Improvements in or relating to Apparatus for Use in Electric Traction on the Conduit System.
Year: 1899

page_text: PROVISIONAL SPECIFICATION.
Improvements in or relating to Apparatus for Use in Electric Traction
on the Conduit System.
We, EDOUARD VEDOVELLI and CHARLES PRIESTLY, both of. Rue St. Charles,
Paris, in the Republic of France, Engineers, do hereby declare the nature of this
invention to be as follows:-
Motors of electrically propelled rail vehicles are generally provided with power
from a metallic conductor running parallel with the track, the return current
passing along the rails.
In the system to which the present invention is applied the conductor is con-
tained in a passage or conduit underneath one of the rails.
The invention relates particularly to an improved. device for receiving, protect-
ing and covering the conductor; to the special construction or arrangement of
the device underneath the vehicle which is in continuous frictional contact with
the conductor, and to means whereby the return current passes along the track.
Some of the drawbacks of similar systems, known as the open or slotted conduit
systems, are as follows:-
1) In order to cover, or hide the conductor, the conduit has necessarily a larger
section than the slot through which the current transmitter passes, which causes
great difficulties as to placing of the switches, which must therefore be of very
delicate construction.
As will be seen later on the switch devices according to this invention are as
compact and easily mounted as are any of those of ordinary construction.
2) To transmit the current from the conductor a rigid device is used passing
through the slot. Now, it is possible that by some accident the slot may be
obstructed, and, owing to the velocity of movement of the vehicle a shock will
result which may damage the transmitter and even the conduit itself.
As will be seen, the transmitter according to the present invention will auto-
matically and readily leave the slot whenever the latter is obstructed.
The conduit itself is constructed of a series of metal tubes, say cast iron, which
fit at their ends into each other without causing any break in the continuity of
the tube so formed. These tubes are preferably strengthened at intervals by strong
ribs calculated to resist any pressure that might be produced between the two
rails forming the slot, and the vertical pressure produced by the rolling stock and
other causes.
The upper part between two ribs is closed by means of metallic covers by
means of which access may be had to the conduit.
The conduit is also provided on its lower surface at convenient distances apart
with holes, by which any water that might enter the conduit may be drained away.
The tubes forming the conduit are flanged at both ends so that the adjacent
flanges butt against each other and are united by screw bolts. The track rails
are firmly held to the cheeks of the conduit casing by screw bolts.
The current preferably returns by the rails, for which purpose they are so

page_text: connected as to form a safe conducting medium; but in order to make use of the
great conductibility offered by the strong section of the conduit the different
sections of the conduit are so united as to form a reliable conductor for this
purpose.
The two adjacent flanges of two adjoining tubes are provided with holes of equal
diameter facing each other; a hollow tube or sleeve of copper of a length slightly
exceeding the thickness of the two flanges is passed through these holes and the
ends enlarged by driving in conical wedges of a slightly greater diameter than
that of the copper tube, by which means the copper is forced into intimate con-
tact with the cast iron and the two sections are reliably united for the purpose of
allowing the return current to pass.
In the body of the vehicle is secured a kind of box, formed, principally, by two
cheeks enclosed by two plates. These cheeks are connected by means of screw
bolts or ties, the upper ones also, serving to fasten a cover or any other device
for securing the whole to the vehicle.
Between these checks is arranged a carriage on four rollers placed at the corners
of a rectangle. These rollers guide the carriage along the way governed by grooves
with which the two cheeks are provided; two of the rollers moving in the
of one cheek and the other two in that of the other cheek.
groove
The centre of the carriage-is-provided_with_a_socket revolvable freely round
its axis, which socket is perpendicular to the plane containing the-axes of the
four rollers, and through which passes a rod, the details and working of which
will be hereinafter explained, and which carries at its lower-end the contact shoe.
The grooves, being of a certain form, it follows that the carriage when moving
follows a certain, and always the same path.--
Suppose the carriage placed in the centre is moved between the two cheeks
towards the left, the rollers following the parallel grooves in which they run, and
these grooves being inclined, the carriage will rise, always remaining parallel
to itself.
If the movement towards the left is continued, the rollers will enter two hori-
zontal and parallel tracks, hence the carriage moves in a horizontal direction and
always parallel to itself.
If the movement of the carriage towards the left is continued one of the rollers
will enter a portion of the groove which forms part of a circle described from
the axis of the other roller as a centre.
