Improvements in or relating to the Electric Propulsion of Road Vehicles.
Year: 1897

page_text: Date of Application (in the United Kingdom), 17th May, 1897
Complete Specification Left, 14th Feb., 1898-Accepted, 7th May, 1898
Improvements in or relating to the Electric Propulsion of Road
Vehicles.
I, FELIX FREDERIC MARTIAL ANTOINE NAVE, of 240, Rue de Rivoli, Paris, in
the Republic of France, do hereby declare the nature of this invention to be as
follows:-
--
This invention relates to arrangements devised for the purpose of transmitting
electricity, coming from one or more sources of production, to any number of
auto-cars provided with electric motors and either with or without the interposition
of secondary batteries.
Hitherto the method of supplying energy to electric auto-cars has been by the
use of secondary batteries previously charged at a producing station and which
were placed in the vehicles themselves. From this it followed that a very consider-
able lead weight had to be transported and a very great loss of energy took
place, these being the main obstacles to the development of this method of
traction.
The advantages of the direct distribution to the motors of the vehicles of the
electricity produced at the generating stations have, on the other hand, enabled
electric tramways to develop very largely, and this has induced me to endeavour
to apply this method of distribution to auto-cars.
The difficulty of doing this consists entirely in the fact that whilst as regards
tramways it is possible to close the circuit by means of the wheels of the vehicle,
the rails rendering it unnecessary to employ more than a single conductor-that
by which the current is supplied-in the case of auto cars the absence of the rails
renders it necessary to make contact with the two poles of the line, at the same
time leaving the vehicle the ordinary freedom of movement.
The arrangements by which I have succeeded in overcoming this difficulty are
as follow:
The line is essentially an aerial one and is constituted by two parallel wires
supported on posts and brackets such as are used for electric tramways working
upon the trolley system, such posts being provided along the whole length of the
route to be traversed.

page_text: The two wires may be placed in any position which is deemed suitable, either
occupying the same horizontal or vertical plane or an intermediate position.
They may likewise be suspended in any appropriate manner, adapted to each
particular case, and by means of any of the methods at present in use in electric
tramways.
I do not claim any special arrangement for these supports, which should be
provided with insulators, such as are at present employed, capable of preventing
any short circuiting between the wires and between these latter and the ground.
For the purpose of supplying current along a road two lines may be arranged
one upon each side of the road, or both may be supported upon the same posts
and brackets; local circumstances and the working conditions being the sole
guide in this matter. These two lines may be connected at intervals by branches,
which may likewise proceed in different directions. The physical impossibility
of providing crossings in my system has caused me to terminate these branches
by lengths of line parallel to the main line and to admit of the drivers of the
vehicles moving their current-taker from one line to the other in order to reverse
their direction of travel.
Independently of the supports fixed to the posts, I provide for ensuring the
uniform separation of the wires special collars or bands supported upon the wires
themselves, their form being dependent upon the type of trolley used. The
positions in which these collars are placed will vary according to circumstances--
the distance separating the posts, the tension of the wires and the like.
I have devised two forms of trolley, respectively applicable to the method of
resting the line wires upon their support or suspending them from the same,
the latter being the method usually employed for electric tramways
First Case The line wires resting upon their supports.
Upon these wires runs a carriage which carries the current-takers, and which
is connected with the vehicle by means of flexible conductors and a tension cord
arranged in the manner hereinafter referred to.
The carriage forms one of the main features of my new system. It comprises
two sleeves capable of sliding easily along an axle under the united influence of
the articulated connecting rods, the spring and the tension rod which works in an
opening formed in the axle in such a manner that the rising of the tension rod
causes the two sleeves to approach each other, whilst its descent causes them to
separate.
The two sleeves carry two arms which serve to support the spindles of two
deeply grooved metal rollers, intended to travel along the line wires, and which
form the current takers. Those two rollers must be carefully insulated from the
mass of the apparatus.
This carriage is actuated by the tension cord fastened to the vehicle and to the
lower extremity of the tension rod, whilst the current collected by the rollers
upon the wires is conducted to the motor by means of the flexible conductors
which are wound around the cord.
It will be apparent that any tractive effort exerted upon the cord tends to ensure
. intimate contact between the rollers and the line wires, at the same time per-
mitting the carriage to follow the variations which may exist in the distance
separating the line wires, or to assume the degree of inclination rendered necessary
by the position for the time being of the vehicle with relation to the line.
