Improvements in Electrical Locomotion, Propulsion, or Traction, and Apparatus therefor:
Year: 1886

page_text: Date of Application, 19th Feb., 1886.
Complete Left, 18th Nov., 1886.
Complete Accepted, 18th Feb., 1887.
Improvements in Electrical Locomotion, Propulsion, or Traction,
and Apparatus therefor:
I, EDMOND JULIEN of Brussels, in the Kingdom of Belgium, Civil Engineer, do
hereby declare the nature of this invention to be as follows:-
The present invention has for its object arrangements and apparatus forming a
system for transforining electrical energy into mechanical energy especially applicable.
to the use of electricity for the propulsion of vehicles of every kind whether on wheels,
sliding, or floating.
The system will be first described in a general manner, it being understood that the
exact arrangement shown may be varied to some extent according to the purpose to
which they are applied.
The system comprises essentially-
1. A battery of accumulators divided into several series, independent of each other.
Each one of these series is placed in a removable drawer, and is connected by two
conductors to the commutator.
2. A special commutator which serves to control the vehicle; to this commutator is
attached by insulated conductors to each series of the battery and the electro motor.
3. A dynamo or electro-motor with double circuit, this motor is insulated from and
fixed upon a support attached to the frame-work or bottom of the vehicle by means of
slides or connecting screws in such a manner as to admit of a certain adjustment of
the machine in the direction of the transmission.
The shaft of the motor carries one or more flat or grooved pulleys: the contact
brushes, four in number are so placed that they can be reversed whenever required.
4. An electric arrangement for altering the direction of the movement of the vehicle
controlled by a little commutator placed at any convenient part of the vehicle, and
arranged to reverse the contact brushes, thus altering the direction of rotation of the
motor. To effect this change of direction a lever might also be made use of operating
reversing gear attached to the contact brushes,

page_text: 5. An intermediate shaft attached to the bottom or other convenient portion of the
vehicle in the same manner as the support of the machine: this shaft bears (1) one
or two flat or grooved pulleys, of the requisite size and shape, (2) one or two toothed
pinions.
6. One or more belts, cords or cables transmitting the rotary motion of the electro
motor to the intermediate shaft, and one or two chains transmitting the movement of
this latter to the axles or shafts.
7. One or two toothed wheels fixed upon the said shafts or axles and working in an
.oil bath.
The system also comprises an electric meter enabling the conductor to ascertain the
consumption of current, the electric lighting of the vehicles by electricity from the
accumulators, and a contrivance for working the brakes by the same force.
Finally the vehicles might also be heated from the same source of energy.
I will now describe the working of these apparatuses. When the commutator
closes the circuit, the current from the accumulators sets the machine in motion, this
causes the intermediate shaft to revolve, which in turn rotates the axles or driving
shafts. The vehicle will then travel at a speed proportioned to the resistance to be
overcome, and the number of series of accumulators placed in circuit. To stop the
vehicle it suffices to break the circuit by moving the commutator; to reverse the
direction of the movement, it suffices to reverse the contact brushes. The arrange-
ments which I prefer to employ, and consider the most simple and economical are
those above indicated. But I reserve also, should circumstances require, the right of
substituting any other known transmitting mechanism for the said belts, cords, and
chains, such for instance as toothed wheel gearing, friction pulleys, worm gearing, and
so forth; or I may do without the intermediate shaft. The dynamo may also be fixed
in certain cases upon a frame resting upon the axle boxes of the wheels, or suspended
to the cross beams of the frame.
The drawers or boxes containing the series of accumulators are provided with pieces
of copper or other good metallic conductor of electricity which effect automatically the
contact with the conducting wires as soon as these drawers are in their places. This
arrangement saves labor and insures contact. The accumulators might however be
permanently fixed in certain vehicles.
It has been said that the electric motor should have a double exciting circuit; this
is arranged as follows: the wire of the electro magnets forming the primary circuit is
traversed by the current supplied to the machine in the usual way and the exciting
current must be sufficient for the regular work, but in case the apparatus encounters a
resistance greater than usual, If for example the vehicle has to ascend a hill, the efficiency
of the armature is diminished in proportion as the work becomes greater. To remedy
this inconvenience, I then cause an exciting current to pass through the second circuit
of the coil of the electro magnets, and the increase of current which results therefrom
causes the efficacy of the armature to be re-established. This arrangement can be
easily realised by taking the exciting current of the second circuit directly through
the accumulator. It might also be obtained by a secondary current. When it is not
required the second exciting current may be suppressed.
Controlling Armature. In my system the control of an electric vehicle is effected
entirely, by means of a commutator with multiple connections, which makes this
control very simple and easy. The apparatus is composed of a cylinder of ebonite or
other insulating inaterial traversed by a metallic shaft bearing the hand lever. In the
interior of the cylinder I place the connecting pieces in such a manner that they are
insulated from each other. Each one of these pieces carries as many exterior contacts
as there are series in the battery. These contacts placed in a line vertical to the
surface of the cylinder are. destined, to touch rubbing contacts, which are connected to
the poles of the series of accumulators. Two other contacts are united to the exterior
contacts of each line, and encounter two fixed contacts which are in communication
with the dynamo. I would point out that the exterior contacts are grouped, in a
different manner at every line of contact. The rubbing contacts are provided with

page_text: conductors all leading to one piece so that these conductors may be quickly connected
to the accumulators, and the inotor in the same manner to a small piece. These two
pieces need therefore only be joined together, the one in the other to close the circuits.
