US661020A - Electric-railway system. - Google Patents

Description

I No. 66L020. Patented Oct. 30,1900.

5; E. u'ssonu. ELECTRIC RAILWAY SYSTEM.

' (Application filed. Apr. 5. 1900.) (No Model.) w 4 Sheets-Sheet 2.

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.61 g4 I Alford?) No. 66mm. Patented'DcL-30, I900.

. B. E. ossonu.

ELECTRIC RAILWAY SYSTEM.

(Application filed Apr. 5, 1900. (N o M ad e I.)

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ELEGTBIC' RAILWAY SYSTEM;

(Application filed Apr. b. 1900.)

No. 6 6l,020.

(No Model.) {Shank-Sheet 4.

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Unitas STATES}- PATENT BYRON E. OSB ORN, OF AUBURN, NEW YORK.

ELECTRIC-RAILWAY SYSTEM.

SPECIFICATION forming part of Letters Patent No. 661,020. dated-October 30, 1900.

Application filed Apri15. 1900.

' (It all whom, it may concern.-

Be it known that I, BYRON E. OsBORN,a

citizen of the United States, residing at Au terns; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make anduse the same, reference being bad to the accompanying drawings, and to the letters of reference marked thereon, which form a part of this specification.

improvements in electric railway systems, and especially to a subway or surface system in which a prime conductor suitably insulated from all exterior conducting agents is provided which is designed to carry the electric energy, while mechanical means is utilized for bringing the current to the surface, as required, to energize a normally-dead contact-stand bearing a switch, which when operated by a conductor-shoe carried by the frame of a car-truckallowsthe current to pass from the prime conductor to and through the contact-stand, thence through the conductor-shoe and conductingwire to the rheoo stat or controller on the car, whence it is switched onto the car-motors and returned from the latter through suitable insulated wire to the negative pole of the generator. By returning the current through a suitable 5 conducting medium to the negative pole of the generator instead of through the'axle, wheels, rails, and the earth wandering currents are prevented, which in the common construction of electric railways causes elec- 4o trolysis to grounded metallic pipes.

The invention relates, further,'to an electric-railway system which is adapted to the various conditions of city and country lines and in which the wires and electric equip- 5 ment are inaccessible to pedestrians, thus reducing accidents incident to persons or animals coming in contact with exposed wires to a minimum.

In carrying out my invention I provide at intervals a series of contact-stands which are normally dead, each stand carrying an oscillating lever which is thrown into contact This invention relates to new and useful SerialN0.11|'729- (No mode Other-featu res of the present invention will be hereinafter fully described and specifically claimed, as well as the various com binations of coacting elements of the system.

My invention is clearly illustrated in the accompanying drawings, which, with the letters of reference marked thereon, form a part of this application,and in which drawings similar letters of reference marked thereon indicate like parts throughout the several views, in which' I Figure l is a planview of a section of a railway-track, showing the electrical conductorwires, pipes protecting the latter, and the contact-stands arranged at intervals apart adjacent to the rails. Fig. 2 is aside elevation of one of the contact-stands, parts being in section, and a section of a contact-shoe, shown in dotted lines, which is carried by a car. Fig. 3 is a vertical cross-sectional view through one of the contact-stands and the primary and feeding wires. Fig. 4 is a side elevation of a car carrying motor,controller, and shoe, showing electrical connections between shoe, controller, and motor, said view showing parts in section. Fig. 5 is a side elevation of a por tion of a shoe and a contact-stand having electrical connection with a return conducting-wire, said shoe being shown as in contact with the stand, parts being shown in section. Fig. 6 is a top plan view of a motor on the truck of a car, showing also the track and conducting-wires and generator. Fig. 7 is a vertical longitudinal section through a stand,

slightly modified. Fig. Sis a cross-sectional view of guards shown as held against a contact-stand, and Fig. 9 is a perspective view of the guard and stand shown in Fig. 8. Fig. 10 is a top plan view of a stand and guardplate.

Reference now being had to the details of the drawings byletter, A designates the prime conducting-wire, which is carried in suitable insulating-piping O, and in the event of the current being conveyed a considerable distance a second feed-wire B is provided which is also insulated and carried within the piping O, and at any intervals along the route said prime conductor may be united or yoked to the feed-wire, which latter is connected to the positive pole of the generator A. This tubing is preferably secured to the ties of the railway and at intervals, nearly the length of an ordinary street-car, are secured the cond uctor-stands D which are fastened to planks or plates resting on the ties and held thereto by any suit-able means. The piping referred to, through which the primary and feeding wires pass, is made up of sections extending,