If on the other hand the whole apparatus is raised by the lower extremity of
the tension rod, the combined action of the spring and of the weight of the parts
will cause the axle to slide along the tension rod thus bringing the sleeves, and
consequently the rollers, nearer together.
This double result is necessary in order to permit of removing the carriage and
.shifting it on to another line so as to reverse the direction of travel, by allowing
it to pass readily between the wires without fear of accident.
The carriage is manipulated by means of a pole, as in trolley tramway systems.

page_text: This pole is movable around a horizontal spindle which is itself supported on a
vertical pivot which engages in a socket fixed upon the roof of the vehicle. A
cord and a counter spring, which tends to bring the rod back to a vertical position,
serve to ensure its motion by acting at the two extremities.
Along this pole passing over suitably arranged rollers, passes the cord termi-
nating at one end on the carriage, the other end being wound round a spring drum
fixed upon a platform capable of being caused by the pivot to partake of the
rotary motion of the latter.
At its upper extremity the pole is provided with a recess in which engages the
lower portion of the tension rod of the carriage, when under the action of the
tension cord these two devices come into contact, whilst at the same instant the axle
rests upon the supports carrying the pole.
It will be readily understood that if the cord is pulled in such a manner as to
cause the pole to tend to assume a horizontal position, the carriage will be entirely
freed and will exert considerable pressure upon the line wires owing to the influ-
ence of the tension in the cord.
If on the other hand the cord is released, the pole tending to assume a vertical
position will soon come into contact with the carriage, the extremity of the
tension rod will engage in its recess, whilst the axle will rest upon its supports,
and the pole continuing to rise will raise the carriage and detach the rollers from
the line wires. If, at this moment, the tension in the cord is removed by any
means, the joints will play, the sleeves and also the rollers will approach each
other, and, by again acting upon the cord, the carriage may be brought down
underneath the line wires in order to be removed to others.
The pole being in an approximately vertical position and the carriage above
the wires, all that is requisite is to exert a slight pull upon the cord so as to
separate the rollers to a suitable extent in order that they may rest upon both line
wires at the same time upon causing the pole to fall back.
This independence of the carriage, its communication with the vehicle by means
of a single cord, and the adaptability of the pole for displacement in all directions,
impart a quite peculiar flexibility to this method of traction, permitting the
auto cars to conform to all the requirements of travelling upon the road. The
lateral displacements upon each side of the line may thus have a relatively con-
siderable amplitude, fully sufficient to permit of measuring the vehicles under all
circumstances.
It will have been seen that the pole may be actuated in two directions; the
vertical and the horizontal. Horizontal movement around the vertical pivot is
obtained either by means of an arrangement of cords with a drum and levers,
or by means of a train of gearing acting upon the pivot and actuated by a lever
or crank. A spring may also be provided tending to bring the pole into the
direction of the axis of the vehicle.
The vertical motion produced by the counter spring is regulated by the cord.
In order that the driver may be able to act upon the pole under all circumstances,
this cord passes round a guide pulley, fixed at the end of an arm which turns at
the same time as the pivot, then enters an opening provided in the pivot between
two horizontal rollers previous to passing onto the guide pulley on the front of
the vehicle and from there to the driver's actuating mechanism. It will be under-
stood that owing to this arrangement the driver is able to cause the degree of
inclination of the pole to vary under all circumstances, whatever may be its
position with regard to the middle plane of the vehicle, without modifying such
position.
The same arrangement may be employed in order to connect the cord with the
vehicle. For this purpose the cord passes over the pulley at the top of the pole,
and, passing on to another pulley at the end of the arm and over the rollers,
proceeds to the spring drum which is near the driver.
This drum might equally well occupy the position and fulfil the purpose of the

page_text: .
:
pulley, and by means of stops suitably placed upon the cord, the winding of this
latter might be limited so as to permit of the actuation of the parts of the carriage
when it is raised with the pole. In this case the cord will no longer be in com-
munication with the driver.
It appears to me to be unnecessary to give details of the shape to be given to
the pivots, the drum, the rod and other parts which are only accessories in carrying
out the invention and which may be adopted from the different known forms
already in use.