The cylinder has at its base a circle of tempered steel in which I cut as many notches,
and one more than there are lines of contact. In order to explain the mechanism of
the apparatus, I will assume that the battery of accumulators is divided into four
series 1, 2, 3, 4. There will then be eight rubbing contacts f1, 2, 3, 4, and so on.
The rubbing contact ₤1 is connected to the + pole series 1, and the rubbing
contact 2 to the pole of the same series. In the same manner ƒ3 and ƒ are con-
nected to the poles of the series 2 and so on. The two end rubbing contacts f, f, are
respectively connected to the terminals + and of the machine.
-
When the commutator rests in the safety notch the rubbers are not in contact with
the contacts, and the circuit is open. If the cylinder be now caused to turn before the
rubbers until these come in contact with the said contacts, the circuit is closed on the
one line of the connection, which sets the 4 series in operation; on continuing the
movement of rotation the cylinder brings the second connecting line in contact with
the rubbers, and the circuit is then closed as regards series 1, 2, and 3, 4, combined
by twos in quantity, and united by twos in tension. At the third notch the commutator
unites the two intermediate series in quantity, and couples three series in tension: at
the fourth notch all four series are coupled in tension. It follows from this that at
the third notch the series 2 and 3 furnish each only the half of the current yielded by
the two others in order therefore that the quantity of electricity remains finally
uniform in all the series, I arrange on the circle 9 of the cylinder a notch corresponding
to another line of connection, which groups the like poles of the whole series in such a
manner that an equilibrium is established throughout all the elements.
:
By means of this commutator with multiple couplings any desired amount of electro-
motive force is available and consequently proportional variations in the speed of the
vehicle. I obtain moreover the result that all the elements work simultaneously, and
that the loss of electricity is balanced, which permits of uniform recharging of the
batteries. This point is of such practical importance that it would soon be necessary
to give up the use of accumulators for the purpose of traction if it were not for it..
The aforesaid cylinder is attached by supports to a piece of wood, and is actuated
by means of a handle against the rubbing contacts which are fixed on this piece.
When the cylinder revolves before the rubbers and when these quit a contact line;
sparks are produced which tend to damage the body of the cylinder and the rubbing
pieces to remedy this, I have arranged a small lever, which automatically interrupts
the circuit of the machine, before the rubbers break contact with the line, and which
re-establishes it at the required moment. The spark is then produced at these points,
which are easily and cheaply replaceable. The automatic movement of this mechanism
is secured by the notches cut in the circle which forms the base of the cylinder, said
notches serving at the same time as indicators to the person in charge of the
apparatus. The contact spark may also be minimised by means of resistances, which
the lever automatically introduces into the circuit..
The commutator above described has the further advantage of doing away with the
artificial resistance coils indispensable in other systems, and the use of which occasions
expense and inconvenience.
Driving Chain-It is obviously advisable to make use of chains for the purpose of
transmitting power, which do not become. longer and which wear out very slowly;
any system of chain fulfilling these conditions is applicable, but I prefer the special
chain hereinafter described. Now the Gall or Vaucanson chains, which, are mostly
used have the serious defect of lengthening rapidly by reason of the wear of the parts
subject to friction, which have no great bearing surface. I obviate this drawback by
the arrangement about to be described. The links of this chain are formed of a single
piece, and fastened together by means of a pin secured to one end of the link, so that
the sheath works with but, little friction on the pin, and the latter presents a large
wearing surface, and, thus obviates the rapid wear and cutting to which other kinds of
A 2

page_text: :
chains are subject these parts are moreover arranged to work in an oil bath, and in
order to facilitate the lubrication of the pin, a hole is pierced in the sheath.
Alteration of the direction of the movement, as already stated, is effected by means
of a lever, or by an electrical contrivance as follows:-
The two brush supports rotating on fixed axles attached to the frame of the machine
are joined together by a bar insulated at the points of junction. One of these brush
olders is provided with a bronze rod armed with a soft iron bar attached alternately
by two electro magnets. By means of a little commutator placed at any convenient
point of the vehicle a current from the accumulator battery can be passed into one or
the other of the electro magnets, suppose for instance the first magnet excited by the
current attracts the bar and causes the brush supports to revolve on their axis until the
first set of brushes touch the collector, where they will remain firm. The vehicle will
then travel forward. As soon however as the current is diverted to the other electro
magnet, inverse action will take place.
To maintain the brushes at a given point, I make use of a piece attached loosely to
the bar on an axle, and which, following the movement of this bar, falls by its own
weight before a ledge where it remains. When a current is passed into the second
coil to cause it to change the position of the brushes, the magnet attracts the falling
piece, which is thereby released, and the corresponding piece then comes in contact.
with a corresponding ledge holding the second set of brushes in contact with the
collector. When the commutator is at the neutral point no action is produced, and
the brushes do not touch the collector. The electro magnets and the ledges are
fastened to the frame of the machine.
