. Der Straßenbahnzapfen . ger.jeder Schuh wird geschoben, nicht gezogen, entlang auf der dritten Schiene durch den Dathanger, der näher zum hinteren Ende des Wagens geschieht, abhängig von der Richtung, in der das Auto sich bewegt. Es ist nicht leicht, dass der Schuh sich mit der dritten Schiene anschrecke und die Geschwindigkeit des Wagens zunimmt, da die Schubkraft senkrecht zur dreißigen Schiene wirkt. Die elliptische Feder ist so konstruiert, dass sie eine Abwärtsdruck-Sicherheit von 50 lbs. Auf dem Kontaktschuh ergibt, wenn dieser sich an seiner langsamsten Position in den Kleiderbügeln befindet. Wenn die dritte Schiene hebt die Hacke f
2010 x 1243 px | 34 x 21 cm | 13,4 x 8,3 inches | 150dpi
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. The Street railway journal . ger.Each shoe is pushed, not pulled, along on the third rail by thathanger which happens to be nearer to the rear end of the car, depending on the direction in which the car is moving. Aresult is that the shoe tends to bunch up and make harder con-tact with the third rail as the speed of the car increases, since acomponent of the pushing force acts perpendicular to the thirdrail. The elliptic spring is constructed to give a downward pres-sure of 50 lbs. on the contact-shoe when the latter is at itslowest position in the hangers. When the third rail lifts theshoe from its seats in the hangers the pressure between the shoeand rail is thus about 50 -|- ioJ/2 = 6oJ/> lbs., without regardto any motion of the shoe along the rail. The push given by ahanger to each shoe is imparted close to the right-angle bendnear one end of the shoe, and wears a bright contact surfaceacross the entire width of the shoe at this point. Through thiscontact surface most of the current entering the shoe passes. PARTS Oi CONTACT SHOE to the car motors. As may readily be seen this contact-shoehas a rocking motion both crosswise and lengthwise of the car, by lifting at either end or on either edge of the parts that restin the hangers. These motions enable the shoe, impelled by thespring, to follow readily any irregularity of the third rail, pre-vent all jumping at inclines and joints, and avoid most of theblow that was common with the old shoe when it took a newsection of the rail. This tendency of the shoe to cling to thethird rail results in the almost total prevention of sparkingbetween the contact surfaces. Steel shoes of this type are operated until nearly wornthrough at the center of the contact surface, and it has beenfound that the life of a shoe is about ninety days on a car thatcovers 150 miles per day, a run of about 13, 500 miles. Thesteel shoes are hardened a little to increase their life. Verylittle current seems to pass through the steel spring, most
