US670651A - Electric railway. - Google Patents

Description

No. 670,65I. Patented Mar. 26, I90l. W. T. VAN DOBN.

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W. T. VAN BORN. ELECTRIC RAILWAY. (Application filed Apr. 27, 1900.:

,No. 670,65l.

UNITED STATES i PATENT Orrice.

WILLIAM T. VAN DORN, OF CHICAGO, ILLINOIS.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 670,651, dated March 26, 1901.

I Application filed April 27,1900. Serial No. 14,627. (No inodel.)

' nois, have invented a newand useful Improvement in Electric Railways, of which the following is a specification. I

This invention relates to an improvement in railways of that class known as thirdr'ail electric railways, and more particularly to means for supporting and insulating the conduit-rail and for protecting the same from the weather and from accidental contact and contemplates in connection with the same safety devices, whereby the train or car is protected from derailment.

Heretofore in electric railways serious inconvenience has been occasioned by the accumulation of snow, sleet, or atmospheric moisture upon the conduit-rail, thereby in many instances destroying the insulation thereof and requiring an enormous increase in current to propel the car or train. Not only has this accumulation of atmospheric moisture in the form of rain, snow, or sleet caused leakage of current, but in many in? stances, as in the case of sleet-storms, accumulations of ice on the conduit-railhave prevented satisfactory'contact with the trolley 01-- shoe, thereby seriously injuring the efficiency of the system and resulting in serious accident, increased expense, and vexatious delays. i

The invention consists in the matters hereinafter described, and morefully pointed out and defined in the appended claims.

In the appended drawings, Figure 1 is a view in end elevation of a device embodying my invention. Fig. 2 is a vertical section taken through the third or conduit rail, illustrating the manner of insulating and protecting the same. Fig. 3 is a side elevation, partly broken away, of a device embodying my invention. Fig. 4 is a section similar to that shown in Fig. 2 and illustrating the contact devices. Fig. 5 is a vertical section of one of the safety-wheels, takensin the plane of theaxis and illustrating theinsulation thereof. V,

As shown in said drawings, A indicates a truck-frame of any desired construction.

B indicates the truck axlesor journals upon which the said frame is supported.

0 indicates car-wheels of. any desired construction secured upon said axles in the usual or in any desired manner.

0 indicates one of the lateral frame members of the truck-frame.

D Dindicate track-rails of usual forms se cured upon cross-ties d d in a familiar manner.

' E indicates brackets or supports rigidly se; cured to the extremities of the cross-ties d by means of bolts or the like and extending upwardly at the side of the track and located a SllffiGlGIlli distance from the rails thereof to prevent contact of any-part of the train therewith. 'At the upper end of each support E is provided an arm c,-herein shown as integral therewith and extending horizontally and inwardly of the track.. F indicates a third or conduit rail supported from said arms 6 by means'of bolts or the like passing therethrongh and through the flanges of said rail. Said third rail extends parallel with the trackrails D D,with the head or tread surface thereof directed downwardly. The same is inclosed at the top and sides thereof in a casing or guard, preferably of wood, which forms a part of the insulation therefor and at the same time. protects the third rail from the action of the weather and from accidental contact with employees or others.

G indicates a contact-shoe yieldingly supported upon the truck-frame member 0 against the conduit-rail F and having the usual or any desired connection with an electric motor carried upon the truck in a familiar manner.

