US319947A - basto - Google Patents

Description

3 Sheets-Sheet 1.

(NOAModel.)

C BASTO ELECTRIC TRAMWAY.

Patented June l ttt PETERS. Fhuhrlitbognphif. Washngon. D. C`

(No Model.) 3Sheets-Sheet'. 2.

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ELECTRIC TRAMWAY.

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3 Sheets-Sheet V3.

C. B'ASTO. ELECTRIC TRAMWAY.

PatelltedJune 16, 1885. Eye?.

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l Aralar CARLOS BASTO, OF RIO DE JANEIRO, BRAZIL.

ELECTRICl TRAMWAY.

SPECIFICATION forming part of Leiters Patent No. 319,947, dared June 16,1885.

Application filed December 11, 1883.

To all whom t may concern:

Be it known that 1, CARLOS Basico, a citi-` zen of the Kingdom of Portugal, residing at Rio de Janeiro, Brazil, have invented certain new and useful Improvements in Electrical` My invention consists in the arrangement of the electric conductors below the track in a small channel, the covering of which is prolvided with a narrow longitudinal slotfor groove, which permits the passage of the wirecarriers as well as lof certain mechanisms which I prefer to employ in certain cases with a view to augment the adhesion of the traction- Wheels upon the rails.

Certain portions of myinvention are applicable to tramway-lines now in common use where the grades are not of such steepness as to render the traction by means of the natural adherence due to the weight of the cars and their contents difcult or impossible, while certain other portions of the invention are particularly applicable to lines having steep grades, and constitute a peculiar system of tracks and of cars.

The accompanying drawings form a part of this specification, and represent what I consider the best means of carrying out my i11- vention.

Figure 1 is a transverse section showing one side of the track with the arrangement of` the electric conductors 'and of those devices attached to the car which serve to lead the current to and from the motor placed on the car. This figure represents the invention as .adapted for use on tramways with ordinary grades. Fig. 2 is a cross-section showing a modification of the construction. The remaining figures show the invention as adapted for use on tramways with steep grades. These represent the complete foigm of the invention. Fig. 3 is a side elevation, partly in section, of the track and the principal portions of a car. Fig. llisaplan of Fig. 3. Fig. 5 is a side elevation showing acar; and Fig. 6 is a transverse section of the track and the car as illustrated in Figs. 3, 4,' and 5.

(No modem' Patented in Portugal August 23, 1382, No. 771, and in Brazil February 24, 1883,

Referring to Fig. 1, a channel is formed in the vground just on the outside of one of the rails A. The walls B B of this channel may be formed of masonry, concrete, or bricks, the inner wall being built directly under the longitudinal sleeper C, which supports the rail A. This channel, which may be about one foot in width, is covered by large plates D, of stone or cast-iron, which are laid so as to leave a groove or opening of about one inch in width between themselves andthe rail A.

Under the extremities of the transverse sleepers E, which project beyond the lateral face of the longitudinal sleepers G, I arrange, by means of iron'yokes I and of L-pieces J, the electric conductors F, the form and arrangement of which may be varied at will. I prefer, however, the arrangement illustrated in the drawings, according to which longitudinal bars or lsmall beams of wood or other nonconducting material are employed, which are formed with grooves of cylindrical cross-section opening downward, which grooves are lined with copper, brass, or other good conducting material G, thus constituting two insulated conductors for the passage of the current from and back to any suit-able source of electricity. The longitudinal bar or beam F is preferablyT formed of four parallel strips of wood rendered water-proof by immersion 1n any suitable bath, and held together by means of fastenings similarly made water-proof, the

whole being covered by means of a water-proof fabric, if such should be found desirable in practice.

vIn order to still more efficiently prevent the passage of any portion or of the entire current from one conductor G to the other, I form in the center and' along the entire length of the compound bar or beam F a hollow space, as

shown at y, whereby the insulation between the conductors is more completely attained.