from one conductor-stand to another along the side of the rails,-ahd the ends of said wires protrude a few inches beyond the end of the pipe. These exposed ends of the wires are inserted into a coupling As, in which coupling is also held one end of the segmeutary conductor I, which is located within the chamber of the contact-stand. To the opposite end of the segmentz'try conductor a coupling is connected to which the protruding ends of a section of the prime conducting-wire and feedingwire are held, the latter being contained within another section of piping extending to the next conductor-stand, the entire length of the prime conductor and feeding-wire being made up of similar sections connected as described. At each end of every con tact-stand a wooden plank Z, first-covered byanysuitable cement, as white and red lead in oil, is bolted to the plank or plate on which the contactstand is held, which plank covers the ends of the wires and pipe, thus making the standchamberand pipe water-tight. These contact stands, which are commonly placed a distance apart equal to nearly the length of a car, may be placed nearer together on curves in order to allow a contact to be made between said stands and a cond uctorshoe carried by a car. Said stands are constructed the height of the rails used in the construction of the road, and in the chambered portion of each stand in a system equipped for a city or thoroughfare line is journaled an oscillating contact-lever D, which turns on a stud D. Loosely journaled on the spindle (Z, between the upper pivotal ends of said lever, is an antifrictionroller M and projecting below the stud D is a portion of said lever which has laterallyextending lugs M.

J and J are two clampingplates held in any suitable manner to the segmentary conductor, and on said plate J are pivoted the lower ends of the angle contact members K and K as shown clearly in Fig. 2 of the drawings. In order to hold these contact members normally out of contact with the inner wall of the chamber of the stand, springs K are utilized,or weights may be used,if desired,

normally in a vertical relation springs O are held under the lugs M on the opposite sides of the projecting end of the lever D. In project-ing portions of the stand, on its upper edge, are journaled the antit'riction-rollers P and P, against which the shoe N contacts as it traverses the stand.

The construction of stand illustrated in Fig. 2, which has been described, is found to be the best form of contact mechanism in a system adapted for grades or for hauling freight, in which a large am perageis required, in which stand contact may be had with the shoe at three different locations.

In systems requiring only a medium amperage the form of stand and contact mechanism illustrated in Fig. 7 I wish to employ. In this slightly-modified construction the shapes of the contact members K and K instead of being angular and pivoted at their lower ends to the clam ping-plate J are journaled on the studs K carried by the walls of the contact-stand, and to one arm of each of said members K and K is connected a spring K adapted to normally hold each member in the position assumed by contact member K in Fig. 7. Instead of the clamp ing-plate J, Fig. 2, I employ the cups E, which are mounted on plates E, which are clamped to the segmen tary conductor I, and these cups are designed to contain metallic mercury.

In Fig. '7 of the drawings one arm of the contact member K is shown as depressed into the receptacle or cup, said member being depressed by the shoe of the car oscillating the contact-lever, which in turn tilts said member K. In this construction, requiring but a medium amount of amperage, the antifriction contact rollers P and P may be dispensed with and only the oscillating lever carrying the loosely-journaled contact-roller M utilized.

Thecontact-stands which are utilized in the return-circuit and on interurban railways, on which latter there is but little travel other than by the electric cars, the stands being separated beyond the reach of animals or persons, are preferably constructed as shown in Fig. 5. In this stand D are mounted the ant-ifriction-rollers P and P, and instead of the oscillating contact-lever, as before described in connection with the stands D I employ a segmentary conductor 1 inserted in the couplings H, which also receive the ends of the return conducting-wire sections G, passing through the insulating-pipes Gr. To these couplings are secured the ends of the conductorY,which is held near the middle of the stand, as illustrated. This return conducting-wire may be made continuous from the negative pole of the dynamo to the extremities of the road or made sectional and connected, as shown, and the stand D is live normally with the wire to which it is attached.

For protecting the contact-stands I utilize the metallic guards R, (Shown in Figs. 8 to 10, inclusive.) A suitably-recessed portion R of each of said guard-plates is provided to allow the oscillating contact'lever to operate freely,

and the under edge of each plate is recessed out, as at E so as to allow any dust or foreign matter which might drop into the recesses R to escape onto the ground. These guard plates are preferably bolted to the stands on their outer faces, while the outer faces of the rails will serve to protect the inner facesof the stands.

Referring to Fig. 40f the drawings, the shoe N is made preferably of two complemental plates of rolled metal, (this detail being better shown in section in Fig; 8,) bolted or otherwise secured together and carryinga bindingpost N By means of brackets N a flanged disk N is held' to the shoe-sections, and on said disk the metallic post Q rests, said post being connected at its upper end to the frame U of the car. A spring N is interposed between said disk N and the frame of the car, whereby the shoe will be self-adjusting, and should the car leave the track accidentally said conductorwould be raised several inches, contracting the spring. The ends of the conductor are preferably slightly upwardly turned, soas not to be interfered with in case any foreign matter should happen to be upon the stands.

To the bindingpost N is electrically connected one end of the wire N', which has its other end connected to the rheostat or controller T, mounted on the platform of the car. The motor W, carried by the framework of the truck, has geared connection with the driving-wheel W, suitably mounted on the axle WV and a wire T connects the rheostat or controller with the negative pole of the motor, while the positive pole of said motor is connected by wire T to the binding-post T through which the current passes to the shoe on the opposite side of the car and which is held in contact with the stands in the return circuit. The lights S in the car are brought into the circuit by means of the connectingwire S, connectingthe switch S with the conducting-wire N.

