US309606A

US309606A - danchell

Info

Publication number: US309606A
Authority: US
Publication date: 1884-12-23
Anticipated expiration: 1901-12-23

Description

(No Model.) I 4 Sheets Sheet 1;

F. H. DANGHELL.

- "ELEGTRIORAILWAY; y No. 309.606. 4 v Patented Dec. 23, 1884.

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F. H. DANGHELL.

- ELEGTRIU RAILWAY.

No. 809,606. r Patented Dec. 23, 1884..

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(No Model) 4 Sheefis-Sheet 3.

F. H. DANOHELL.

ELEOTRIG RAILWAY. ,606. Patented Dec. 23,1884.

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F. H. DANGHELL.

ELECTRIC RAILWAY.

No. 309,606. 7 Patented Dec. 23, 1884.

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g (A /fm/ ing contact appliances.

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FREDERICK HAHN DANGHELL, OF MAIDSTONE, COUNTY OF KENT, ENGLAND.

ELECTREC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 309,606, dated December 23, 1884:.

Application filed March 7, 1884. (No model.) Patented in England January 24, 1863, No. 395, and in France October 5, 1883,

T aZl whom it may concern.-

Be it known that I, FREDERICK HAHN DANOHELL, a subject of the King of Denmark, residing at Maidstone, in the county of Kent, England, engineer, have invented a certain new and useful Improved System of Electric Railways, (for which I have secured Letters Patent in France, No. 157,858, dated October 5, 1883, and in Great Britain, No. 395, January 24, 1883,) of which the following is a specification.

My invention consists of an electric-motor carriage or locomotive having wheels for running on a lower track, guide-wheels for running against an upper lateral currentconducting guideway, elastic current-collecting appliances, a motor having a driving-wheel on its spindle, located centrally between two driven bearingwheels,and adjustable frictional driv- I attain my object by the mechanism illustrated in the accompanying drawings, in which- Figure 1 is a side elevation of an electricmotor carriage of my invention mounted 011 a railway adapted to carry it and maintain its correct position in running thereon. Fig. 2 is a sectional end view of the same at about the line A A ofFig. 1. Fig. 3 is a sectional end view of motor-engine and railway specially built or adapted for such motor-engines to run on a double t 'ack. Fig. at is a separate end .view of the wheels which guide the carriage against the guideway. Fig. 5 is a vertical section through the axle-box of one of the wheels for running on the rail that bears the same. Fig. (5 is a cross-sectional view vertically through the axle-box. Fig. 7 is an end elevation, partly in section, of the contact-wheels engaging in electrical'contact with the currentconveying rail or surface for conveying electro-motive force to the motor of the carriage. Fig. 8 is an end view of an elastic contactwheel or electric-current-collecting device and one surface in section, which serves to convey that current thereto.

The permanent way consists of the bottom rail or rails, A, for the wheels 1:1 to run upon, (and upon that rail or rails the weight of the locomotive and carriages bears) and of the top rail or rails, B, which serve the twofold pur pose of guiding and steadying the train and of conveying the current to the motor, the returncurrent passing through the earth. Both single rails are held and fixed in frames 0, which entirely surround the whole of the permanent way and train, as will be seen in Figs. 1, 2, and 3. These frames are alike, and have their rail-bearings made to gage, so as to do away entirely with packing or fitting, and so as to insure that the center line of the upper and lower rail is exactly in line at right angles to the bottom flange of the frame. The wedges for securing the bottom rails in position are made slightly tapered and to gage, or the wedges may be omitted. The frames 0 are supported on cross-sleepers D, (shown in Figs. 1 and 2,) in which case the distance between the sleepers or the depths of the rail Ashould be such as to insure sufficient stiffness of the latter between the frames, the rails at such 0 places being, moreover, well supported by gravel worked under it or by concrete. The frames 0 may be of cast-iron or wrought-iron or caststeel, as may be found most convenient; but the truth and uniformity thereof is of primary importance. hen longitudinal sleepers are used, onein the middle and one on each side are used. The top rail, (or rails,) B, is bedded on a block of well-seasoned hard wood, or of other suitable cheap insulating substance. This rail is, moreover, protected against rain or snow by a roof of roofing-felt or other suitable material in any convenient manner.

The frame of the carriage consists, mainly, of four outer longitudinal corner-bars, E, and 8 5 four uprightinner connecting-bars, F, all bolted together. This skeleton frame is paneled or lined with wood boarding G, which is continued at each end to the apex of a triangle of about thirty degrees, so as to minimize the air resistance. The carriage or engine is guided laterally at top by means of wheels I in pairs. These wheels have their spindles working in bearings or sockets K, which are fixed on square rods 1". These latter also serve to con- 5 nect the frame-bars E, from which, however, they are insulated by suitable brushes, K and washers On the rods K are also mounted the wheels L, and which only come into action when the train ascends or descends an incline. loo

Stauffers patent or other suitable lubricating device capable of automatically operating for at least onejourney of one hundred such close contact with the friction-driving or two hundred miles may be employed.

Axleboxes suitable for the axles H of the wheels H are shown by Figs. 5 and 6, the lubricant being conveyed to the journal by wooden rollers H floating in the lubricant.

The singlerail contact-rollers shown in Fig. 7 are arranged on either side of the upper rail, B, their spindles running in brackets h adjustably sliding on the square bar M", which also serves to connect the frame-bars E, and carries the springs M adj nstably by shifting of the collars M", so as to keep the wheels M up against the sides of the rail B. The wheels M should be elastic, say, of coppered steel or of phosphor-bronze, so as to insure a good surface-contact with the rail; but ordinary brushes may, if desired, be used.

Fig. 8 shows a contact-wheel formed with a number of curved elastic vanes, which, as the wheel revolves, are successively pressed up against the rail and flattened, thus insuring good contact.

N represents the electric motor (which, for instance, may be of the Siemens type) which drives the axis of the friction wheel or wheels P, which wheels P in turn drive, by frictional contact, the main wheels H of the locomotive. By this method of driving by frictional surface I am enabled to employ quickly-running electric motors and to transmit the motion directly and in a convenient manner to the road-wheel axles without any side strain on the driving-wheel axle.

Suitable adjusting screws and slides, R, are provided, attached to the framing, for bringing the peripheries of the bearing-wheels into wheel as may be desirable.

Springs may be interposed between the 40 screws and the slides for the purpose of producing elastic contact between the wheel-surfaces.

In some cases, instead of driving the bearing-wheels by means of frictional contact between their peripheries and the outer surfaces of revolving friction-wheels, the frictional contact may, as shown in Fig. 3, be obtained from the auxiliary parts or rims, 1-1 on the bearing-wheels.

The frictional contact-surfaces of the wheel I? and the rims H or wheels II are as much as possible boxed in, for the purpose of excluding dust-and grit. Suitable conducting-wires connect the current-conductor B with the generator of electricity, and similarly the contact FREDE RICK HAHN DANOHELL.

Witnesses:

CHARLES HENRY ALFRED ALLENDER, ALFRED GEORGE BROOKES.