US1305415A - steffens - Google Patents

Description

F. SIEFFENS. ELEVATED RAILWAY SYSTEMX APPLICATION FILED .IAN.8. I9l8.

Patented June 3, 1919.

I0 SHEETSSHEET 1.

IIIII'I II I IIIITII W IIII IIIIIIII WITNESS.

F. STEFFENS.

ELEVATED RAILWAY SYSTEM;

APPLICATION FILED JAN.8. 191s.

Patented June 3, 1919.

I0 SHEETSSHEET 2- [NVEN TOR. m

WI TNESS: M

. F. STEFFENS.

ELEVATED RAILWAY SYSTEM:

. APPLICATION 'FILED JAN. 8. 1918. 1,305,415.

[NI EN TOR.

l0 SHEETS-SHEET 3.

# A TTORNEY Patented J 11116 3, 1919.

. STEFFENS.

ELEVATED RAILWAY SYSTEIVL APPLICATION FILED lAN.8.19!8.

Patentgd June 3, 1919.

10 SHEETS-SHEET 4.

)(IIXIIXIIXII) Lim I "E A TTORNEY KIIXIIXIIXIIXI WITNESS F. STEFFENS.

ELEVATED RAILWAY SYSTEM.

APPLICATION FILED JAN-8,19%.

Patented June 3, 1919.

I0 SHEETS-SHEET 6.

' SS? I WNTOR.

(6 A TTQRNEY F. STEFFENS.

ELEVATED RAILWAY SYSTEM. APPLICATION FILED JAN-8.1918.

Patented June 3 1919.

- I0 SHEETS-SHEET1.

lV/TNESS.

F. STEFFENS.

ELEVATED RAILWAY SYSTEM.

APPLICATlON FILED mum. I918.

Patented June 3, 1919.

[-0 SHEETSSHEET 8.

lV/TNESS.

#5 A TTORNE Y F. STEFFEN'S.

ELEVATED RAILWAY SYSTEM.

APPLICATION FILED JAN-8.1918.

Patented June 3, 1919.

I0 SHEETSSHEET 9.

WITNESS: 1 4 VEN TOR.

Aid m4 WATTORNEY F. STEFFENS.

ELEVATED RAliWAY SYSTEM.

APPLICATION FILED JAN.8. IQIB.

Patented June 3, 1919.

10 SHEETS-SHEET $0 INVENTOR.

// ;4 ATTORNEY UNITED STATES PATENT OFFICE. FRED STElFFENS, OF ST. JOSEPH, 'MISSQURI, ASSI [G-NOR 0F ONE-HALF '10 HENRY L.

DOHERTY,.OF NEW YORK, Y.

ELEVATED-RAILWAY sYsrEMf To all whom it may concern: Be it known that I, FRED STEFFENS, a c1t1- zen of the -United States, residing at St.

Joseph, in the county of Buchanan and State of Missouri, have invented a certain new and useful Improvement in Elevated-Railway Systems, of which the, following is a specification.

My invention relates to improvements in elevated railway systems. One of the objects of my invention is to provide an elevated railway system which will not interfere withstreet trafiic, which will eliminate dangers. and delays at railroad crossings, which may be cheaply constructed and economically operated, which is strong and durable, and which may be economically maintained in good condition. A further object of my invention is to provide an elevated railway system in which i the cars in running will make little noise.

' and the noisy ,such movement.

Still another object of my invention is to provide a 'novel track and truck wheels which will be self centering with respect to the track, and which will eliminate lateral movement of the truck wheels. on the track friction which accompanies Another ,object of my invention isto provide an elevated railway system which will permit ofsharp curves being made by the cars with a minimum offriction.

A further object of my invention is tov provide a novel track which will not have its operation interfered with by weather conditions.

My invention further provides novel compensating means by which the track and its support will readily adapt themselves to changes in temperature.

My invention further provides an elevated track and support therefor which will not materially darken the street or obstruct the street or sidewalks.

My invention provides further an elevated railway system in which each car or a train of cars may be operated by one man.

Specification of Letters Patent.

of the trucks, and which will be substan-.

tially noiseless.

My invention further provides an ele- Patented J une) 3, 1919. Application filed January s, 1918. Seri'a1No.-210,805.

vated railway system having suspended cars and a track support in which the tracks cross on the same level.

My invention provides further a novel housing for supporting the rails and protecting them from the elements.