The second roller then remains stationary, while the first passes upwards,
through a quarter of a circle the carriage then moving round this one of its
rollers.
In consequence of the movement of the central rod which carries the contact
shoe between the rails it would be worn out very quickly. To avoid this and to
avoid having to replace the rod wholly, through being so worn out, a sheath is
provided around the rod between the rails, which sheath is secured by screws to
the inner part of the carriage.
The horizontal arm of the contact device carries the shoe which is in contact
with the conductor in the conduit. This shoe is insulated from the outer parts
of the contact device or current transmitter in the interior of which, however,
is contained the conductor, which takes the current to the top of the hollow
vertical rod from whence it passes to the motor in the vehicle.
The vertical rod slides vertically in its socket but participates in the rotatory
movement of the latter by means of a screw or pin engaging in a vertical groove
therein.
A spring has a contact tendency to press the shoe against the rail in the conduit.
This arrangement gives to the whole device an amount of elasticity which allows
the vertical rod to rise slightly and follow any irregularities in the surface of the
conductor rail.
The socket is provided at its upper end with a shoulder by which it is con-
nected to the carriage. This shoulder is formed of two forks placed at an angle

page_text: of 90° from each other. Each fork is composed of two arms, of which one is
stationary, the other movable around a fixed point. The movable arms are actu-
ated by springs, which constantly tend to turn them away from the fixed arms.
Against the cheeks are secured in the direction of the forks abutments, the
object of which will be hereinafter explained.
The frame constituting the carriage is completed at the upper part by two
standards or brackets to which is secured a cross bar passing through openings in
the cheeks, on either side. At the ends of the cross bar-springs are attached
while the other ends of said springs are fastened to the lower part of the frame.
On the central vertical socket is also secured an elliptical cam provided with
four notches or recesses, at the ends respectively of two diameters at right angles
to each other. To this cam are applied the ends of two arms by springs, which
arms are pivotted on the frame of the carriage.
Now, supposing the apparatus is in working position and that the vehicle is
moving:
If, any obstacle, such as for instance, one of the screw bolts fixing the rails to the
conduit should come in the way of the rod or of its sleeve, the carriage will be
brought to a standstill, while the cheeks being fixed parts of the vehicle will still
move forward with the vehicle. In consequence of this movement of the cheeks
the carriage will begin to move with two of its rollers upwards along the groove
while its other rollers move upwards along the corresponding groove; that is,
the whole of the current transmitter will be raised, and hence the shoe will be
raised out of contact with the conductor.
During the horizontal movement of the carriage, constituting the second phase
of the whole movement the fork on one side strikes against a fixed abutment, and
owing to the angle at which the fork strikes the said abutment and to the relative
movement between the fork and the abutment, the central vertical socket will be
turned through an angle of 90°, a rotation, which is secured otherwise by the action
of the cam and the spring controlled arms. This partial rotation of the socket
and of the central conducting rod with it, since it is fixed to it, will result in
turning the horizontal arm in which the lower end of the vertical rod terminates,
into a position at right angles to its former position, i.e. it will turn it parallel
to the direction of the slot between the two track rails. This movement of the
cheeks relatively to the carriage, if continued, will cause the front rollers to
describe part of a circle round the other rollers as centres.
By thus revolving round these rollers as centres, which forms the third phase
in the movement of the carriage, the carriage will be moved into an inclined posi-
tion in which it is kept by its springs as long as the car conductor does not move
it back by hand or by means of any mechanism actuated from the vehicle.
The carriage then will return to the point it started from by the way it came,
and the fork which had produced the rotation of the socket by means of striking
against the abutment with its fixed arm will now produce the inverse movement
by means of the movable arm, thereby returning the horizontal shoe carrying
arm to the position it first occupied, and so bring it above the underground
conductor. By the further descent of the carriage down the groove the shoe will
be forced on to the underground conductor with which a good contact is thus
re-established.
According to the preceding description it is easy to understand that the appar-
atus will satisfactorily work in whatever direction the vehicle may be driven,
since the apparatus is arranged absolutely symmetrically, as regards its median
plane.
In the preceding description it was explained that the cam is provided with
four notches. The two deepest notches are calculated to secure in an exact
manner the central rod and with it the horizontal arm at its lower end in two
positions at an angle of 180°. This horizontal arm is therefore forced, by the
peculiar shape of the cam, to occupy a position perpendicular to the plane of the
cheeks en one side or on the other.