Having now described the system in general I will indicate, by way of example,
certain applications thereof to self propelling vehicles, to railway or tramway loco-
motives, or to vessels.
Self-propelling Car.
The pattern of car usually employed on tram lines consists of a vehicle composed of
a body supported on two axles, and with longitudinal seats. I will therefore describe
my system of propulsion by electricity with especial reference to its adoption for cars
actually in use, in order to demonstrate its easy applicability to tramway rolling stock
already in existence.
It is generally requisite to raise the body of the car a few centimetres, so that the
wheels no longer rise above the bottom line; the body is then fixed to a frame formed
of iron or wood girders lengthwise, with cross pieces. The exterior panels which
cover the space thus gained below the seats, are arranged to open like a door, and
there is thus formed a sort of box in which the accumulators are placed; the said
accumulators are arranged in independent series in the drawers or movable boxes, and,
can be rapidly changed when requisite.
To minimise the wear of the chain and that of the toothed wheel, I immerse the
wearing parts in a bath of oil contained in a reservoir which covers these pieces, and
serves at the same time as a screen to protect them. If great adhesion be necessary,
the axles may be coupled by means of chains, cords or other suitable arrangement, or
each axle might be driven from the intermediate shaft.
Electric locomotive.
In applying this system to an electric locomotive, the batteries may be placed in the
most convenient position, and I prefer in consequence to construct it in a different
manner to an ordinary railway locomotive.
My electric locomotive is composed of (1) an iron frame with two platforms, the
whole supported upon axles, and carrying the electric motor, and the transmission
mechanism (2) a fixed or shifting box with hinged or fixed panels placed on the frame
and containing the accumulators divided in series; this box carries a double seat so
that the locomotive may be utilised for the transport of passengers or for other
purposes. When the accumulators are exhausted, the box is exchanged if it be
movable, or the accumulator boxes are replaced by fresh ones, the apparatus is
'arranged with hinged panels for this purpose. (3) the electric and transmitting

page_text: mechanisms as well as the various controlling appliances, already described: but in
this case the driving axle is preferably actuated by two chains.
Other vehicles such as those adapted to travel on paved roads, tricycles and so
forth, may be fitted up on this system, the details being of course varied according to
the circumstances of each case.
Vessels propelled by paddle wheels can also be fitted up on this system. If the
vessel has a screw the electro-motor can generally be fixed directly on the screw
shaft. In vessels of small size I prefer to place the accumulators against the sides
under the side seats.
In these installations the weight of the battery is of use as ballast.
WM. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool,
Patent Agents for the Applicant.

page_text: COMPLETE SPECIFICATION.
Improvements in Electrical Locomotion, Propulsion, or Traction,
and Apparatus therefor.
1, EDMOND JULIEN of Brussels in the Kingdom of Belgium, 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:
The present invention has for its object arrangements and apparatus forming a
system for transforming electrical energy into mechanical energy especially applicable
to the use of electricity for the propulsion of vehicles of every kind whether on wheels,
sliding, or floating.
The system will be first described in a general manner it being understood that the
exact arrangements shown may be varied to some extent according to the purpose to
which they are applied.
Referring to the drawings
Figure 1 is a longitudinal section of a tramcar provided with the arrangements for
electrical motion.
Figure 2 is a transverse section thereof and
Figure 3 a plan view with part of the bottom being broken away.
Figure 4 is a plan view showing the arrangement of batteries with conductors.
Figure 5 elevation and plan view of the arrangement for an open tramcar with
transverse sides.
Figure 6 is a longitudinal section of the electric motor.
Figure 7 is a transverse section of the same.
Figure 8 a plan view, and
Figure 9 an end view.
Figure 10 is a front view of the adjustable support for the motor.
Figure 11 a transverse section of the same.
Figure 12 a plan view, and
Figure 13 an end view.
Figure 14 is a front view of the controlling commutator.
Figure 15 a side view of the same, and
Figure 16 shows the development of the cylinder.
Figure 17 shows a device for the alteration of movement.
Figure 18 several views of the driving chain.
Figure 19 shows the arrangement of the jointed intermediary shaft with pulley and
pinion.
Figure 20 is an enlarged section of the joint.
Figure 21 a side view of the same.
Figure 22 a front view, and
Figure 23 an upper view of the support plate.

page_text: Figure 41 is an enlarged view OF Ying Chain when res priŪS AT
aeroping
drum having part broken away.
Figure 25 is a transverse section of the same.
Figure 26 is a longitudinal section of an electric locomotive.
Figure 27 a transverse section of the same and of the lading quays, and
Figure 28 a plan view of the locomotive.
Figure 29 is a side elevation of another arrangement for supporting the motor and"
translation of motion.
Figures 30 and 31 are respectively transverse sections on the lines A B and CD of
the plan, represented in Figure 32, showing the arrangement of batteries and trans-*
mitting of motion in an electrical boat.