The motions of the parts of the carriage may be facilitated by the employment
of springs suitably located along the tension rod or the axle, and also by the
addition of supplementary joints or articulations. In the same way the materials
from which the various parts are formed may be of any suitable description, but
they should be selected with a view to ensuring as perfect insulation as possible
between the two poles of the electric system and the mass.
If desired, the axle may be dispensed with without much inconvenience, but
its use gives greater stability to the mechanism.
In like manner the two sleeves or the extremities of the two articulations may
be used as points of attachment for the cord, doing away with the springs and
placing them instead upon the axle between the sleeves.
In order to prevent twisting of the cord, its point of attachment upon the axle
may be provided with a ring movable around the rod.
In some cases it might be desirable to rigidly connect the axes and the arms
and allow these arms to effect their rotary motion around the axle B. The sleeves
would in this case be dispensed with and the articulations of the connecting rods
would be fixed upon the arms themselves.
All these arrangements apply whatever may be the respective positions of the
wires, that is to say whether they occupy the same horizontal plane, the same
vertical plane or an intermediate position. The carriage may also embrace the
wires instead of engaging in the interval between them. The only modifications
necessary consist in the direction or inclination to be given to the arms, or to
the axes.
My carriage may be greatly simplified if the line is composed of two wires
placed in the same vertical plane or substantially so. It may in fact be con-
stituted by a rigid system in equilibrium upon the two rollers by fixing the point
of attachment of the tension cord at the centre of gravity of the system. Its
displacement may then be effected by means of a slight lifting for disengaging
the rollers from the wires and by a lateral translation. The pole arranged in
the manner already described will fulfil this object, and will also effect the
putting into position.
This arrangement, however, has the disadvantage of rendering necessary very
great uniformity in the spacing of the wires; a less perfect contact of the rollers
is obtained, and the freedom of movement of the vehicles is considerably restricted,
owing to the necessity for keeping always upon the same side of the line. This
last defect may however be obviated to a great extent by placing the wires as much
as possible in the same horizontal plane, at the same time separating them and
raising the line above the ground in such a manner as to prevent the tension
cord from coming in contact with the lower wire.
In order to compensate for accidental variations in the distance separating the
wires it is necessary to employ one of the arrangements hereinbefore referred to.
My invention is applicable to all types of vehicles equally whether they are of
large dimensions, carrying heavy burdens or are of the simplest form, such as
tricycles or bicycles. The proportions to be given to the parts of the carriage
will vary in each case, and nothing would be easier in the case of tricycles or
bicycles, for example, than to detach by means of a pole of any description the
light carriage which it will tow along by its cord only, without the intervention
of the more complicated parts which are required for larger vehicles

page_text: It is unnecessary to describe the method of distributing the electricity produced
at the generating stations as it has no bearing upon the carrying out of my
invention. It is only necessary to say that with a properly installed line and
an appropriate supply of electricity, my invention is of a nature to readily ensure
the circulation of electric auto-cars for considerable distances.
Second Case. Suspended line wires.
In this case the trolley system as used for electric tramways must be resorted
to, but it must be so modified as to permit of simultaneous contact upon both
line wires.
With this object the current taker is U-shaped in form, its two arms supporting
the metal friction rollers, and is mounted upon double joint having its axis at
right angles one to the other, in such a manner that the U piece is capable of
inclination at any angle. One of these pivots engages in a socket fixed to the
extremity of the pole carried by the vehicle, similar to that which has already
been described together with its actuating mechanism. Between the arms of
the U piece is provided a spindle capable of rotation in the fork the lower portion
of which forms the pivot engaging in the socket at the end of the pole.
It will be readily understood that owing to the movements of the pole and of
the current taker, the vehicle is able to effect lateral displacements with regard
to the line without the trolley breaking contact with the wires.
The inclination of the pole is without influence upon the contact of the rollers
with the wires. Thus such contact is assured whatever may be the position of the
vehicle.
It is essential that the displacement of the current-taker around the spindle
should be limited, and that this spindle and the pivot should be provided with
friction springs in order to impart a certain degree of stiffness to their movement.
Without these precautions the operation of placing the trolley in position might
occasion some trouble.
It should be remarked that the two rollers must be carefully insulated from
the mass as before.
The principle of my method of rotation gives rise to two different arrange-
ments which however constitute in reality one and the same solution.