My invention also provides a novel railway crossing which permits trains to turn to the right or left, to run straight ahead or to turn around and return on another track.

My invention further provides a novel car provided with novel means for suspending the car body from the trucks.

My invention also provides a novel railway switch which is applicable to elevated or surface tracks. I

My invention further provides further novel means for holding suspended cars from swaying laterally.

My invention provides further novel means for suspending elevated tracks which permits of a maxlmum of strength and rigidity and a minimum of weight.

My invention provides still further cars having novel emergency exit means, by which the passengers may descend to the street easily ands'afely when the cars are between stations.

Other novel features of my invention are hereinafter fully described and claimed.

In the accompanying drawings, which illustrate the preferred embodiment of my invention, I

, Figure 1 is aside elevation of a portion of my improved elevated track and cars supported thereby.

Fig. 2,i s a top view of that portion of the track shown in 'Fig. l.

Fig. 3 is a cross section, enlarged, of that portionof the track shown in Fig. 1, twd

cars being shown suspended respectively from the two tracks.

Fig. 4 is a side-elevation, enlarged, of one of the cars and a portion of the track supporting the same.

Fig. 5 is a plan view of myimpr'oved elevated railway crossing.

Fig. 6 is a horizontal sectional view of my improved car and a portion of the guide therefor.

Fig. 7 is an enlarged cross section on the line 7-7 of Fig. 8, showing a portion of the track and a part of a car. suspended therefrom.

Fig. 8 is a vertical sectional view on the line 8-8 of Fig. 7. I

Fig. 9 is a top view, enlarged, of a spliced section of one of the rail supporting housings, partl broken away.

Fig. 10 1s a side elevation, partly broken away, of what is shown in Fig. 9.

Figs. 11 and 12 are horizontal sectional vviews,.taken on the line 11-11 of Fig. 10 and showing respectively the two rail joints of a track and supports therefor at the point of splicing of a housing.

Fig. 13 is across section of a portionofmy improved car and the lateral guide therefor.

Fig. 14 is a horizontal sectional view, enlarged, of a portion of my improved crossing.

Fig. 15 is an enlarged vertical cross section on the line 1515 of Fig. 6.

Fig. 16, is an enlarged vertical cross sec tion-of a portion of the car body and of .the lateral guiding meansfor the same.

Fig. 17 is a horizontal sectional view'of the guiding mechanism carried by the car and shown in Fig. 16. I

. Similar reference characters designate similar parts in the different views.

1 designates columns or pillars, preferably of structural steel, arranged in two rowsat opposite sides of the street respectively, and at the edge of the sidewalks, in which posi tion they will neither obstruct the street nor the sidewalks.

I vals'pairs of clamping plates 5 and 6 disposed respectively above and below said ca bles, see Fig. 7.

Cross braces, or stiff legs 7, Figs. '2, 3 and '7, are secured to and respectively connect opposite pairs of clamping plates 5 and 6.

ported respectively Extending vertically through and secured at their upper ends to each pair of clamping plates 5 and 6, are vertical bars 8, Figs. 3 and 7, which support at their lower ends a track comprising a longitudinal housing consisting of two longitudinal right-angled members 9, Fig. 7 whichare embraced by and are secured to and supported by a plurality of vertical brackets 10, to which the lower ends of the bars 8 are pivoted by longitudinal horizontal bolts 11.

The brackets 10 are, preferably, of inverted U-shape, the lower ends of the arms thereof having ,inward extensions 12,. which support inwardly extending longitudinal flanges 13 with which the members 9 are respectively provided.

Mounted respectively on the flanges 13, within the housing, and bolted thereto, are two rails 14, Fig. 7, which are respectively at opposite sides of a longitudinal bottom opening with which the housing is provided.

Theuzpper side of each rail 14 is arcuate preferably concave so as to render thetru'ck' wheels self centering and to reduce noise and friction as will be described hereinafter.

Cross braces or stifi' legs 15, Figs. 3 and 7,

similar to the cross braces'7, are secured to and respectively connect opposite brackets 10 of the two tracks carried by the two pairs of cables 3. i 1 Y Secured to and supported by the arms respectively of the brackets 10. of each track are two longitudinal inverted troughs 16 which cover and protect two trolley wires 17, Fig.7, which are secured to and sup-' by the troughs 16.