page_text: It has also been seen that during the horizontal movement of the carriage the
horizontal arm had been turned by means of the forks and the fixed abutment into
a position perpendicular to what it was before, and in this position it is securely
held by the notches, engaging with the spring arm.
In short, whenever the carriage is moved relatively to the cheeks, or in other
terms whenever the cheeks are displaced relatively to the carriage the following
movements are, successively produced:
1). The carriage is lifted and the central vertical spring no longer presses on
the device comprising the central vertical rod carrying the horizontal shoe arm
and the transmitter shoe on the conductor rod.
2) The carriage remains stationary but the rod is rotated through an angle
of. 90° and the shoe arm is turned from a position at right angles to the slot to
one in which it is parallel with it..
1
3) The carriage. will rotate about two of its rollers as a centre, and occupy an
inclined position, while the contact device is raised out of the slot.
If now the carriage is moved the reverse way, the same operations will be
produced but reversed in their order, i.e.
1) The carriage rotates about two of its rollers as centres until it takes up a
horizontal position, and the contact device reenters the slot, which is possible
since in this position the shoe arm is parallel to the slot..
2) The carriage recoils to a certain extent and during that time the shoe arm
is turned so as to occupy a position at right angles to the position it occupied
before, so that the shoe comes into position above the conductor.
3) The carriage still recoils, but now descends and the contact device, composed
of the vertical and horizontal rods, is-pressed-against-the-conductor by means
of the central vertical spring.
As has been explained the horizontal shoe arm may be turned in every direction,
that is, to say in either the forward and backward movement of the vehicle, or in
either of these movements-it-may-turn to the-right-or left of the direction of the
movement.
It is necessary that during the return movement of the carriage the action of
the abutments should be such, as to bring back the horizontal arm to the position
which it previously occupied, and to no other.
This object is obtained by the movable arms of the forks. In the above
described movement the fixed arm of one of the forks strikes against the abut-
ment, the movable arm passing behind it, which arrangement produces the reverse
movement on the return. of the carriage...
As regards the other fork it is the movable arm which in the rotatory move-
ment comes first against the abutment which is on the other cheek symmetrically
placed to first abutment, which instead of passing behind the abutment comes
into position owing to its movability, by the sides of the fixed arm; the fork has,
therefore, no influence on the abutment during the return movement of the
carriage.
The mechanism described above serves therefore to readily insert in, or with-
draw from, the conduit, the current transmitter whether it be required by the
exigencies of the service or by an accidental obstruction in the slot.
But a part of the above mechanism also serves for working the switches, as
will be seen from the following description.
Before entering upon the description the manner of arranging the switches
will be first described.
As has been stated above, one of the drawbacks attendant upon the system of
electric traction by means of continuous underground conduits, consists in the
tact that the switching device in consequence of the presence of the conduit is
necessarily almost wholly overhanging, and from the point of view of construc-
tion this is a weak part which wears out rapidly and may result in serious
consequences.
Owing to the rotation described above, which the arm carrying the contact.

page_text: shoe is enabled to perform, hanging points can be dispensed with altogether, and
they may rest at the bottom of the conduit.
Such a switch device then presents an obstacle in the way of the horizontal
arm and of the conductor in one direction.
To ensure a continuity in the conductor it passes, where the switch-tongue is
placed, to the other side of the slot, and by means of a suitable abutment or pro-
jection the horizontal arm is caused to turn through an angle slightly exceed-
ing 90°, whereupon the cam will force to complete the semi-circular movement.
When the deviation of the two lines of rails has become sufficiently large to
permit of the conduit being again on the usual side, an abutment operating like
the one just referred to forces the horizontal arm back again into its first position,
while to arrange for switching in both directions two other symmetrical abut-
ments are provided.
The first of these abutments is rendered solid by a mechanical movement of
the displacement of the switch tongue so as to disappear when the switch is not
made.
Supposing that a vehicle arrives at a certain point and it is required to pass
on to the other track, it will be clear that the abutment will force the horizontal
arm to so turn as to place the transmitter shoe, after a rotation of 180°, in contact
with the branch conductor. On arriving at the second abutment the shoe will
be forced to again resume its first position.
By the two movements described, either the possibility of obtaining a strong
switch, or of being able to withdraw without difficulty, the contact shoe from the
slot, the difficulties of switching are overcome, and further it is possible to switch
from one line to another on a line having two tracks.