This form of trolley, which is more simple than the carriage form, has never-
theless some disadvantages. It necessitates in face a uniform separation of the
wires upon the supports and the lateral displacement of the vehicle is limited
by the length of the pole. The absolute necessity of this pole renders the use
of this form of trolley almost impracticable with light vehicles such as tricycles
and bicycles.
This form may be employed whatever the position of the wires, all that is
necessary being, according to circumstances, to modify either the length of one of
the arms of the U piece or the arrangement of the pivots.
Finally it should be noticed that secondary batteries may be advantageously
used with this method of distribution. Charged either in advance or even during
the journey, they may be utilised for moving the vehicles in case of accident, or
under circumstances when the contact of the trolley or of the carriage with the
line wires is impossible for any reason. The causes of delay may in this manner
be reduced to their extreme limit.
1007
HASELTINE, LAKE & Co.,
45, Southampton Buildings, W.C.,
Agents for the Applicant.

page_text: Improvements in or relating to the Electric Propulsion of Road
Vehicles.
I, FELIX FREDERIC MARTIAL ANTOINE NAVE, of 240, Rue de Rivoli, Paris, in
the Republic of France, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:
This invention relates to arrangements devised for the purpose of transmitting
electricity, coming from one or more sources of production, to any number of
auto-cars provided with electric-motors and either with or without the interposition
of secondary batteries.
to.
The invention is illustrated in the accompanying drawings hereinafter referred
Hitherto the method of supplying energy to electric auto-cars has been by the
use of secondary batteries previously charged at a producing station and which
were placed in the vehicles themselves. From this it followed that a very consider-
able dead-weight had to be transported and a very great loss of energy took
place, these being the main obstacles to the development of this method of
traction.
The advantages of the direct distribution to the motors of the vehicles of the
electricity produced at the generating stations have, on the other hand, enabled
electric tramways to develope very largely, and this has induced me to endeavour
to apply this method of distribution to auto-cars.
The difficulty of doing this consists entirely in the fact that whilst as regards
tramways it is possible to close the circuit by means of the wheels of the vehicle,
the rails rendering it unnecessary to employ more than a single conductor that
by which the current is supplied-in the case of auto-cars the absence of the rails
renders it necessary to make contact with the two poles of the line, at the same
time leaving the vehicle the ordinary freedom of movement.
The arrangements by which I have succeeded in overcoming this difficulty are
as follows: -
The line is essentially an aerial one and is constituted by two parallel wires
supported on posts and brackets such as are used for electric tramways working
upon the trolley system, such posts being provided along the whole length of the
route to be traversed.
The two wires may be placed in any position which is deemed suitable, either
occupying the same horizontal or vertical plane or an intermediate position
(Figures 1, 2, 3, 4, 5 and 6).
They may likewise be suspended in any appropriate manner adapted to each
particular case, and by means of any of the methods at present in use in electric
tramways.
I do not claim any special arrangement for these supports, which should be
provided with insulators, such as are at present employed, capable of preventing
any short circuiting between the wires and between these latter and the ground.
For the purpose of supplying current along a road two lines may be arranged
one upon each side of the road, or both may be supported upon the same posts
and brackets; local circumstances and the working conditions being the sole
guide in this matter. These two lines may be connected at intervals by branches,
which may likewise proceed in different directions. The physical impossibility
of providing crossings in my system has caused me to terminate these branches

page_text: by lengths of line parallel to the main line and to admit of the drivers of the
vehicles moving their current taker from one line to the other in order to reverse
their direction of travel. (Figure 7).
Independently of the supports fixed to the posts, I provide for ensuring the
uniform separation of the wires special collars or bands supported upon the wires
themselves, their form being dependent upon the type of trolley used.
The positions in which these collars are placed will vary according to circum-
stances the distance separating the posts, the tension of the wires and the like
(Figures 8 and 9).
I have devised two forms of trolley, respectively applicable to the method of
resting the line wires upon their support or suspending them from the same,
the latter being the method usually employed for electric tramways.
First Case The line wires resting upon their supports.
Upon these wires runs a carriage which carries the current takers, and which
is connected with the vehicle by means of flexible conductors and a tension cord
arranged in the manner hereinafter referred to (Figure 10).