Supported by t e cross braces 15 is a lon gitudinal guide, Fig. 3, and Fig. v16, designed to hold the suspended cars which run on the two tracks from lateral swaying when roundingcurves or during the presence of high cross winds. Preferably this longitudinal guide consists of a longitudinal framework comprising vertical bars.18, arranged in pairs with their upper endssecure'dtocand suspended from the cross braces 15 and having their lower ends secured to and supporting transverse bars-20 to the under sides of which'are secured brackets 21, Fig. 16, which are bolted to and embrace longitudinal guide bars 19, which are concave on their under sides and are adapted to have run thereinperiipherally curved tires 22 provided on gui ing rollers 23, rotatably mounted on the transverse arm24: extending inwardly from a vertically movable vertical plate 25, Figs. 16 and 17, having rotatably mounted thereon an upper pair of rollers 26 and a lower pair of rollers 27, which run in and are guided V, by a vertical tubular guide plate 28 secured to the adjacent vertical side. of the car body 29.

runs over two pulleys 33 and'34, supported rotatably on a bracket 35 which is secured to the car body 29 and extends through'the vertical wall thereof above the guide plate 28. The pulleys 33 and 34 are located respectively inthe interior and at the exterior of the car body. The weight 31 may be slidably mounted in atubular guide 36 secured to the inner side wall of the car body.

As shown in Fig. 3, crossed diagonal braces 37, each provided with a turn buckle 38 may connect opposite bars 18. As shown in Fig. 1, diagonal braces 39,,each having a turn buckle 40 may have their lower ends secured to the lower ends of the bars 18 and their upper ends secured to the upper'ends of some of the bars 18.

Crossed horizontal diagonal braces 41, each having a turn buckle 42, Fig. 2, have their ends secured to the brackets 10 of opposite tracks. Inclined longitudinal braces 41, each having aturn buckle 42', Fig. 1,

may have their upper ends respectively secured to adjacent clamping p ates 5, and

their lower ends respectively secured to-ad-* two pairs of wheels 43, having rubber tires 44 fitting in the curved upper sides of the rails 14. The wheels 43 are splined respectively'to two cross shafts 45, rotatable in the head of a T-shaped support comprising two plates 46 and 47 bolted together and extending downwardly through a bottom opening provided between the flanges 13" of the housing members 9.

The, lower ends of the plates 46 and 47 are respectively secured to the upper sides of two semi-circular cup-shaped plates 48 and 49, which are provided at their lower edges respectively with inwardly extending flanges 50 and 51, which support a horizontal annular plate 52, which has a ball race in its upper side in which are located balls 53 which aremounted in a ball race in the .un-

der side of a horizontal annular plate 54,

which supports a circular plate 55,55 is best shown in Figs. 7 and 8.

Extending vertically through the car body 29 and through the plate 55 are vertical bars 56-, Figs. 7 and 8, which at their lower ends 'are provided with nuts 57 which respectively support coil springs 58, Fig. 4, which in turn bear against and support. the under side of the car body 29.

Respectively encircling the upper ends of the bars 56 are coil springs.59, Figs. 7and '8, which are supported by the upper side of the plate 55, and which have respectively mounted upon their upper ends washers 60,

which support nuts 61 with which the upper ends-of the bars 56 are respectively provided. The bars56, springs 58 and 59, washers 60 and nuts 57 and 61 provide yielding means for suspending the car body 29 from each of the two trucks. The two plates 55 being respectively rotatably mounted, on vertical axes, with respect to the flanges 50 and 51, permit the cars, although they may have long bodies, to make sharp turns, as the wheel base of each truck may be short. As the car body moves vertically, as permitted by its supporting springs, the weight 31 holds the wheel 23 in operative action with the guide bar 19 with which it engages.

The car body is thus held from swaying laterally.

Mounted respectively on the members 46- and 47, ards 62-, in each of which is mounted a vertical coil spring 63, Fig. 8, which supports the lower end of a plunger 64, upon the upper end of which is rotatably mounted a trolley wheel 65, which engages with the adjacent the spring 63.

Two levers 66 are respectively pivoted to the plates 46 and 47, and respectively engage two washers 67 secured respectively to the plungers 64 at the upper sides thereof. To each lever 66 is secured a rope 68 which permits the operator of the car to draw the trolley wheel 65 adjacent thereto downwardly Figs. 7 and 8, are two tubular standtrolley wire 17, against which it is held by out of contact with the trolley wire engaged by it. One trolley wire 17 may serve for 'a supply wire and the other for the return of the current.