In operation, as a car equipped with a shoe on either sidesubstantially the length of the car rests on the rails said shoes will always be held in contact with a contact-stand on the outgoing circuit on the one side and with a contact-stand in the return-circuit on the opposite side. Said stands being disposed in a zigzag relation in the two series with relation to one another and of such a distance diagonally apart, preferably about thirteen feet,will also render the exposed stands safe from contact simultaneously by persons or animals. As the shoe comes in contact with the antifrictional roller on the oscillating lever the latter is tilted and electrical contact is made and the current passes'through the shoe and to the motor, and thence returns to the generator in the manner hereinbefore described.

What I claim is 1. In an electric-railway system, two series of contact-stands disposed at intervals to one anotheron opposite sides of a railway, a prime ductor, shoes carried'by a car, one of which shoes being designed, as it traverses a con tact-stand through which the primary conductor passes, to tilt said oscillating lever against one of said contact members, and hold the latter against the contact-stand, the second shoe adapted to contact with a stand in the return-circuit, a motor and electrical connections between same and the shoes, as set forth.

2. In an electric-railway sys em, two series of con tact-stands disposed at intervals to one another-on opposite sides of a railway, a prime conductor passing through one series of said stands which are normally dead, oscillatingcontact-levers carried by the latter,springactuated contact-pieces connected to the primary conductor, the shoes carried by the car, one of which shoes being designed, as it traverses acontact-stand, through which said primary conductor passes, to throw a lever into electrical connection with one of said contactpieces, the second shoe designed to contact a stand on the opposite side of the railway and in a return-circuit, a motor and electrical connections between same and said shoes, as set forth.

3. In an electrical-railway system, two series of contact-stands disposed at intervals to one another on opposite sides of a railway, a prime conductor passing through one of said series of stands which are normally dead, oscillating contact-levers carried by the latter, springs for holding said levers in vertical positions, spring-actuated contactpieces designed to be thrown into electrical connection with the primary conductoras said lever is tilted, a shoe carried bya car and designed to traverse the stands through which the primary conductor passes, and to tilt said levers, a shoe contacting with a stand on the opposite side of the railway, the motor and electrical connections between same and said shoes, as set forth.

4. In an electric-railway system, two series of conductor-stands disposed at intervals to one another, on opposite sides of a railway, in alternate relation, a prime conductor passing through one of said series of stands which are normally dead, oscillating levers journaled in the latter, pivoted and spring-actuated contact members adapted to be tilted by said levers, .the cups held in contact with the primary conductor, and containing metallic mercury, into which the ends of said members are inserted as they are tilted by a shoe traversing the stand and oscillating said 1ever, the motor, shoes and electrical connections as set forth.

5. In an electric-railway system, two series of conductor-stands, one series being located along each side of the railway, and in alter- IIO nate relation to one another, a prime conductor and a feeding-Wire insulated in suitable piping, and disposed between the stands on one side of the railway, which stands are normally dead, segmentary conductors located in said stands, couplings connecting the primary conductor to said segmentaryvconductor, the contact-plates secured to the latter, the oscillating lever pivoted to the stand and spring-actuated, the contact members also spring-actuated and designed to be tilted by said lever into electrical connection with said segmentary conductor, the antifriction-roller carried by said lever, the antifriction-rollers on the stands, the shoes, motor and electrical connections between the latterand said shoes as set forth.

6. A contact-stand for an electric-railway system, comprising the oscillating contactlever pivoted to the walls of the stand and having an antifriction-roller for contact with a shoe, lugs on the lower end of said lever, springs engaging said lugs to hold said lever normally in a vertical position, the segmentary conductor in the'chamber of the stand, the pivoted and spring-actuated contact members, the plates secured to said segmental-y conductors, as set forth.

7. In an electric-railway system, a return contact-stand comprising a segmentary conductor carried in the chamber of the stand,

couplings in which the ends of said conductor are held, the an tifriction-rollers j ourn aled in the upper edge of the stand, the conductor bolted to the upper edge of the stand and connected to the return-wire, said stand being normally live with the Wire to which it is connected.

8. In an electric-railway system, the combination with the con tact-stands,as described, the guard-plates recessed and held against the stands, and the insulated blocks held against the ends of the contact-stands, as shown and described.

9. In an electric-railway system, the combination with the series of contact-stands and electrical connections therewith, the shoes, adapted to be held in contact with a stand on the outgoing and return circuits, each shoe made up of two complemental angle-plates with upturned ends, the bi riding-post secured. to said'shoe, the flanged disk, the angle-braces securing same to the shoe, the metallic post, and spring-bearing between said disk and a portion of the truck of the car carrying the shoe, as set forth.

In testimony whereof I aflix my signature in presence of two witnesses.

BYRON E. OSl-EORN.

Witnesses:

W. J. EMENS, F. M. HosMER.

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