The slot may, for instance, be on the outside of the track, or under the outer
rail, it would therefore be necessary to provide the vehicle with two transmitters
if the vehicle is expected to pass from one track to another.
The switch track or connection is provided with two conduits, one on the right
the other on the left, to correspond respectively with the conduits of the two tracks.
To pass from one track on to the other, the vehicle has to pass to the switchback
by means of an ordinary switch the conduit being in both tracks to the left.
While moving along the switch track the driver without stopping the vehicle
causes the right hand transmitter to drop as before described, and it enters the
slot and automatically places itself on the conductor; thus the left transmitter
coming to the end of its slot meets with it as an obstacle which has the effect of
automatically lifting it out of the conduit in the manner previously described.
Dated this 27th day of February 1899.
BOULT & WADE,
Agents for the Applicants.
Improvements in or relating to Apparatus for Use in Electric Traction
on the Conduit System.
We, EDOUARD VEDOVELLI, and CHARLES PRIESTLY, both of Rue St. Charles,
Paris, in the Republic of France, Engineers, do hereby declare the nature, of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
Motors of electrically propelled rail vehicles are generally provided with power
from a metallic conductor running parallel with the track, the return current
passing along the rails..

page_text: In the system to which the present invention is applied the conductor is con-
fained in a passage or conduit underneath one of the rails.
This invention relates particularly to an improved device for receiving, protect-
ing and covering the conductor to the special construction or arrangement of
the device underneath the vehicle which is in continuous frictional contact with
the conductor, and to means whereby the return current passes along the track.
Some of the drawbacks of similar systems known as the open or slotted conduit
systems, are as follows:.
-
1) In order to cover, or hide the conductor the conduit has necessarily a larger
section than the slot through which the current transmitter passes which causes
great difficulties as to placing of the switches which must therefore be of very
delicate construction.
As will be seen later on, the switch devices according to this invention are as
compact and easily mounted as are any of those of ordinary construction.
2) To transmit the current from the conductor a rigid device is used passing
through the slot. Now, it is possible that by some accident the slot may be
obstructed, and, owing to the velocity of movement of the vehicle a shock will
result which may damage the transmitter and even the conduit itself.
As will be seen, the transmitter according to this present invention will auto-
matically and readily leave the slot whenever the latter is obstructed.
In order to render the following explanations clear the improvements. in
apparatus for use in electric traction by means of a continuous subterranean
conductor, are illustrated by way of example, in the accompanying drawings, in
which
Figure 1 is a longitudinal section of-the-apparatus-attached to the vehicle and
carrying the depending rod which at its lower end is provided with a shoe or
central plate.
Figure 2 shows two horizontal sections taken at different heights.
Figure 2 is a plan view illustrating-some of the parts at a certain point of
the operation.
Figure 3 is a vertical cross-section of the whole apparatus.
Figures 4 and 4ª are diagrams to facilitate the explanations referring to the
arrangement of the points.
Figure 5 represents a cross section at the points.
Figure 6 shows diagrammatically a junction of two parallel lines arranged
according to this invention.
Figure 7 is a detail view.
In Figure 3 pp indicate two rails having a slot between them sufficiently wide
to allow for the passage of a rod m provided at its lower end with a shoe q adapted
to slide along the electric conductor r.
The conduit itself is constructed of a series of metal tubes, say cast iron, which
fit at their ends into each other without causing any break in the continuity
of the tube so formed. These tubes, are preferably strengthened at intervals by
strong ribs 30 calculated to resist any pressure that might be produced between
the two rails forming the slot, and the vertical pressure produced by the rolling
stock and other causes.
The upper part between two ribs is closed by means of metallic covers u by
means of which access may be had to the conduit.
The conduit is also provided on its lower surface at convenient distances apart
with holes by which any water that might enter the conduit may be drained
away.
The tubes forming the conduit are flanged at both ends so that the adjacent
flanges butt against each other and are united by screw bolts. The track rails p
are firmly held to the cheeks of the conduit cases by screw bolts 20.
The current preferably returns by the rails for which purpose they are so
connected as to form a safe conducting medium; but in order to make use of
the great conductibility offered by the large cross sectional area of the conduit;

page_text: the different sections of the conduit are so united as to form a reliable conductor
for this purpose.