A is a battery of accumulators divided into several series, independent of each other:
Each one of these series is placed in a removable drawer and is connected by two
conductors to the commutator.
B is a special commutator which serves to control the vehicle, to this commutator is
attached by insulated conductors each series of the battery, and the electro motor.
C is a dynamo or electro motor with double circuit. This motor is insulated from
and fixed upon a support attached to the framework or bottom of the vehicle, by means
of slides or connecting screws in such a manner as to admit of a certain adjustment of
the machine in the direction of the transmission. The shaft of the motor carries one
or more flat or grooved pulleys: the contact brushes are so placed that they can be
reversed whenever required.
D is a lever connected in convenient manner with a cam controlling the contact
brushes for altering the direction of the movement of the vehicle which may also be
effected by an electric arrangement controlled by a little commutator placed at any
convenient part of the vehicle and arranged to reverse the contact brushes thus
altering the direction of rotation of the motor.
E represents an intermediate shaft attached to the bottom or other convenient
portion of the vehicle in the same manner as the support of the machine: this shaft
bears (1) one or two flat or grooved pulleys, of the requisite size and shape (2) one or
two toothed pinions.
Frepresents one or more belts, cords or cables transmitting the rotary motion of
the electro motor to the intermediate shaft, and one or two chains transmitting the
movement of this latter to the axles or shaft.
G represents the driving chain or chains placed over one or two toothed pinions fixed
upon the said shafts or axles and working in an oil bath, provided by the chain casing.
The system also comprises an electric meter enabling the conductor to ascertain the
consumption of current, the electric lighting of the vehicles by electricity from the
accumulators, and a contrivance for working the brakes by the same force.
Finally the vehicles, might also be heated from the same source of energy the above
general description will be made plain by the accompanying drawings:-
:-
My electric motor is specially devised for purposes of traction, and I have given it
in consequence the most suitable form for being placed conveniently underneath the.
vehicles. The motor represented in Figures 6, 7, 8, 9, of the annexed drawings is
composed essentially
(1) Of two induction coils with two branches A A.A, A' united by their poles of the
same potentiality at which points they are attached to pieces B hollowed out so as to
surround the armature C revolving between them. These polarized pieces B inay be
split in order to avoid the action of induced currents. The induction coils form four
coils with solid cores carrying two different windings of wire. The first winding is
composed of thick wire intercalated in the circuit of the machine. The second is com-
posed of thin wire forming an independent circuit.
(2) Of two solid castings or supports D to which the induction coils are attached so
that the whole forms a rigid construction. These castings. carry the armature, of
which the shaft E revolves in long bearings. They have at their base two foot plates
serving to fasten the machine upon its support.
(3) Of an armature comprising (a) a steel shaft E hollow for a portion of its length..

page_text: at the end which carries the collector F receiving the connecting wires from the induc-
tion coils at a given point, where there is formed an enlargement intended to strengthen
it there, and to serve at the same time as a shoulder piece against the shaft bearing.
(b) A cylindrical piece composed of two dished bronze naves or discs G keyed
upon a shaft and holding in grooves three diverging pieces of wood H joining each
other at the centre where they surround the shaft upon which they rest, this combina-
tion thus forming an elongated cross of which the dished naves are the bases upon
which is fixed the core of the coil.
(c) A centre piece or core formed of a large number of small circles I of soft sheet
iron provided with projecting teeth. These teeth form amongst themselves equal
intervals and parallel to the axis in which are rolled elementary coils. These circles
carry at their inner circumference grooves intended to secure them to the cross upon
which they are mounted, being separated by other rounds in papier maché. The
whole forms a cylindrical toothed ring maintained between the discs of the bronze
naves. The hollowing of these discs corresponding to the open space between the
wooden pieces of the cross permits the passage of a current of air, which has for its
object to diminish the heating of the conducting wire.
The induction J formed by elementary coils of the requisite number, the wire of
which is wound in rectangular shape in the spaces formed by the lines of the teeth of
the core.
Each interval contains a single coil or two coils superimposed, the ends
of which are soldered to two corresponding blades of the collector F.
(4) A collector F formed of strong blades of copper or bronze fixed by means of
screws or other convenient means upon a wooden or ebonite holder attached to a
bronze casting keyed upon the hollow portion of the shaft beyond the end support.
The blades of the collector form two separate circles which hold upon the same
generator, the one the positive brush, and the other the negative. Each circle bears
a number of blades equal to that of the elementary coils the wires j forming the
connections of these coils pass through the hollow portion of the shaft, come out
at its end and are soldered to the corresponding blades of the exterior circle. These
latter blades are connected by a conductor j' which passes through the ebonite holder
to those of the inner circle, which are diametrically opposite to them. This arrange-
ment admits of the two brushes being placed in the same plane and upon the line
of commutation.
(5) Of two pairs of brushes each corresponding to one direction of rotation. The
two brushes of the same pair are secured in the insulated compartments of a brush
holder a and b, revolving upon an axis fixed to the end frame. Each brush holder is
provided with a little lever e, e, attached to a spring which forces the brushes when in
action to touch the collector with a pressure which can be regulated at will. It carries
moreover a roller contact d and c resting against a cam L which prevents the two
pairs of brushes from touching the collector at the same moment.