At every crossing and at every bifurcation of the track the 'bars or beams F are interrupted and their opposite extremities are formed with funnel-shaped openings to facilitate the passage of the metallic conducting? pieces carried on the car, and the metallicconductors Gon one side of the breakare connected with those on the other side 'by means of 'suitably-arranged and prQperly-ins'ulated the wheels by any of the ordinary or suitableio means.

In addition to such motor, the car is provided on the side over the channel and between its axles with a stout frame of boileriron, H, which extends down through the slot K into the channel and is bent `as shown.

ltslower portion carries a piece, N, of ebonite or other non-conducting material, which latter supports the two` friction-pieces L, by means of which electric connection is established between the motor on the car and .the conductors G. The friction-pieces L are made of brass, about one thirty-second of an inch thick, and bent into the shape of a cylinder of about six inches length and of a diameter to match the interior of the conductor G, and formed near their centers with an extension, M, projecting downward and capable of sliding in the support N. The ends of the cylinders L are turned inward in the shape `of a4 cone, and the cylinders are made elastic, so as to facilitate the easy sliding along of said cyl-` inders in the conductors G.

In order to insure a sufficient frictional contact between the cylinders L and the interior of the conductors G, a system of expanding-i springs, R, is arranged within said cylinders, whereby the surface of the latter is held in` contact with the conductors G, while at the same time sucient play is allowed for theiry passage along curves.

The two friction-cylinders L are alike, and

their vertical supports M are connected to the electric motor or the car by means of properly-4 insulated conductors, which pass upward inY suitable spaces formed in the support-ing` frame H.

It will be understood that the wheels of the;v car on theside of thc channel may be formed withouttreads,in which case the upper portion of the `frame H, down to within the slot K, should be made of sufficient strength and thickness, the slot K being slightly widened along the curves of the track.-`

In Fig. 2 I have represented a modification of the above-described arrangement, which is also well adapted for lines having but slight grades. In this figure the slot, which allows communication with the underground channel, is arranged in the line of one ofthe rails, and instead of a single rail on this 'side I employ two parallel rails, S S, which serve as rail and counter-rail, a slot, O, being left between the two rails. The wholeis so proportioned that the two rails and the intervening slot do not exceed the. width of an ordinary tramway-rail. Under this rail, at intervals of, say, three feet, are placed cast-iron shoes Q, which serve to determine the cross-section of the channel, and at the same time to hold the two rails S S in place. One of the conductors T consists of a metallic cylinder, open at its lower portion and covered at its exterior with a suitable non-conducting material. In this case the conductor for the returnof the current may be formed by either of the rails S S, or a conductor similar to T, and placed on the opposite side of the channel, may be employed, or a small rail, U, (shown in the drawings at the bottom of the channel,) may be used for the purpose.

Upon the small rail U rides a wheel, V, which is connected to the car by a frame of boiler-iron, X, (only partially represented in the drawings.) This wheelVcarries a frictionpiece, Y, which slides in the conductor T.

`The channel is lined and covered with concrete, the ordinary paving being laid upon the latter. The shoes Q are connected by vmeans of tie-rods Z with the longitudinal sleeper of wood or cast-iron W, uponwhich is fastened the second rail of the track. Figs. 3 to `6 show the arrangement which I prel'er to use. This is adapted for cases where the track presents steep grades, where the adhesion of thedriving-wheels upon the rails must be increased by articial means. According to this arrangement the channel is placed in the cen ter ofthe track, its walls being formed`of masonry or concrete, or in any other suit-able manner. The channel should have a width and depth of about eighteen to-twenty inches.

`It is partially covered by cast-iron plates b,4

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the plates b constitute also the carrying-rails, or these edges, may if desired, be covered by an iron or steel rail.

It will be understood that the rails c are connected by means of screws yor bolts to the adjacent portions of the plates b. The rails atthe outer border may be fastened by means of spikes, whereby great stability is imparted to the entire system. As will be seen fromthe drawings, Fig. 6, the conductors are placed on both sides of the channel in insulating bricks d, which project from the masonry walls a on the upper side of the channel. For this purpose the bricks d have on their lower sides a cylindrical groove opening downward and lined on its interior with any suitable conducting metal, as in the above-described arrangements.