For bracing the trucks, each truck is provided with two chains 69, Fig. 8, secured. at

their lower ends to the plate 49 and at their vided with the following described mecha &

the plates 46 .and 47, is rigidly secured a chain'wheel 71, which is connected by a driving chain 72, preferably of the noiseless type, Figs. 4, 7 and 8, which passes over and operatively engages twochain wheels73 respectively secured, between the plates 46 and 47, to the two shafts 45.

For driving each shaft 70,. there are preferably provided two electric motors 74, mounted respectively on the horizontal lower ends of the plates 46 and 47.

Rigidly secured to the shaft 70 are two brake wheels 75, which are respectively bolted to two disks 76, Fig. 7, which are respectively rigidly secured to the two armature shafts 77 of the motors 74. Driving connection is thus established between the armature shafts 77 and the shafts 45, to which the truck wheels 43 are secured. For protecting the rollers and lower parts of the truck mechanism, a casing 78 secured to the plates 46, 47, 48 and 49, "and inclosing the motors 74, as shown in Figs. 3 and 7, may be provided, the motors being secured, as shown, to the inner walls thereof.

Between each pair of wheels 43 of each truck is provided a track brake shoe 79, Fig. 8, which has a curved under side fitted to the upper curved side of. the adjacent rail 14, against which the brake shoe is adapted to be forced by a vertical piston 80, which is attached to the brake shoeand which isslidably fitted in the usual manner in an air cylinder 81, to which is connected, above the piston 80, a train pipe 82, which is connected to a suitable compressed air tank, not shown,

carried by the car.

An emergency brake mechanism is also provided, see Fig. 7, on each truck. This brake mechanism comprises the. brake wheels 75, which are provided with peripheral grooves, curved in cross section, in

which are fitted and adapted tobear at the under sides thereof two brake shoes 83, which are respectively pivotally mounted upon two levers 84 and 85, which are respectively pivoted on horizontal axes to twobrackets 86 and 87, which are respectively mounted upon the lower horizontal portions of the plates 46 and 47. The inner ends of the levers 84 and 85 are respectively pivoted to the lower ends of the outer arms of two inverted U- shaped piston rods 88,the inner arms of which are respectfully secured to two piston heads 89, which are respectively reciprocatively fitted in twoupright air cylinders 90, which are respectively secured to the outer sides of the plates 46 and 47 Two air pipes 91, respectively communi cate with the cylinders 90 below the piston heads 89. The air pipes 91 are connected. with the air pressure tank before referred to. the cylinders 90, through the pipes91, the

When compressed air is admitted to- .1 hand, the lever 84 has attached to it a rope 92 which extends downwardly into the car body, see Fig. 7. By pulling down on the cable or rope 92, the lever 84 is swung so as to throw the brake shoe 83 carried by it against the under side of the adjacent brake wheel 75.

To allow for changes trac l r housing is provided, preferably at each cross span 2, with an expansionjoint, see Figs. 9 to 11, in which longitudinaLsections comprising the members 9, are slidingly mounted in and overlapped by an interme- 'diate section consisting of plates 93 in which are mounted transverse bolts 94, which extend through and are slidable respectively in longitudinal slots 95 provided in the members 9.

Vertical bolts 96 mounted in the adjacent span 2 extend through longitudinal slots 97 provided in the members 9.

At the expansion joints, the rails 14 overlap the spaces between the ends of adjacent members 9 to which the rails are secured by vertical bolts 98 which extend through longitudinal slots 99 provided in the flanges 13 of the members 9; As shown in Figs. 11 and 12, the rails 14 have oblique overlapping side edges 100, whereby jolting of the truck wheels in passing from one rail to the next will be avoided.

In order'that two of the tracks may cross another pair at thesame level, I provide the crossingmechanism illustrated in Fig. 5.

At such a crossing there are four columns or pillars 1 which are connected by spans '2 to form a square. The pillars 1 are connected by crossed diagonal spans 101 corresponding in structure to the spans 2. The spans 101 support a platform 102, disposed centrally and supporting switch levers 103 to which are respectively connected rods 104 which are respectively pivoted to switch tongues 105, Fig. 14, which will bedescribed later.

Located centrally between the four columns 1 is an arcuate track 106, preferably'a com J I in temperature, each plete circle, and similar in construction to the straight track having the housing mem-- forming continuations of the adjacent.

curved portions B of the adjacent track.