(6) A cam L which forms the apparatus for controlling the brushes and changing
the direction of propulsion. This piece slides in grooves in the vertical plane of the
roller d and e of the brush holders upon two rods fixed to the frame. It is hollowed
out in the centre where it forms two steps arranged in such a manner that in the
middle position the roller of each brush holder rests upon the lower step. In this
position the brushes are lifted up and do not touch the collector. If the piece Lis
drawn to the end of its course in either direction, the roller of one brush holder
mounts upon the upper step and its brushes are moved further from the collector
(Figure 4). At the same time the roller of the other brush holder falls into the
hollow of the cam L and the spring being released causes the brushes to touch the
collector. By drawing the cam L out in the other direction, the direction of the
rotation of the armature is reversed.
(7) A pulley M keyed upon a shaft at the opposite end to the collector. If the power
is to be transmitted by ropes I preferably make this pulley with undulated groove or I
provide the groove with metallic teeth or materials adapted to secure an increased
adhesion such as prepared india rubber, leather, etcetera. The shaft may be provided
with two pulleys either on the same side, or one at each end.

page_text: The adjustable support for the motor (Figures 10, 11, 12, 13) consists of a bed plate
N formed of a piece of flat iron. This plate is suspended from the vehicle preferably
by hinged supports P formed of a screw or bar Q which admits of a certain amount of
displacement of the motor in the horizontal direction. The motor is fixed upon this
plate by bolts. It is electrically insulated from it by a piece of wood R. The foot
plate might also be a metallic plate sliding in grooves upon another frame. This
support which forms a movable frame enables the tension of the transmitting belts
or cords to be regulated at will.
The electric motor above described presents the following peculiarities in its con-
struction; its form, compressed and strong enables it to support the constant shaking
of the vehicles; it occupies comparatively little space, thus being especially suitable
for the purpose in view it possesses two exciting circuits, one of which is indepen-
dent of the main circuit: it has an improved pattern of collector: its brushes touch
the collector upon the same generatrix at the top it has an improved arrangement
for working the brushes and changing the course its pulley or pulleys have an
undulated or otherwise improved groove.
The above special devices render this motor peculiarly applicable for electric
traction, the principal advantages are as follows :—
1. The use of a second independent circuit of excitation is necessary in most cases
for the successful propulsion of a vehicle owing to the variable resistances which the
motor has to overcome. Now when this motor is working under normal conditions
the current passing through the machine and the coils of thick wire of the electro
magnets suffices for magnetisation, hut as soon as the machine encounters an abnormal
resistance, when for instance the vehicle ascends an incline, the revolutions of the
armature and consequently the speed of the vehicle tends to diminish in proportion to
the increased resistance.
In order to overcome this drawback, I cause an exciting current to tranverse the
second circuit and the resulting increase in magnetisation re-establishes the normal
speed of the motor. This is attained by taking the electric current for the second
circuit directly from the source which supplies the motor, or it might be attained by
a derived current from the principal current. The above arrangement is one of great
utility and has not hitherto been made use of for the traction of vehicles.
2. The collector and brushes described have the advantages of simplifying the attach-
ment of the brushes, and avoiding the difficulty of fixing same on the same diameter.
3. The mechanism for controlling the brushes and reversing the direction is simple
and practical, and the control lever can be fixed at any convenient point away from
the motor.
4. The pulley shewn is especially designed for rope driving: the groove of this
pulley has its sides formed with undulations or teeth for the purpose of preventing the
driving rope S from slipping these grooves can be constructed in various modifications
as hereinbefore described.
They may also be replaced by cog wheels, worm gearing or friction cones upon
the shaft of the motor if desirable.
I will now describe the working of these apparatuses. When the commutator closes
the circuit the current from the accumulators sets the machine in motion. This causes
the intermediate shaft to revolve through the traction of the belts or cords F which
in turn rotates by means of the chain or chains G, the axles or driving shafts. The
vehicle will then travel at a speed proportioned to the resistance to be overcome and
the number of series of accumulators placed in circuit. To stop the vehicle it suffices
to break the circuit by moving the commutator; to reverse the direction of the move-
ment it suffices to reverse the contact brushes. The arrangements which I prefer to
employ and consider the most simple and economical are those above indicated. But
I reserve also, should circumstances require, the right of substituting any other known
transmitting mechanism for the said belts, cords, and chains, such for instance as
toothed wheel gearing, friction pulleys, worm gearing (Fig. 29) and so forth; or I
may do without the intermediate shaft. The dynamo may also be fixed in certain
]}

page_text: cases upon a frame resting upon the axle boxes of the wheels or suspended to the cross
beams of the frame.
The drawers or boxes containing the series of accumulators are provided with pieces
of copper or other good metallic conductor of electricity which effects automatically
the contact with the conducting wires as soon as these drawers are in their places.
This arrangement save labour and insures contact. The acumulators might however
be permanently fixed in certain vehicles.