The two adjacent flanges 31, 31 of two adjoining tubes, are provided with
holes of equal diameter facing each other; a hollow tube or sleeve 32 of copper of
a length slightly exceeding the thickness of the two flanges 31 is passed through
these holes and the ends enlarged by driving in conical wedges 33, 33 Figure 7,
of a slightly greater diameter than that of the copper tube, by which means the
copper is forced into intimate contact with the cast iron and the two sections are
reliably united for the purpose of allowing the return current to pass.
In the body of the vehicle is secured a kind of box, formed, principally, by
two cheeks a a enclosed by two plates bb. These cheeks are connected by means of
screw bolts or ties e, the upper ones also serving to fasten a cover or any other
device for securing the whole to the vehicle.
Between these cheeks is arranged a carriage non four rollers placed at the
corners of a rectangle. These rollers guide the carriage along the way formed
by the grooves efghijkl with which the two cheeks are provided; two of the
rollers moving in the grooves of one cheek and the other two in that of the other
cheek.
The centre of the carriage is provided with a socket 34 revolvable freely round
its axis, which socket is perpendicular to the plane containing the axes of the
four rollers, and through which passes a rod m the details and working of which
wil be hereinafter explained and which carries at its lower end the contact shoe.
The grooves c
7 being of a certain form, it follows that the
carriage when moving follows a certain, and always the same path.
Suppose the carriage placed as shown in Figure 1 in the centre is moved
between the two cheeks towards the left, the rollers oo following the parallel
grooves in which they run, and these grooves being inclined, the carriage will
rise, always remaining parallel to itself.
If the movement towards the left is continued, the rollers will enter two hori-
zontal and parallel tracks, hence the carriage moves in a horizontal direction and
always parallel to itself..
If the movement of the carriage iowards the left is continued one of the
rollers will enter the portion of the groove which forms part of a circle
described from the axis of the other roller as a centre.
The second roller then remains stationary, while the first passes upwards through
a quarter of a circle, the carriage then moving round this one of its rollers.
In consequence of the movement of the central rod m which carries the contact
shoe between the rails it would be worn out very quickly. To avoid this
and to avoid having to replace the rod wholly through being so worn out a
sheath 1 is provided around the rod between the rails which sheath is secured by
bolts 2 to the inner part of the carriage enclosed by the cheeks a. The horizontal
arm g of the contact device carries the shoe 3 which is in contact with the con-
ductor . This shoe is insulated from the outer parts q and m of the contact device
or current transmitter in the interior of which, however, is contained the con-
ductor 4 which takes the current to the top of the hollow vertical rod m from
whence it passes to the motor in the vehicle.
The vertical rod m slides vertically in the socket 34 but participates in the
rotatory movement of the latter by means of a screw or pin engaging in a vertical
groove therein,
A spring 6 has a constant tendency to press the shoe 3 against the rail r, in the
conduit. This arrangement gives to the whole device an amount of elasticity,
which allows the vertical rod m to rise slightly and follow any irregularities of the
surface of the conductor rail r.
The socket 34 is provided at its upper end with a shoulder 5 by which it is
connected to the carriage n. Upon this shoulder 5 is fixed the device controlling
the rotary movement of the socket 34. This device is formed of two forks 7
and 8 placed at an angle of 90° to each other. The forks 7 and S are gach com-

page_text: posed of two arms, see Figs. 2 and 2*, the arms 78 being fixed, and the other
arms 7 Sb movable in one direction around points 99, i.e. the arms 7b and 8h,
when in the normal position can turn about their pivots towards the arms 783,
but are prevented from turning away from them, and increasing the distance
between themselves and the fixed arms, by means of the projections 7° 8° upon
the movable arms which butt against the periphery of the circular piece 7d
carrying the fixed arms 7*8ª. The movable arms are connected by a spring 10
which constantly tends to turn them away from the fixed arms (see Fig. 2).
Against the cheeks a are secured abutments 11, 11ª which engage the forks 7
and 8 after the carriage has accomplished its first movement the object of which
will be hereinafter explained.
The frame constituting the carriage is completed at the upper part by two
standards or brackets 13 and 14 to which is secured a cross bar 15 passing through.
openings 16 and 17 in the cheeks ab on either side. At the ends of the cross
bar 15 springs 18 are attached while the other ends of said springs are fastened
at points 19 to the lower parts of the frame.