The carriage forms one of the main features of my new system. It comprises
two sleeves A A¹ capable of sliding easily along an axle B under the united
influence of the articulated connecting rods C, C, the spring R and the tension
rod D which works in an opening formed in the axle B in such a manner that
the rising of the tension rod D causes the two sleeves A and A¹ to approach each
other, whilst its descent causes them to separate.
The two sleeves A A¹ carry two arms E E¹ which serve to support the
spindles F F of two deeply grooved metal rollers G G¹ intended to travel along
the line wires, and which form the current takers. These two rollers must be
carefully insulated from the body of the apparatus.
This carriage is actuated by the tension cord K fastened to the vehicle and to
the lower extremity of the tension rod D whilst the current collected by the
rollers upon the wires is conducted to the motor by means of the flexible con-
ductors which are wound around the cord K.
It will be apparent that any tractive effort exerted upon the cord tends to ensure
intimate contact between the rollers and the line wires, at the same time per-
mitting the carriage to follow the variations, which may exist in the distance
separating the line wires, or to assume the degree of inclination rendered necessary
by the position for the time being, of the vehicle with relation to the line.
If on the other hand the whole apparatus is raised by the lower extremity of
the tension rod D, the combined action of the spring R and of the weight of the
parts will cause the axle B to slide along the tension rod thus bringing the
sleeves A A¹ and consequently the rollers G G₁ nearer together.
This double result is necessary in order to permit of removing the carriage and
shifting it on to another line so as to reverse the direction of travel, by allowing
it to pass readily between the wires without fear of accident.
The carriage is manipulated by means of a pole P, Figures 11 and 12; as in
trolley tramway systems. This pole is movable around a horizontal spindle
which is itself supported on a vertical pivot, which engages in a socket fixed upon
the roof of the vehicle. A cord Q and a counter spring S which tends to bring
the rod back to a vertical position, serve to ensure its motion by acting at its
two extremities (Figure 11).
Along this pole passing over suitably arranged rollers passes the cord K
terminating at one end on the carriage, the other end being wound round a spring
drum T fixed upon the platform M capable of being caused by the pivot to partake
of the rotary motion of the latter.
At its upper extremity the pole is provided with a recess in which engages the
lower portion of the tension rod D of the carriage; and when under the action
of the tension cord these two devices come into contact, whilst at the same instant,
the axle B rests upon the supports carried by the pole.

page_text: It will be readily understood that if the cord Q is pulled in such a manner as
to cause the pole to tend to assume a horizontal position, the carriage will be
entirely free and will exert considerable pressure upon the line wires owing to
the influence of the tension in the cord K.
If on the other hand the cord Q is released, the pole tending to assume a vertical
position will soon come into contact with the carriage, the extremity of the
tension rod D will engage in its recess whilst the axle B will rest upon its supports,
and the pole continuing to rise will raise the carriage and detach the rollers from
the line wires. If, at this moment the tension in the cord K is removed by any
means, the joints will play, the sleeves A A¹ and also the rollers G G¹ will approach
each other, and by again acting upon the cord Q the carriage may be brought
down underneath the line wires in order to be removed to others.
The pole being in an approximately vertical position and the carriage above
the wires, all that is requisite is to exert a slight pull upon the cord K so as to
separate the rollers to a suitable extent in order that they may rest upon both
line wires at the same time upon causing the pole to fall back.
This independence of the carriage, its communication with the vehicle by means
of a single cord, and the adaptability of the pole for displacement in all directions,
impart a peculiar flexibility to this method of traction, permitting the
auto-cars to conform to all the requirements of travelling upon the road. The
lateral displacements upon each side of the line may thus have a relatively con-
siderable amplitude, fully sufficient to permit of manoeuvering the vehicles under
all circumstances.
It will have been seen that the pole may be actuated in two directions; the
vertical and the horizontal. Horizontal movement around the vertical pivot is
obtained either by means of an arrangement of cords with a drum and levers,
or by means of a train of gearing acting upon the pivot and actuated by a lever
or crank. A spring may also be provided tending to bring the pole into the
direction of the axis of the vehicle.