This
It has been said that the electric motor should have a double exciting circuit, this
is arranged as follows: the wire of the electro magnets forming the primary circuit is
traversed by the current supplied to the machine in the usual way, and the exciting
current must be sufficient for the regular work but in case the apparatus encounters
a resistance greater than usual, if for example the vehicle has to ascend a hill, the
efficiency of the armature is diminished in proportion as the work becomes greater.
To remedy this inconvenience, I then cause an exciting current to pass through the
second circuit of the coils of the electro magnets and the increase of current which
results therefrom causes the efficacy of the armature to be re-established.
arrangement can be easily realised by taking the exciting current of the second
circuit directly through the accumulator. It might also be obtained by a secondary
current. When it is not required the second exciting current may be suppressed.
Controlling armature. In my system the control of an electric vehicle is effected
entirely by means of a commutator with multiple connections which makes this con-
trol very simple and easy. The apparatus is composed (Figures 14, 15 and 16) of a
cylinder of ebonite or other insulating material traversed by a metallic shaft bearing
the hand lever. In the interior of the cylinder I place the connecting pieces A, B, C, D, E
etcetera, in such manner that they are insulated from each other. Each one of these
pieces carries as many exterior contacts e as there are series in the battery.
These
contacts placed in a line vertical to the surface of the cylinder, are destined to touch
rubbing contacts, which are connected to the poles of the series of accumlators.
Two other contacts are united to the exterior contacts e of each line, and encounter
two fixed contacts which are in communication with the dynamo. I would point out
that the contacts e are grouped in a different manner at every line of contact. The
rubbing contacts are provided with conductors all leading to one piece P so that
these conductors may be quickly connected to the accumulators and the motor ( in
the same manner to a small piece P¹. These two pieces need therefore only be joined
together, the one in the other to close the circuits. The cylinder has at its base a
circle of tempered steel in which I cut as many notches and one more than there
are lines of contact. In order to explain the mechanism of the apparatus, I will
assume that the battery of accumulators is divided into four series 1, 2, 3, 4. There
will be then eight rubbing contacts and so on. The rubbing contact
connected to pole series I, and the rubbing contact to the-pole of the
same series. In the same manner f³ and fare connected to the poles of the series 2
and so on. The two end rubbing contacts ff are respectively connected to the
terminals+and- of the machine.
is
When the commutators rests in the safety notch as shown in Figure 15 the rubbers
are not in contact with the contacts e and the circuit is open. If the cylinder be now
caused to turn before the rubbers until these come in contact with the said contacts
the circuit is closed on the line of the connection A which sets the four series in opera-
tion on continuing the movement of rotation the cylinder brings the connecting
line B in contact with the rubbers and the circuit is then closed as regards series 1, 2
and 3, 4 combined by twos in quantity, and united by twos in tension. At the notch
corresponding to C the commutator unites the two intermediate series in quantity and
couples three series in tension; at the fourth notch D all four series are coupled in
tension. It follows from this that at the third notch the series 2 and 3 furnish each,
only the half of the current yielded by the two others; in order therefore that the
quantity of electricity remains finally uniform in all the series, I arrange on the
circle
of the cylinder a notch corresponding to another line of connection E which

page_text: groups the like poles of the whole series in such a manner that an equilibrium is
established throughout all the elements. This last line of contacts bears no contacts (g)
corresponding to the rubbers attached to the machine. By means of the commu-
tator with multiple couplings any desired amount of electro motive force is available and
consequently proportional variations in the speed of the vehicle. I obtain moreover
the result that all the elements work simultaneously and that the loss of electricity is
balanced, which permits of uniform recharging of the batteries. This point is of such
practical importance that it would soon be necessary to give up the use of accumulators
for the purpose of traction if it were not for it.
Figures 14, 15 and 16 shew the details of the commutator: Figure 14 being a front
and Figure 15 a side view. These shew that the cylinder is attached by supports to
a piece of wood, and that it is actuated by means of a handle against the rubbing
contacts which are fixed on this piece.
Figure 16 shews a transverse section of the cylinder and of the interior and exterior
arrangements of this apparatus. The shaded parts of the connecting pieces are seen
at the surface where they form contacts e and g. When the cylinder revolves before
the rubbers and when these quit a contact line, sparks are produced which tend to
damage the body of the cylinder and the rubbing pieces to remedy this, I have
arranged a small lever R which automatically interrupts the circuit of the machine at =,=,
before the rubbers break contact with the line, and which re-establishes it at the required
moment. The spark is then produced at these points which are easily and cheaply
replaceable. The automatic movement of this mechanism R is secured by the notches
cut in the circle which forms the base of the cylinder, said notches serving at the
same time as indicators to the person in charge of the apparatus. The contact spark
may also be minimised by means of resistances which the lever automatically intro-
duces into the circuit.
The commutator above described has the further advantage of doing away with the
artificial resistance coils indispensable in other systems, and the use of which occasions
expense and inconvenience.
Driving Chain. It is obviously advisable to make use of chains for the purpose of
transmitting power, which do not become longer and which wear out very slowly.