Referring now more particularly to the feature of construction, the said bracket E, as shown, is constructed of metal and consists of vertical upright e,.'secured to a flanged I footpiece (2 designed to be secured to the tie by means of bolts or the like, as indicated in the drawings, and a brace 6 as shown, integral.with said upright e at the top thereof and with the footpiece at the lower end. Ob viously' it is not essential that the said up-' relatively short and provided with apertures extending vertically therethrough, through which the bolts pass, whereby the conduit- The said arms 6 are rail is secured thereto. The said guard for said conductor-rail, as shown, consists of a plankf of wood or the like secured by bolting or like means to the under side of said arms, between the same and said conductorrail, a similar plank f secured vertically on the post 6' and forming at its upper edge a tight joint with the outer edge of the plankf, and a plank f, supported from the ends of the arms 6 and the inner edge of the plank f and likewise forming a tight joint therewith. The said side planks are of sufficient width for the lower edge thereof to extend several inches below the contact surface or head'of said conductor-rail. From the construction described it is clear that said guard or casing not only efficiently protects the conduit-rail from rain, snow, and sleet, but also constitutes one of the means for the insulating thereof. It is not essential that wood or planks be used, however, and said guard may be constructed of other material, such as vulcanized fiber or the like. Obviously when material such as vulcanized fiber is used the casing may be made with top and side walls integral. I do not rely wholly on said guard for the insulation of said rail, however, and, as shown, I provide supplemental insulating means between said conduit-rail and the top of the casing or guard. Obviously any one of many forms of insulation may be employed, and I do not desire to be restricted to the particular form of insulation herein shown, of which H indicates a plate or sheet of insulating material secured between the said rail and the under side of said casing, as indicated in Figs. 1, 2, and at. Said plate or sheet H may be of any desired material, that herein indicated being vulcanized fiber, a sheet of which of suitable thickness and apertu red to receive the bolts, whereby said conductor-rail and casing are supported from the bracket-arms, is laid between said rail and the top of said casing. The apertures in the flanges of the said rail and through the top of said casing and bracket-arm e are made of suliicient size to receive supporting-bolts invested in a sleeve or sheath of insulating material similar to that of the sheet H. Each of said sleeves or sheaths of insulating material is provided at one of its ends with a flange adapted to extend beyond the bolt'head, and thereby insulate the same from the rail.. Said bolts, each inclosed in its sheath, are inserted through said apertures. A washer of insulating material is placed over the thread ends of the bolts and the nut secured thereon in the usual manner.

The contact device illustrated in Figs. 1, 3, and 4 is constructed as follows: A cross-piece O is supported upon the frame member 0, with its end portion projecting laterally beyond the same to a point beneath said conduit-rail. Said cross-piece may be constructed of wood or of otherinsulating material, as preferred, or if of metal may be insulated from the truck. As shown, the same consists of an extension of the lower member of the transom member of said truck-frame. As shown, a bracket-arm 0 extends outwardly beneath the end of said cross-piece C the same being rigidly secured at its inner end to the truck-frame and at its outer end to said cross-piece by bolting or the like. At the outer end of said cross-piece O are rigidly secured, by bolting or like means, upwardlyextending brackets g g, the adjacent faces of which are parallel and adapted to receive between the same a contact-shoe G, herein shown as provided with laterally-extending studs g g, which, as shown, project into vertically-slotted apertures in said brackets g g and constitute the means for retaining said shoe between the same. Between said shoe and cross-piece pushing-springs G G are socured, herein shown as spiral springs, one end thereof engaging said cross-piece between said brackets, the other end thereof bearing upwardly on the under side of said contactshoe and acting to hold said contact-shoe at all times yieldingly against the conduit-rail. Obviously, however, it is not essential that spiral springs be used, inasmuch as any device acting to hold said shoe yieldingly against the conduit-rail will suffice. As a further improvement the footpieces of the bracket E, supporting said conduit-rail, may be insulated from the track-ties by interposing a layer of insulating material I between said footpieces and the upper surface of said-tie. Obviously if this is done said insulating material in the form of a sleeve or the like should surround the bolt wherewith said bracket is secured to said ties, and a washer of like material should be inserted between the end of said bolt and said bracket. Ordinarily such additional insulation will not be required, inasmuch as it is designed to completely insulate said rail in its closure or guard heretofore described. Obviously, if desired, such contact-rails may be provided on each side-of the track, and the cross-piece heretofore described may be extended upon each side of said truck and provided at each of its outer ends with a suitable contact-shoe. In this construction, which is clearly illustrated in Fig. 1, it is obvious that the laterally-projecting ends of said cross-pieces in themselves act as a safety device, inasmuch as upward movement sufficient to permit the flange of the wheel O to ride over the rail D is resisted by the increased pressure of said contact devices against said conduit-rail. As a further improvement, however, I have provided additional safety devices, as follows: The axles of the said truck are extended through the journal-boxes on each side of said truck-frame to points beneath said conduit-rail. Said axle ends, as shown, are of reduced diameter, and at the outer end of each is rotatively secured the safety-wheel J, directly beneath the said conduit-rail and normally out of contact therewith. Said wheel J may be wholly of insulating material, such as wood or indurated or vulcanized fiber. Obviously, however, said Wheel with an end flange adapted to extend upwardly on the wheel when the sleeve is inserted in the bore thereof with the flange in contact with theside face of said wheel and adapted to bear against the shoulder on the shaft. An integral screw-threaded stud projects axially from the end of the shaft, adapted to receive a complemental nut. A Washer of insulating material is placed over the outer end of said shaft and in contact with the outer face of said wheel. A washer of metal or the like, of sufficient diameter to extend upwardly a desired distance on said insulated washer, is placed over said stud and in contact with said insulatingwasher, and the nut b is screwed down on the same. Obviously it may be desirable with certain kinds of insulating material to provide a bearing-surface for said shaft F within said wheel, and for this purpose a steel shell or thimble may be secured within the bore of the wheel inside of said insulating material, the inner surface thereof being turned to provide a bearing-surface for the shaft.