The vertical motion produced by the counter spring S is regulated by the
cord Q. In order that the driver may be able to act upon the pole under all
circumstances, this cord passes round a guide pulley fixed at the end of an arm L
which turns at the same time as the pivot, and passing through an opening
provided in the pivot between two horizontal rollers H H (as shown in Figure 12)
previous to passing on to the guide pulley on the front of the vehicle and from
there to the driver's actuating mechanism. It will be understood that owing
to this arrangement the driver is able to cause the degree of inclination of the
pole to vary under all circumstances, whatever may be its position with regard
to the middle plane of the vehicle, without modifying such position.
The same arrangement may be employed in order to connect the cord K with the
vehicle. For this purpose the cord passes over the pulley V at the top of the
pole, and, passing on to another pulley at the end of the arm L and over
the rollers H, H', proceeds to the spring drum which is near the driver.
This drum might equally well occupy the position, and fulfil the purpose of
the pulley V, and by means of stops suitably placed upon the cord K, the winding
of this latter might be limited so as to permit of the actuation of the parts of the
carriage when it is raised with the pole. In this case the cord will no longer be
in communication with the driver.
It appears to me to be unnecessary to give details of the shape to be given to
the pivots, the drum, the rod and other parts which are only accessories in carrying
out the invention and which may be adopted from the different known forms
already in use.
The motions of the parts of the carriage may be facilitated by the employment
of springs suitably located along the tension rod D or the axle B, and also by
the addition of supplementary joints or articulations such as C¹C¹ (Figure 10).
In the same way the materials from which the various parts are formed may be

page_text: of any suitable description, but they should be selected with a view to ensuring
as perfect insulation as possible between the two poles of the electric system and
the mass.
If desired, the axle B may be dispensed with without much inconvenience, but
its use gives greater stability to the mechanism.
In like manner the two sleeves A A¹ or the extremities of the two articula-
tions CC may be used as points of attachment for the cord K, doing away with
the springs R R¹ and placing them instead upon the axle B between the sleeves.
In order to prevent twisting of the cord K, its point of attachment upon the
axle B may be provided with a ring movable around the rod.
In some cases it might be desirable to rigidly connect the axes F F¹ and the
arms E E, and allow these arms to effect their rotary motion around the axle B.
The sleeves A A¹ would in this case be dispensed with and the articulations of
the connecting rods C, C, C¹, C¹, would be fixed upon the arms E E¹ themselves.
All these arrangements apply whatever may be the respective positions of the
wires, that is to say whether they occupy the same horizontal plane, the same
vertical plane or an intermediate position. The carriage may also embrace the
wires instead of engaging in the interval between them. The only modifications
necessary consist in the direction or inclination to be given to the arms E, E¹, or
to the axes F F¹.
Figure 13 shews the arrangement of the carriage with inclined wires.
Figure 14 shews the carriage embracing horizontal wires.
Figure 15 shews the carriage embracing inclined wires.
Figures 16 and 17 shew the carriage resting upon superposed wires.
All these arrangements are essentially characterised by systems in equilibrium.
My carriage may be greatly simplified if the line is composed of two wires
placed in the same vertical plane or substantially so, as shewn in Figures 18
and 19. It may in fact be constituted by a rigid system in equilibrium upon the
two rollers by fixing the point of attachment of the tension cord at the centre
of gravity of the system. Its displacement may then be effected by means of a
slight lifting for disengaging the rollers from the wires and by a lateral trans-
lation. The pole arranged in the manner already described will fulfil this object,
and will also effect the putting into position.
This arrangement, however, has the disadvantage of rendering necessary very
great uniformity in the spacing of the wires; a less perfect contact of the rollers
is obtained, and the freedom of movement of the vehicles is considerably restricted
owing to the necessity for keeping always upon the same side of the line. This
last defect may however be obviated to a great extent by placing the wires as much
as possible in the same horizontal plane, at the same time separating them and
raising the line above the ground in such a manner as to prevent the tension
cord from coming in contact with the lower wire.
In order to compensate for accidental variations in the distance separating the
wires it is necessary to employ one of the arrangements shewn in Figures 14
and 15.
My invention is applicable to all types of vehicles equally whether they are of
large dimensions, carrying heavy burdens or are of the simplest form, such as
tricycles or bicycles. The proportions to be given to the parts of the carriage
will vary in each case, and nothing would be easier in the case of tricycles or
bicycles, for example, than to detach by means of a pole of any description the
light carriage which it will tow along by its cord only, without the intervention
of the more complicated parts which are required for larger vehicles.