Any system of chain fulfilling these conditions is applicable but I prefer the special
chain hereinafter described. Now the Gall or Vaucanson chains, which are mostly
used have the serious defect of lengthening rapidly by reason of the wear of the parts
subject to friction, which have no great bearing surface. I obviate this drawback by
the arrangement shown at Figure 18. The links of this chain are formed of a single
piece, and fastened together by means of a pin a secured to one end of the link, so that
the sheath & works with but little friction on the pin, and the latter presents a large
wearing surface and thus obviates the rapid wear and cutting to which other kinds
of chains are subject; these parts are moreover arranged to work in an oil bath, and
in order to facilitate the lubrication of the pin, a hole is pierced in the sheath.
Alteration of the direction of the movement, as already stated, is effected by means of
a lever, or by an electrical contrivance. The first method is fully illustrated by Figures
6, 7, 8, and 9. I will therefore only describe at length the second shewn in front
elevation at Figures 17. A represents the section of a collector: B the brush supports
rotating on fixed axles attached to the frame of the machine: C and C¹ the brushes:
the two brush supports B are joined together by a bar E insulated at the points of
junction. One of these brush holders is provided with a bronze rod F armed with a
soft iron bar G attracted alternately by two electro magnets H and H. By means of
a little commutator placed at any convenient point of the vehicle a current from the
accumulator battery can be passed into one or the other of the electro-magnets,
suppose for instance the magnet H excited by the current attracts the bar F, and
causes the brush supports to revolve on their axis until the brushes C touch the
collector where they will remain firm. The vehicle will then travel forward. As soon
however as the current is diverted to the other electro magnet H' inverse action
will take place.
To maintain the brushes at a given point, at C for instance, I make use of a piece I

page_text: attached loosely to the bar F on an axle K, and which following the movement of this
bar, falls by its own weight before the ledge O where it remains. When a current is
passed into the coil H' to cause it to change the position of the brushes, the magnet
attracts the piece I which is thereby released and the piece 11 then comes in contact
with O holding the brush C¹ in contact with the collector. When the commutator is
at the neutral point no action is produced, and the brushes do not touch the collector.
The electro magnets and the ledges are fastened to the frame of the machine.
Having now described the system in general I will indicate by way of example,
certain applications thereof to self propelling vehicles, to railway or tramway
locomotives, or to vessels.
1. Self propelling Car. I have shewn in Figures 1, 2 and 3 the pattern of car
usually employed on tram lines, consisting of a vehicle composed of a body supported
on two axles and with longitudinal seats. I will describe my system of propulsion by
electricity with especial reference to its adoption for cars actually in use, in order to
demonstrate its easy applicability to tramway rolling stock already in existence.
It is generally requisite to raise the body of the car a few centimetres, so that the
wheels no longer rise above the bottom line; the body is then fixed to a frame formed
of iron or wood girders lengthwise, with crosspieces, (see Figures 1, 2 and 3). The
exterior panels which cover the space thus gained below the seats, are arranged to
open like a door and there is thus formed a sort of box in which the accumulators are
placed; the said accumulators are arranged in independent series in the drawers or
movable boxes and can be rapidly changed when requisite.
Figures 1, 2 3 4 and 5 illustrate this and also shew the manner of transmitting the
power by means of cords and chain. A shews the accumulators divided in four
independent series with conductors connecting each series to the commutator. B the
controlling commutators placed on each platform at the hand of the conductor with
levers D for changing the direction of the motion. The electric device for this
purpose having been explained and shewn in Figure 17 is not shewn here. C is the
electric motor attached to the girders by a shifting support; it might also be attached
to the body of the ear and suspended from the cross bars. E is an intermediate shaft
with pulley and pinion; this shaft is attached to the girders but might also be fixed by
a supporting frame to the cross bars. G marks the driving chain, F, F are trans-
mitting cords. The meter is not shewn, it may be fixed at any convenient point in
the circuit.
To minimise the wear of the chain and that of the toothed wheel, I immerse the
wearing parts in a bath of oil contained in a reservoir H which covers these pieces and
serves at the same time as a screen to protect them. If great adhesion be necessary,
the axles may be coupled by means of chains, cords or other suitable arrangement, or
each axle might be driven from the intermediate shaft.
The brake is not shewn: I use either the ordinary pattern or the electric brake or
preferably the cord-brake. The car can trayel either way at the will of the conductor
it is lighted electrically by two incandescent lamps (not shown in the drawings).
Electric Locomotive. In applying this system to an electric locomotive, the
batteries may be placed in the most convenient position and I prefer in consequence
to construct it in a different manner to an ordinary railway locomotive.
My electric locomotive shewn at Figures 26 and 27 in longitudinal and transverse
section, and Figures 28 in plan viewed at different elevations is composed of (1) an
iron frame with two platforms, the whole supported upon axles and carrying the
electric motor and the transmission mechanism (2) a fixed or shifting box with hinged
or fixed panels placed on the frame and containing the accumulators divided in series;
this box carries a double seat so that the locomotives may be utilised for the transport
of passengers or for other purposes. When the accumulators are exhausted, the box
is exchanged, if it be movable, or the accumulator boxes are replaced by fresh ones, if
the apparatus is arranged with hinged panels for this purpose. (3) The electric and
transmitting mechanism as well as the various controlling appliances, already
described but in this case the driving axle is preferably actuated by two chains.