The operation of the said safety device is as follows: When the car' is in motion and ordinarily the contact-shoes are pressed yieldingly upward against the said conduit-rail, the side walls of the guard extend below the point of contact of said shoe and rail, thereby entirely preventing accumulations of rainwater, snow, or ice on either and insuring at all times perfect contact and preventing leak age of current. The'safety-wheels are normally out of contact with said conduit-rails and at a sufficient distance and sufficiently insulated therefrom to prevent the escape of current thereby to the ground. If, however, through any cause the flange of a track-wheel tends to mount the track-rail, as is ordinarily the case before the train is derailed, the safety-wheel is thrown in contact with said conduit-rail, thereby preventing the flange mounting on top of the track-rail.

I claim as my invention- 1. In an electric railway the combination with a conductor located laterally and above the track and provided at the top and sides thereof with a weather-guard, of a truck provided with a laterally-extending rigid arm, upwardly-extending brackets at the outer end of said arm provided at their upper ends with vertically-extending slots, a vertically-movable contact-shoe having lugs adapted to be engaged in said slots and a spring interposed between said arm and said shoe and adapted to press the same upwardly and yieldingly against said conductor.

2. In an electric railway the combination with conductor-rails rigidly secured from the ends of the-track-ties on each side of the track at points slightly higher than a car-axle, of a truck provided on each side thereof with a rigid laterally-extending arm, brackets on each arm and a contact-shoe yieldingly supported from said brackets and adapted for contact with said conductor and an insulated safety device provided on each truck acting to engage said conductor-rail should the side of the truck be slightly elevated.

3. The'combination with track-rails of an electric conductor-rail located at each side of said track at points higher than the axle of a car-truck, a car-truck frame supported on axles provided with flanged wheels adapted to engage said track-rails, said axles projecting laterally of the truck beyonds'aid trackwheels and provided at their outer ends with wheels rotative thereof and electrically insulated therefrom, said wheels being normally out of contact with said conductor-rails but adapted to engage the same by elevation a distance less than the height of a track-wheel flange and electric contactdevices yieldingly supported on each side of the truck-frame and adapted for engagement with said conductorrails.

4. In a railwaycar truck the combination with the truck-frame, the journal-box and the rotary axle extending laterally beyond the j on rnal-box of an antifriction-wheel j ournaled at the end of the axle and insulated therefrom and adapted for engagement with an electrical conductor located at the side of the track.

'5. In a railway-car truck the combination when abnormally elevated being adapted to engage conductor-rails located on each'side of the track and a contact-shoe supported on each side of the truck-frame each adapted for contact with one of said conductor-rails.

In testimony that I claim the above as my invention I hereunto subscribe my name, in

the presence of two witnesses, at Chicago, Illinois, this 24th day of April, 1900.

WILLIAM T. VAN DORN. Witnesses:

LoUIs J. DELSON, CHARLES W. HILLS.

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