It is unnecessary to describe the method of distributing the electricity produced
at the generating stations as it has no bearing upon the carrying out of my
invention. It is only necessary to say that with a properly installed line and
an appropriate supply of electricity my invention is of a nature to readily ensure
the circulation of electric auto-cars for considerable distances.
Second Case Suspended line wires.

page_text: .In this case the trolley system as used for electric tramways must be resorted
to, but it must be so modified as to permit of simultaneous contact upon both
line wires.
With this object the current taker is U-shaped in form, its two arms supporting
the metal friction rollers G G¹, and is mounted upon double joint having its axes
at right angles one to the other, in such a manner that the U piece is capable
of inclination at any angle. One of these pivots engages in a socket fixed to the
extremity of the pole carried by the vehicle, similar to that which has already
been described together with its actuating mechanism. Between the arms of
the piece is provided a spindle I capable of rotation in the fork C the lower
portion of which forms the pivot A engaging in the socket B at the end: of the
pole P (Figure 20).
It will be readily understood that owing to the movements of the pole and of
the current taker, the vehicle is able to effect lateral displacements with regard
to the line without the trolley breaking contact with the wires.
The inclination of the pole is without influence upon the contact of the rollers
with the wires. Thus such contact is assured whatever may be the position of the
vehicle.
It is essential that the displacement of the current-taker around the spindle D
should be limited, and that this spindle and the pivot A should be provided with
friction springs in order to impart a certain degree of stiffness to their movement.
Without these precautions the operation of placing the trolley in position might
occasion some trouble.
It should be remarked that the two rollers G G¹ must be carefully insulated
from the mass as before.
The principle of my method of rotation gives rise to two different arrangements
represented in the Figures 20 and 21, which however constitute in reality one
and the same solution.
This form of trolley, which is more simple than the carriage form, has never-
theless some disadvantages. It necessitates in fact a uniform separation of the
wires upon the supports and the lateral displacement of the vehicle is limited
by the length of the pole. The absolute necessity of this pole renders the use
of this form of trolley almost impracticable with light vehicles such as tricycles
and bicycles.
This form may be employed whatever the position of the wires, all that is
necessary being, according to circumstances, to modify either the length of one
of the arms of the U piece or the arrangement of the pivots (Figures 22 and 23).
Finally it should be noticed that secondary batteries may be advantageously
used with this method of distribution. Charged either in advance or even during
the journey, they may be utilised for moving the vehicles in case of accident, or
under circumstances when the contact of the trolley or of the carriage with the
line wires is impossible for any reason. The causes of delay may in this manner
be reduced to their extreme limit.
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:-
A method of electrical traction with two aerial cables for auto cars not travelling
upon rails, specially characterised by
(1) In the case of line wires resting upon their supports, a carriage with two
current takers mounted upon sleeves capable of displacement upon an axle and
connected by means of rods to a tension rod in such a manner that the rising of
the tension rod causes the current takers to approach each other and that its
descent causes them to separate; the current takers being formed by deeply
grooved rollers travelling upon the aerial cables, and the tension rod, which is

page_text: submitted to the action of springs tending to raise it, being attached to a traction
cord, as above specified.
2. For the actuation of the carriage described in Claim 1, a pole the forked
upper extremity of which is capable at the desired moment of raising the axle
upon which are mounted the sleeves integral or rigidly connected with the current
takers; the said pole carrying the traction cord which passes round a spring drum
mounted either upon a platform capable of rotating at the same time as the pole
around a suitable support, or at the extremity or some other point upon the
pole itself; an actuating cord one of whose extremities is situated within reach
of the driver, the other being fastened to the pole which is acted upon by a spring
tending to cause it to assume a vertical position, as above specified.
3. In the pole above described, a special method of guiding the traction cord
and the cord for actuating the pole, by means of a set of pulleys rigidly connected
with the pivot of the pole and turning with it in such a manner that the effects
occasioned by means of these cords may take place whatever the position may
be with respect to the middle plane of the vehicle, as above specified.
4. In cases in which the line wires are suspended, a double current taker in
the form of a U the two arms of which support the friction rollers and which is
mounted upon a double joint having its axes at right angles one to the other,
in such a manner that the U piece is capable of any degree of inclination; one of
the joints or articulations being upon the pole, as above specified.
Dated this 14th day or
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.