On the central vertical socket 34 is also secured at 21 an elliptical cam provided.
with four notches or recesses 22, 22, 23, 23, at the ends, respectively of two
diameters at right angles to each other. To this cam are applied the ends of two
arms 24, 24 by springs 25 25 which arms are pivoted at points 20 on the frame
of the carriage.
Now supposing the apparatus is in the position shown in Figures 1, 2 and 3
...and that the vehicle is moving-
If, any obstacle, such as, for instance, one of the screw bolts 20 fixing the rails
-to-the-conduit should come in the way of the rod m or of its sleeve 7 the car-
riage no will be brought to a stand-still, while the cheeks being fixed parts of the
vehicle will still move forward with the vehicle. In consequence of this move-
ment of the cheeks, the carriage no will begin to move with two of its rollers
upwards along their groovej, while its other rollers move upwards along the
corresponding groove g; that is, the whole of the current transmitter m will be-
raised, and hence the shoe 3 will be raised out of contact with the .conductor.
In consequence of the movement of the cheeks relatively to the carriage, stopped
by the obstacle, two of the rollers o arrive at h from where they were a moment
before thus coming to the end of the horizontal section of the groove, while the
other two rollers arrive in a similar manner at f.
During this horizontal movement of the carriage constituting the second phase
of the whole movement, the fork 7 on the right side is brought into contact
with the fixed abutment, and owing to the angle at which the fork strikes the
said abutment and to the continued relative movement between the fork and the
abutment, the central vertical socket 34 will be turned through an angle of 90°.
This quarter turn is regulated exactly by the action of the spring controlled
arms 24, the extremities of which move into the notches 23 in the periphery of
the cam 21. This partial rotation of the socket 34 and of the central conducting
rod m with it, since it is fixed to it, will result in turning the horizontal arm 9 in
which the lower, end of the vertical rod m terminates into a position at right
angles to its former position, i.e. it will turn it parallel to the direction of the slot
between the two track rails p, p. This movement of the cheeks relatively to the
carriage if continued will cause the front rollers to describe part of a circle fe
round the other rollers as centres, when the latter arrive at the point h.
By thus revolving round these rollers as centres which forms the third phase
in the movement of the carriage the carriage will be moved into an inclined
position in which it is kept by the springs 18 as long as the car conductor does not
move it back by hand or by means of any mechanism actuated from the vehicle.
The carriage then will return to the point it started from by the way it came
and the fork 7 or 8 which had produced the rotation of the socket 34 by means
of striking against the abutment 11 with its fixed arm will now produce the
inverse movement by means of its movable arm, under the action of the spring 10,

page_text: thereby returning the horizontal shoe carrying arm q to the position it first
occupied, as illustrated in Figure 3, and so bring it above the under-ground
conductor. By the further descent of the carriage down. the groove j the shoe 3
will be forced on to the underground conductor with which a good contact is thus
re-established.
According to the preceding description it is easy to understand that the appara-
tus will satisfactorily work in whatever direction the vehicle may be driven,
since the apparatus is arranged absolutely symmetrically as regards its median
plane.
All that has been stated as regards the right hand side of Figure 1 is applicable
to the left hand side of the same figure if the movement is reversed, and it is
also clear, that the identical effects would be repeated, were the horizontal rod
on the other side.
In the preceding description it was explained that the cam 21 is provided with
four notches. The two deepest notches 22 are calculated to secure in an exact
manner the central rod, m and with it the horizontal arm q at its lower end, in
two positions at an angle of 180° to one another. This horizontal arm is there-
fore forced, by the peculiar shape of the cam to occupy a position perpendicular
to the plane of the cheeks, on one side or on the other.
It has also been seen that during the horizontal movement of the carriage the
horizontal arm
had been turned by means of the forks 7 and 8 and the fixed abut-
ment 11 into a position perpendicular to what it was before, and in this position
it is securely held by the notches 23 engaging with the spring arm.
In short, whenever the carriage is moved relatively to the cheeks, or in other
terms whenever the cheeks are displaced relatively to the carriage the following
movements are successively produced.
(1) The carriage is lifted and the central vertical spring 6 no longer presses on
the device comprising the central vertical_rod m carrying the horizontal shoe
arm and the transmitter shoe 3 on the conductor rod r.
(2) The carriage remains stationary but the rod m is rotated through an
angle of 90° and the shoe arm q is turned from a position at right angles to the
slot to one in which it is parallel with it.
