in which the
channel cover contains conductors for conveying the current to the car motor, and
also other and separate conductors for carrying the current from the car motor.
7. The several combinations and arrangements of channel, with contacts and
paving blocks described with reference respectively to and illustrated in Figs. 8, 9,
and 9, in Figs. 10 and 10ª, in Figs. 11 and 11ª, in Figs. 12 and 12ª, and in Figs. 13
and 14 of the drawings annexed.
8. A channel with contacts arranged to dip substantially as described with reference
to Figs. 1 and 2.
9. A reversible electrically propelled carrier or contact maker constructed with a
single armature and with a field magnet (or magnets) with double windings in
opposite directions connected respectively to separate rubbing or rolling contacts
arranged to travel against the contacts exposed in a channel such as referred to for
the purpose specified.
10. A reversible electrically propelled carrier or contact maker constructed with a
single armature with two windings in opposite directions and with a field magnet
(or magnets) with a winding or windings in one direction, the armature windings
being connected respectively to separate rubbing or rolling contacts arranged to
travel against the contacts exposed in a channel such as referred to for the purpose
specified.
11. In a reversible electrically propelled carrier or contact maker such as referred
to in Claim 9 for use in an iron channel such as hereinabove referred to, arranging
the axis of the motor armature parallel to that of the channel in which the carrier
travels and at right angles to the axes of the wheels it drives, and surrounding the
said armature with iron substantially in the manner described so that any external
lines of magnetic force that might be liable to become short circuited, and thereby
wasted through the iron of the channel, shall be suppressed or reduced as above
set forth..
12. My improved reversible carrier as described with reference to and shown in
Figs. 15, 16, and 17 of the drawings annexed.
13. The modified arrangements of reversible carrier described with reference to
Fig. 21 and to fig. 23, of the drawings annexed.
14. In an electrically propelled carrier substantially as described, the employment
of a contact held down against the permanent action of a spring by the action of an
electro magnet on or forming part of the carrier, which contact completes a circuit

page_text: forming part of the general circuit of the system and which is a shunt circuit round
the said electro magnet substantially as described with reference to Fig. 22.
15. Controlling the velocity of a carrier or contact maker by the influence of an
electro magnet carried by a car or vehicle propelled on the road above, substantially
as described with reference to Fig. 25.
16. A carrier induced to travel in a channel, such as hereinabove referred to, by
the influence of an electro magnet carried by a car or vehicle propelled on the road
above, and acting substantially as described with reference to Fig. 26.
17. Providing an indicator in the car motor circuit and another in a shunt circuit
extending round the said motor to earth, these indicators being connected to separate
car contacts, and the arrangement being such as to indicate to the driver of the car
or vehicle the position of the carrier relatively to such car or vehicle substantially
as described.
18. In the application of electricity to propel cars or vehicles on roads by the use
conjointly of an electrically propelled carrier, a covered channel in which the said
carrier travels, one or more rows of road contacts, and an electric motor carried by
the car or vehicle to be propelled, the construction and relative arrangement of the
apparatus in such a manner that the electric circuit from one conductor (for example,
from the positive conductor) in the channel shall be completed through a leading
carrier contact, one or more leading road contacts, a leading car contact, the car
motor, a return car contact, one or more return road contacts, and through a return
carrier contact, to the other (for example, the negative) conductor in the channel.
19. The relative arrangement of the rubbing or rolling contacts of the carrier and
the contacts exposed in the channel, in such a manner that at least two contacts of the
channel shall always be in connection with each rubbing or rolling contact of the
carrier substantially as hereinbefore described for the purpose specified.
20. The relative arrangement of the rubbing or rolling contacts of the carrier and
the contacts exposed in the channel in such a manner that at least one idle contact
shall always be left between two consecutive rubbing or rolling contacts of the carrier
in whatever position it may be.
21. The use of contacts of the kind referred to in Claim 1 made to form part of
and complete (a) the electric circuit of the current which works the motor on a car or
vehicle to be propelled, and (b) the magnetic circuit of an electro-magnet, excited by
the said current, through the iron of the carrier substantially as described."
22. The use for the purpose specified of a main conductor provided with circuit
making and breaking devices and arranged for series working substantially in the
manner hereinabove described with reference to Figs. 27 and 28 of the drawings
annexed.
23. Providing in connection with the motor of a car or vehicle to be propelled a
rubbing contact consisting of a chain, in combination with a wave-like strip of metal
or its equivalent that electrically connects the several links of the chain, and which
may or may not act also as a spring to ensure contact between the links of the chain,
and the contacts exposed in the road upon which the car or vehicle travels substantially
as described.
Dated this 15th day of April 1887.
FRANK WYNNE.
W. Lloyd Wise,
46, Lincoln's Inn Fields, London, W.C.,
Agent for the Applicant.