This may best be seen in Fig. 14, in which it will be observed that at each juncture of the curved portions B with the circula r track 106,

there'are two switch tongues 105, which are pivoted'respectively to the places of intersections of the outer .rails 14 of the circular track 106 with the adjacent rails lLof the curved portions B of the crossing tracks, the

tongues 105 being respectively pivoted by vertical bolts 107 to the rails 14.

Thus at each switch, there are two tracks which merge into a single track across which each tongue 105 is adapted to swing so as to operatively engage either rail 14, each of the latter at the point where there is a single track being provided in its upper side and inner. edge with a notch 108, Fig. 14, which- With the crossing structure just described,

any train on any track may continue straight ahead, turn to the right or left or turn around and return on'the track which is par allel to the one on which it has been running.

In case that a car, for some' reason is stoppedbetween stations, and it is desired to unload the passengers, I provide each car withan emergency ladder 109, see Figs. 1, 3, 4:, 6 and 15, which is hinged at one end to the under side of the bottom of the car adjacent to an opening in the floor, which is normally covered by a trap door 110, Fig. 6.-

f The ladder may be raised and lowered by means of a cable 111, which is fastened to and adapted to be wound on a drum 112,

Fig. 15, which is rotatably mounted under a seat in the car and which is provided with a crank 113, to which is secured a ratchet wheel 114, with which engages a pawl 115 normally held by a spring 116 in engagement with the rachet wheel. By releasing the pawl 115, the'drum 112 may be controlled Each car is provided in one side near- "-the forward end thereof with entrance doors 119 and exitdoors 120.

:Between the entrance and exit doors, Fig. 6, is a transverse railing 121. Spaced apart from the inner end of the railing is a longitudinal table 122 behind which is the conductors station from which he can control a turn stile 123 which controls the'passage of passengers, between the table 122 and the railing 121, from the forward to the rear part of the car. v

' All passengers leaving-the car at the exit 120 will have passed the turnstile and their fares will have been collected. 0 In order that the conductor, who is also the motorman ofthe car, may observe the track ahead. the car body is provided with a front window 124, located just forward of the conductors station at the rear end of a longitudinal passageway; 125, Figs. 6 and 13, with which the forward end and one side of the car is provided. The location of the conductors station is such that he can have full observation ofall the passengers in the car and those entering and leaving, as well as of the truck ahead and of the stationsat which the car stops.

I By means of the structure described, a

relatively light and very strong, economical and durable track support is provided. Owing to the manner of suspending the cars, the cars can be relatively light and yet be suitable for heavy traflic, which may be carried on without any interference with the street or sidewalk traflic. The elevated structure is well adapted for level or hilly places and can be very cheaplv built and maintained.

I do not. limit my invention to the'structures described and shown, as modifications,

within the scope of the appended claims, v

may be made Without departing from the spirit of my invention.

What I claim is I 1. In an elevated railway system, an elevated track, a truck running on said track,-

a car body yieldingly suspended from said truck, aflongitudinal guide, and means including a vertically movable guiding device carried by the car body and engaging said guide'for holding the car body from lateral swinging.

2. In an elevated railway system, an elevated track, a truck running on said track, a car body yieldingly suspended from said truck, a longitudinal guide, a vertically movable guiding device carried by the car body and engaging said guide for'holding the car body from lateral. swinging, and yielding means for normally 'holding said guiding device in operative engagementwith said guide.

3. In an elevated railway system, twotracks, means for suspending said track independently of each other, cross-braces connecting said track suspending means, and

tracks, two longitudinal closed housings in' which said tracks are respectively contained and supported, means for suspending said ,housings,.cross braces connecting said housings, and car guiding means suspended from wsaid cross braces.

5. In an elevated railway system, two

tracks, two longitudinal closed housings in which said tracks are respectively supported, means for supporting said housings," cross braces connect ng said housings, and

a longitudinal guide carried by said cross braces for holding the cars running on said tracks from lateral swinging.

6. 'In an elevated railway system, track suspending means, a track carried thereby, a A

longitudinal frame carried by said suspending means, an inverted longitudinal trough neowiie 7. In an elevated railway system, a truck,

a car body suspended therefrom, an inverted longitudinal trough guide, a vertically movable guiding device carried by the car body and adapted to run in and be guided by i said guide, and means for normally forcing said device upwardly into said guide.

In testimony whereofl have signed my name to this specification.

Y FRED STEFFENS.

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