(3) The carriage will rotate about two of its rollers, as a centre, and occupy an
inclined position, while the contact device mq and 3 is raised out of the slot.
If now, the carriage is moved the reverse way, the same operations will be
produced but reversed in their order, i.c:
(1) The carriage rotates about two of its rollers as centres until it takes up a
horizontal position, and the contact device re-enters the slot, which is possible,
since in this position the shoe-arm q is parallel to the slot.
(2) The carriage moves horizontally to a certain extent and during that time
the shoe arm is turned so as to occupy a position at right angles to the position
it occupied before, so that the shoe comes into position above the conductor.
(3) The carriage moves still further in the horizontal direction, but now
descends and the contact device, composed of the vertical and horizontal rods m
and and the shoe 3 is pressed against the conductor by means of the central
vertical spring 6.
As has been explained the horizontal shoe arm 9 may be turned in any direc-
tion, so as to correspond to the forward and backward movement of the vehicle,
by the employment of one or other of the forks, or in either of these movements
it may turn to the right or left of the direction of the movement, by the utilization
of one or other of the stops.
It is necessary that during the return movement of the carriage the action of
the abutments 11 should be such, as to bring back the horizontal arm q to the
position which it previously occupied, and to no other. This object is obtained by
the movable arms of the forks 7 and 8.
Supposing the carriage be moved from left to right, i.e. from the position it has
in Figure 2, to the position-shown in Figure 2ª, the fork 7 will engage the stop 11,

page_text: and the fixed arm 7ª being arrested by the stop 11 the socket 34 is given a quarter
turn as the carriage completes its movement and the pivotted or movable arm 7b
passes around the top 11, as shown in Fig. 2. The quarter turn of the socket how-
ever also brings the fork 8 into contact with the opposite stop 11*, but as will
be seen by reference to Fig. 2ª it is the movable member 8 of the fork 8 which
comes against the stop 11ª, and this movable member 8b is moved about its pivot 9
into a position above the fixed member 8 of the fork as the carriage completes its
movement. In the return movement of the carriage the spring 10 returns the.
movable member 8b to its normal position, and the stop 11 acts upon the movable
member 7 of the fork 7 and as this arm cannot turn about its pivot away from
the arm 7 by reason of the projection 7 butting against the periphery of the
piece 7d the socket 34 will be rotated back again through a quarter turn to its
original position..
The mechanisın described above serves therefore to readily insert in or with-
draw from, the conduit the current transmitter whether it be required by the
exigencies of the service or by an accidental obstruction in the slot.
But a part of the above mechanism also serves for working the contact device
at the point as will be seen from the following description.
Before entering upon the description the manner of arranging the points will be
first described with reference to the diagram shown in Figure 4.
As has been stated above, one of the drawbacks attendant upon the system of
electric traction by means of continuous underground conduits consists in the
fact that at the points of intersection of the conduits their upper portion over-
hangs and is-almost entirely-unsupported, and from the constructional point of
view this is. a weakness.
Owing to the rotation-described above, which the arm, carrying the contact
shoe, is enabled to perform, overhanging points can be dispensed with altogetlier
by placing guide devices at the bottom of the conduit.
These guide devices therefore present an obstacle in the way of the horizontal
army and of the conductor_r in one direction.
To ensure a continuity in the conductor r it passes where the points occur,
to the other side of the slot, and by means of a suitable abutment or projection,
the horizontal arm is caused to turn through an angle slightly exceeding 90°
whereupon the cam 22 owing to the springs 25 acting on the levers 24 will force
it to complete the semi-circular movement.
When the deviation of the two lines of rails has become sufficiently large to
permit of the conduit being again on tlie usual side, a guide operating like the one
just referred to forces the horizontal arm q back again into its first position;
while to permit of movement in both directions over the points two other
symmetrical guides are provided as illustrated in Figure 4.
The first of these guides is brought into an operative position by a mechanical
movement from the displacement of the rail points but lies in an inoperative
position when the points have not been moved.
Referring to Figures 4 and 4" and supposing that a vehicle arrives as indicated
by the arrow (the conductor being represented by r) and it is required to pass
on to the other track it will be clear that the guide 40 which is caused by the
movement of the points to occupy a position over the conductor as represented in
Figure 4 will force the horizontal army to so turn as to place the transmitter
shoe, after a rotation of 180° in contact with the branch conductor r¹. On arriving
at the second guide 40 Figure 4 the shoe will be forced to again resume its first
position.