The drawings shew a locomotive with two axles but it might have 3 or more in

page_text: which case two of the axles are driven by the transmission mechanism and all of them
may be coupled. The electric locomotive can also run in either direction like the
electric car and is lighted electrically by means of dises, the brake is not shewn on the
drawings.
Other vehicles such as those adapted to travel on paved roads, tricycles and so
forth, may be fitted up on this system the details being of course varied according to
the circumstances of each case.
Vessels propelled by paddle wheels can also be fitted up on this system. If the
vessel has a screw as shewn in Figures 30, 31, and 32 the electro motor can generally
he fixed directly on the screw shaft. In vessels of small size I prefer to place the
accumulators against the sides under the side seats as shewn in Figure 31.
In these installations the weight of the battery is of use as ballast.
Having now particularly described and ascertained the nature of the said invention,
and in what manner the same is to be performed, I declare that what I claim is :-
1. The above described system of electric traction by means of accumulators,
applicable to vehicles of all kinds and comprising essentially a battery of accumulators
divided in independent series, a commutator with multiple couplings, a receiving
dynamo with either single or double exciting circuit, an electric meter, a device for
altering the direction of the progression and the necessary connections, together with
the simultaneous lighting, heating and controlling the brakes of the vehicle from the
same source of electricity.
2. The combination of secondary batteries in independent series and of a controlling
commutator with an electric machine or motor and the above described organs of
transmission for the traction of vehicles or locomotives on tramways, railways, roads
and so forth, as also for ships or boats.
3. The combination of parts substantially as described and shewn in the annexed
drawings for the transmission of motion to the driving wheels of the vehicles and to
the propelling shafts of vessels.
4. The arrangements devised to adapt the rolling stock now in use on tramways
and railroads for electric propulsion, substantially as described and shewn in
Figures 1, 2, and 3 of the accompanying drawings.
5. A self propelling electric car substantially as described and shewn in the
drawings Figures 1, 2 and 3, the precise details being variable according to the object
and the form of the vehicle.
6. An electric locomotive constructed in accordance with the drawings, Figures 26,
27 and 28, and with the foregoing specification, having accommodation for passengers
and adapted for the convenient withdrawal and replacement of the accumulators.
7. An electric boat the propeller shaft of which is actuated by a dynamo or electric
motor together with accumulators and other mechanism as herein before set forth.
8. In an electric vehicle the arrangement of accumulators placed under the seats in
independent series, in movable drawers with automatic contacts.
9. In an electric vehicle, the use of a dynamo or motor with double excitation for
the purposes before described.
10. In a vehicle propelled by electricity, the lighting heating and actuating of the
brakes from the source of power which actuates the motor.
11. A controlling commutator with multiple couplings enabling the course of the
vehicle to be controlled at will without using artificial resistances, when several
sources of electricity are made use of applicable in various ways, substantially as
described and shewn in Figures 14, 15 and 16.
12. The mechanism shewn in Figures 1 and 2 which enables the conductor of an
electrically propelled car to change the direction of the propulsion by means of a
conveniently placed lever.
13. The combination of parts shewn in Figure 17 for changing at will the direction
of movement of the vehicle.
14. The improved driving chain for transmission of power, formed of links of a

page_text: single piece thus obviating the inconveniences resulting from the use of Gall
and Vaucanson chains as above set forth and shewn in Figure 18.
15. The arrangement for lubricating the working parts and protecting them against
injury from foreign substances, substantially as described and shewn in the drawings.
16. The combination of devices hereinbefore described in the various applications of
electricity to vehicles of all kinds.
17. The use of the mechanisms and devices hereinbefore described either separately
or in combination for electrical application, in general, and especially in the transport
of motive power.
18. When an endless worm forms the organ of transmission and especially when
the axles are coupled, the special disposition of the single motor between these axles,
with its shaft so arranged that each end of the same bears a worm gearing directly
into a toothed wheel fixed upon the said axle, as shewn in Figure 29.
19. The combination of parts forming the electric motor especially adapted for
vehicular traction.
20. The use of two excitation circuits, one of which is independent of the principal
circuit and capable of being supplied with electricity from the source thereof carried
by the vehicle, in such manner as to be available for overcoming increased resistance
to the progression of the vehicle.
21. A cylindrical armature built up crosswise as above described and shewn in the
drawings, and supporting the core formed of a mass of metallic toothed rings.
22. A collector of special construction in two sections, which each pair of
brushes touches as above described, the two brush holders being placed in the same
horizontal plane and provided with a tension spring and roller contact.
23. The mechanism for regulating the brushes above described and shewn in the
accompanying drawings, which permits of the direction of rotation being changed at
will from a given point more or less distant from the motor.
24. A support for the motor forming an adjustable frame with adjusting screws or
other suitable mechanism.
WM. P. THOMPSON & Co.,
Of 6 Lord Street, Liverpool,
Patent Agents for the Applicant.