The car employed with this arrangement differs considerably from those heretofore used on tramways. The passengers are seated back to back. The width of the track, which is determined by the exterior edges of the cast-iron plates b, should not exceed three feet. The

car has six wheels-three in front, one 'in the center, and two in the rear. The three front 3 and 4.. rlhe wheels on both sides carry no iianges, while the central wheel, g, isprovided not symmetrical aty its extremities it may be l with a central projecting iiange, which serves 1 caused to run in either direction upon the as a guide by entering into the slot formed in the center line of the track between the rails c c, Fig. 6. The single wheel hin the middle of the car is keyed to the center of the second axle, Z, which receives its movement by any suitable connections from the front axle, e,

which itself receives motion from the electric motor placed on the car, the power from the latter being transmitted by the aid of pulleys Z. The rear axle, j, is fast, and carries the loose wheels Zo. Central wheels, g and h, have each a double tread bearing upon the two rails c, which form the sides of the slot, and the flange of the wheel h, which is keyed upon the second axle, Z, is toothed, for purposes which will appear further on. Between the backs m of t-he seats of the car is arranged a frame, n, (see Figs. 3, 4, and 5,) which extends downward through the slot in the track into the interior of the channel, and which surrounds the central wheel, h, of the second axle, Z. This frame a is spread in the channel, and supports another smaller wheel, p, having also a double tread and carrying a central toothed flange engaging with the similarly-toothed flange of the wheel h, from which it receives its motion. The frame n is supported by springs o, and carries eccentric-wheels q, with provisions for turning` them, (see Fig. 3,) whereby the action of the springs o, and consequently the force with which the rails c are grasped between the upper and lower wheels, h and p, may be regulated, or the force taken off altogether. These two wheels, under the action of lthe springs o, serve to firmly clamp the rails c and thereby increase the hold or traction considerably on up and down grades. In the latter they constitute a bra-ke. On those portions of the track which are quite or nearly level the brake qis op-l erated to depress the frame n, and the car advances with the aidof adhesion due to the weight alone. rlhe frame a serves also as a support for the two ebonite p ieces which hold the supporting-rods of the friction-cylinders r, which latter are constructed in the same manner as those previously described, and perform the same important function of maintaining electrical contact with the respective conductors extending along in grooves, as before described.

Although the car arranged as indicated is same track. For this purpose it is only necessary to provide at the ends ofthe line a returncurve; or I can, by providing a switch for reversing the connections of the current, run the car either end foremost, back and forward, without such turning.

f The car, as shown, is particularly intended for transporting a small number'of passengers-twelve at the most.' A single attendant may guard the two lateral entrances of a single platform in front and also operate the brake. The sides of the car are provided with a railing so as to compel thepassengers on boarding the car to pass the conductor.

By inserting glass windows the car may be adapted for use in winter.

AThe several channels in the roadwaymay have proper connections with the sewer or other drain in order to carry' off water.

I claim as my inventionl. In an electric-tramway system, the underground open channels having conducting linings G, insulated as described, combined with the elastic friction-pieces L, having extensions M, supported in piece N, the expanding-springs R, and electric connections with the car and motor, as set forth.

2. In combination wit-h the underground channels, as described, and with the spring friction -pieces L, the wheels h p, lframe n, means, as q, for adjusting the friction, and connections with the car, as and for the purposes set forth.

3'. The combination, with the wheels h p, meshed, as shown, of the adjustable frame n, the springs 0, for supporting the said frame n, the cams q, for adjusting the friction of wheel p upon the lower surface of the rail c c, the underground channel, and means, substantially as described, for making electrical connections therewith, as herein specified.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

CARLOS BASTO.

Witnesses:

CAMILLO PINTO DE LEMos, FRANcIs M. CoRDEIRo.

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