Improvements in Pneumatically Operated Contact-Shoes for Third- rail Electric Railway Systems.
Year: 1899

page_text: Date of Application, 28th Nov., 1899-Accepted, 27th Jan., 1900
CUALI LEIE DI LUITIVATION.
Improvements in Pneumatically Operated Contact-Shoes for Third-
rail Electric Railway Systems.
We, THE BRITISH THOMSON-HOUSTON COMPANY, LIMITED, of 83, Cannon
Street, in the City of London, Electrical Engineers, do hereby declare the nature
of our said invention (which has been communicated to us from abroad by
Sam H. Libby, residing at Schenectady, in the County of Schenectady, State
of New York, United States of America, Electrical Engineer,) and in what
manner the same is to be performed, to be particularly described and ascertained
in and by the following statement:-
The present invention has for its object to provide a pneumatic control for
the contact-shoe or shoes of the well-known third-rail electric railway system,
either for maintaining the shoes in contact with the contact rail or for lifting
them from the contact rail when for any reason this is desirable, as for example
at the time when the vehicles of one system cross the tracks of another system
or switch from one track to another, thereby preventing the shoe or shoes from
striking the traffic rails and either short-circuiting the system, or being torn
from its fastenings.
In the accompanying drawings, Fig. 1 is an end elevation of a car showing
our improved means attached thereto; Fig. 2 is a partial side view of a truck;
Fig. 3 is an inverted plan view of a valve for controlling the operation of the
shoe; Fig. 4 is a sectional view taken on line 44 of Fig. 3; Fig. 5 is a dia-
grammatic view of a track section showing the location of the valve actuators,
and Fig.
is a slight modification of the contact-shoe.
The body of the vehicle A is mounted upon a truck B of any desired con-
struction; the latter is provided with wheels C adapted to run on the traffic
rails D, which are supported by cross-ties F. The third or contact rail E is
supported by insulators E' situated on each side of the web of the rail. The
motor G is sleeved on one axle of the truck in the usual manner, and is preferably
spring supported at the front end. Bolted to, and extending rearwardly from
the field casting of the motor are brackets K forming a support for blocks of
wood L which support and insulate the contact-shoe M. Mounted upon, and
insulated from the brackets by blocks L is a casting R having downwardly ex-
tending forked ends in which are mounted links b, forming connections
between the shoes M, M and the casting R. In the present instance two con-
tact-shoes M and M are shown, but in some cases one is sufficient. Secured
to adjacent ends of the shoes is an angular member provided with a lug which
engages with the link N. Situated on each side of cylinder J are links N
pivotally secured at their upper end to cross-head carried by the end of the
piston-rod. The lower end of each link N is slotted to permit the shoes to
have a limited amount of vertical play. Extending parallel with. the contact-
shoes are connecting pieces R' slotted at their outer ends to receive lugs m, m
on the shoes, and provided in the centre with lugs arranged to work in slots

page_text: formed at the lower end of the links N. Bolted to the upper side of casting R
is a cylinder J provided with a piston for moving the cross-head J up and down
as the air is admitted to the cylinder from pipes I and I. Placed upon the plat-
form of the vehicle or other convenient spot, is a controlling stand U carrying
at its upper end a valve which is provided with an operating handle U. The
valve is connected with the cylinder J by pipés I, 1, and with the source of
supply by pipe Z. We have shown the contact shoes so arranged that they
can be controlled by the controlling stand U or by valve Q located on the truck
frame, but it is within our invention to employ either or both of the devices.
The construction of the valves in both cases being the same, it will be described
in connection with the automatic device shown best in Figs. 3 and 4.
The pipes H and I extend from the cylinder to valve Q, carried by some fixed
portion of the truck. Valve Q has an operating handle extending both sides
of the valve centre, and is adapted to engage with the actuating devices O
and located at one side of the track. The valve consists of a rectangular
metal box having a central opening in which is mounted a movable head Q
having suitable ports for controlling the admission of air to pipes H and I.
Chamber Q is connected with pipe Z leading from the supply tank 7 located
in any convenient place on the vehicle. With the parts arranged as shown,
air enters through pipe Z, passes through chamber and opening Q to pipe I,
thence to cylinder J, and raising the piston and contact-shoes. Pipe H is open
to atmosphere through exhaust pipe Y and passage Q shown in dotted lines in
the head. The valve is intended to move through an angle of approximately
forty-five degrees, the extremes representing its two positions. When moved
from the position shown in its other position, head Q connects pipe I with ex-
haust pipe Y by means of passage Q³, and chamber Q is connected with pipe H
through opening Q. The actuating devices O, O are located with respect to
the valve as indicated in Fig. 3, 0 being situated at the left of the valve centre,
and at the right; the first one striking handle l' moves it in one direction,
and the next one in the opposite. Under normal conditions, the weight of the
shoe is sufficient to establish good contact with rail E, and the air pressure may
be relieved from cylinder J by a suitable valve.
When the valve for controlling the admission of air to the cylinder is located
on the platform the arrangement of parts is the same as described, but of course
the construction is much lighter.
The actuating device consists of an arm pivoted to support 03: the latter is
bolted to a cross-tie F. To lessen the shock between the arm and handle, a
spring is employed, which tends to hold the arm in the position shown.
Fig. shows in diagram a section of track with the continuity of the third
rail E interrupted, and actuating devices 0 located in position to control the
operation of the shoe-raising mechanism.
Compressed air for operating the shoes is obtained from the regular train
supply, which is connected to tank Z.
The action of the invention, when under automatic control will now be de-
scribed. Assume that the vehicle is advancing from left to right, and that it is
desired to raise the shoe or shoes while passing over the opening between the
ends of the third rail E. Handle P of the valve will strike the vertically ex-
tending arm of the actuator and be rotated in a left-handed direction: this
admits air from the source of supply to pipe I, which is connected to the bottom
of cylinder J, and the piston rises and lifts the shoes by means of links N.
When the train advances to the further end of the opening, valve handle P
will strike actuating device 0¹, and valve Q will be moved to a point where
the pipe I is open to the atmosphere, and air under pressure admitted to the
cylinder J from pipe H.
For manually controlling the shoe-raising mechanism, handle U₁ is employed,
which actuates a valve similar in construction to valve Q; both the automatic
and manual control may be employed if desired.