When it is not desired that the car shall cross the points but continue straight
on, the guide 40, Figure 4, lies out of the path of the shoe as shown and will
therefore not act upon the shoe.
By the two movements described, it is possible to obtain a strong construction
of point and to be able to withdraw without difficulty, the contact shoe from

page_text: the slot, the difficulties of shunting are overcome, and further it is possible to
cross from one line to another on a line having two tracks.
In Figure 6 the slot is for instance shown as on the outside of the track, or under
the outer rail; it would, therefore, be necessary, to provide the vehicle with two
transmitters if the vehicle is expected to pass from one track to another, say
from the track 41 on to the track 42.
The switch track or connection 43 is provided with two conduits one on the
right the other on the left, to correspond respectively with the conduits 41 and 42
of the two tracks.
To pass from the track 41 on to the track 42, the vehicle has to pass to the
switch track 43 by means of an ordinary switch, the conduit being in both tracks
to the left. While moving along the switch track 43 the driver, without stop-
ping the vehicle causes the right hand transmitter to drop as before described, and
it enters the slot and automatically places itself on the conductor; thus the
left transmitter coming to the end of its slot, meets with it as an obstacle, which
has the effect of automatically lifting it out of the conduit in the manner pre-
viously described.
Although in the specification and drawings the fixed conductor has been des-
cribed and shown as being placed in or supported from the lower part of the
conduit it is evident that it might be supported from the side or top and the
contact shoe would in the latter case be arranged and formed so as to come in
contact with the under side of the conductor rail. In such case it would of course
be necessary that the shoe should first descend (instead of ascend) which can
readily be effected by correspondingly altering the incline of the grooves in which
the rollers move.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is:-
1. In apparatus for use in electric traction on the conduit system a vertical rod
depending from the vehicle and adapted to pass through a slot formed preferably
between two bars forming one of the track rails, said rod carrying at its lower
end a horizontal arm provided with a contact shoe the two rods so connected being
capable of revolving as one piece about a vertical axis so as either to turn through
an angle of 90° from the first position, for the purpose of being lifted out of the
conduit and slot; or through an angle of 180° from the first position in order to
come in contact with another conductor not forming a continuation of the first,
substantially as described.
2. In combination with the vertical rod of the contact device a movable carriage
carried by the vehicle adapted to rise, or be inclined, in which movements the
vertical rod and the contact shoe participate, the vertical rod being mounted on
said carriage in such a manner that it can turn relatively to the carriage, whereby
the contact shoe is enabled to make a quarter or half rotation substantially as
described.
3. The combination with the vertical rod carrying the horizontal contact shoe
arm of a cam provided with four notches, at intervals of 90° for regulating the
rotatory movement of said contact shoe arm said cam being acted upon by rollers
acting as brakes, and which are kept applied to the cam, by springs substantially
as described.
4. The combination with the vertical rod supporting the horizontal contact shoe
arm of two forks arranged at the upper part of said rod, each of which consists
of a fixed arm and a movable arm the said forks being adapted to strike against
abutments when the carriage moves relatively to the vehicle for the purpose of
imparting to the vertical bar the required movement of rotation substantially as
described.
5. The combination with a carriage supporting the vertical rod of springs so
arranged that the carriage when it has been turned up horizontally after the con-

page_text: tact device leaves the slot is kept in this position, until returned by hand or
otherwise to its former position substantially as described.
6. A conduit formed of a number of flanged tubes fitting into each other, said
tubes being connected together electrically by means of copper tubes passing through
and firmly fitting holes in the flanges of adjacent tubes in order to provide a con-
tinuous and efficient path for the return current; the conduit being provided pre-
ferably at intervals with holes for the purpose of drawing away any water which
may enter it, and with removable parts for permitting access to the interior of
the conduit substantially as described.
7. In a conduit fixed and movable abutments adapted to engage with the
vertical rod supporting the contact shoe in order to cause the latter to turn at the
switching points, the movable abutments being directly actuated by the mechan-
ism actuating the switches, substantially as described.
8. The complete.contact device for use in electric traction on the conduit system
substantially as described or illustrated in Figures 1, 2 and 3 of the accompanying
drawings.
9. The complete switch apparatus for conduits substantially as described or
illustrated in Figures 4 & 5 of the accompanying drawings.
Dated this 3rd day of October 1899.
BOULT & WADE,
-Agents for the Applicants._