page_text: Under certain conditions where heavy currents are employed, it is desirable
to apply the contact-shoe to the rail or conductor E under pressure; in Fig. 6
is shown a construction adapted for such use. Mounted within evlinder Jis
a piston, and secured to the end of the piston-rod is a cross head adapted to
move in guides J extending downward from the cylinder. The contact-shoc
is removably secured to cross-head J in any suitable manner. Pipes H and 1
convey the compressed air to and from the cylinder. By applying a moderate
amount of pressure to the piston, the contact-shoe will follow closely all the
irregularities in the track and establish good connection therewith. In this
manner we are enabled to dispense with all springs and connecting links, at
the same time maintaining good conductivity on the system.
the nature of our said
Having now particularly described and ascertained
invention (as communicated to us from abroad) and in what manner the same
is to be performed, we declare that what we claim is:-
The combination in an electric railway, with a travelling vehicle, of elec-
tric motors thereon, a contact-rail, a contact-shoe carried by the vehicle, and
adapted to make electrical connection between said rails and motors and a pneu-
matic motor for moving the shoe out of contact with the rail.
The combination in an electric railway, with a travelling vehicle, of elec-
tric motors thereon, a contact-rail, a contact-shoe carried by the vehicle and
adaped to make electrical connection between said rails and motors, a piston
and cylinder for moving the shoe into and out of contact with the rail, and a
valve controlling the operation of the piston.
3-In an electric railway, the combination of a travelling vehicle, a motor
mounted on the truck, supports extending outwardly from the motor, a con-
tact-shoe mounted thereon, and adapted to make electrical connection between
said rail and motors, a piston and cylinder for moving the shoe into and out of
contact with the rail, and a valve controlling the operation of the piston.
4-The combination in an electric railway, of a travelling vehicle, electric
motors thereon, a contact-rail, a contact-shoe carried by the vehicle and adapted
to make electrical connection between said rail and motors, and a pneumatic
device for maintaining the shoe in contact with the rail.
5 The combination in an electric railway, of a travelling vehicle, electric
motors thereon, a contact-rail, a contact-shoe carried by the vehicle and adapted
to make electrical connection between said rail and motors, a piston and cylinder
carried by the vehicle, said contact-shoe being moved by the piston into and out
of engagement with the contact-rail and adapted to be maintained in contact
with the rail by fluid pressure.
6-In an electric railway, the combination of a moving vehicle, a fixed con-
ductor located along the line of travel, a contact-maker mounted on the vehicle,
and adapted to make contact with the conductor, pneumatically actuated means
for moving the contact maker into contact with the conductor and maintain-
ing a certain pressure thereon, and a valve controlling the operation of the said
means.
7 The combination with an electric vehicle, of a contact-rail, a collector car-
ried by the vehicle independently movable, and adapted to engage with said
contact rail and a cushion composed of an elastic fluid adapted to press said col-
lector upon said contact-rail and to yield when the collector encounters irregu-
larities of the contact rail.
8-The combination with an electric vehicle, of a contact-rail, a collector car-
ried by the vehicle, independently movable and adapted to engage with said
contact-rail, and means for lifting said collector from said rail and also main-
taining it in its elevated position, by fluid pressure.
9 The combination with an electric vehicle, of a contact-rail, a collector car-
ried by the vehicle, independently movable and adapted to engage with said
contact-rail, a motor on the vehicle for moving said collector, and means along

page_text: the way adapted to be engaged by the vehicle for controlling the operation of
said motor.
10 The combination with an electric vehicle, of a contact-rail, an independ-
ently-movable collector carried by the vehicle, a motor on the vehicle for moving
said collector, and means along the way adapted to be engaged by the vehicle
to cause the motor to elevate said collector and maintain it in its elevated position.
11--The combination with an electric vehicle, of a contact-rail, an independ-
ently movable collector carried by the vehicle, a motor on the vehicle for moving
the collector, and means along the way on opposite sides of an obstruction to
the collector, adapted to be engaged by the vehicle to cause the motor to move
said collector in opposite directions.
12 The combination with an electric vehicle, of a contact-rail, an independ-
ently-movable collector carried by the vehicle, and a motor on the vehicle adapted
to move said collector from either limit of its movement and maintain it in
its opposite position.
13 The combination with an electric vehicle, of a contact-rail, an independ-
ently-movable collector carried by the vehicle, a motor, on the vehicle for moving
the collector from either limit of its movement and maintaining it in its opposite
position, and means. along the way on opposite sides of an obstruction to the
collector, adapted to be engaged by the vehicle to cause the motor to operate
in opposite directions:
.
14-The combination with an electric vehicle, of a contact-rail;, an independ-
ently-movable collector carried by the vehicle, a pneumatic motor on the vehicle,
and means along the way adapted to engage with the controlling valves of the
motor.
15 The combination with an electric vehicle, of a contact rail, an independ-
ently-movable collector carried by the vehicle, and a resiliently mounted arm
along the way adapted to cause the movement of said collector.
Dated this 28th day of November 1899
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THE BRITISH THOMSON-HOUSTON Co., LTD.,
W. MARTINDALE,
T. A. THOMPSON,
ALFRED CLEMENTS,
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Directors,
Assistant Secretary.