US320495A

US320495A - Train-signal

Info

Publication number: US320495A
Authority: US
Publication date: 1885-06-23
Anticipated expiration: 1902-06-23

Description

(No Model.)

M. F. PARRISH & S. J. MUNN.

TRAIN SIGNAL.

N0. 320,495. Patented June 23. 1885.

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UNITED STATES PATENT OFFICE.

MARCUS F. PARRISH AND SCHUYLER J. MUNN, OF NILES, ASSIGNORS OF ONE-THIRD TO HORACE B. PECK, OF ALLEGAN, MICHIGAN.

TRAIN-SIGNAL.

EJPECIPICATION forming part of Letters Patent No. 320,495, dated June 23, 1885.

Application filed March 23, 18:5 (No model.)

T (LZZ whom it may concern:

Be it known that we, MARCUS F. PARRISH and SoI-IUYLER J. MUNN, citizens of the United States, residing at Niles, county of Berrien,

State of Michigan, havejointly invented new and useful Improvements in Train-Signals, of which the following is a specification.

This invention relates to a train-signal invented by us, and patented in the United States April 22, 1884, No. 297,438; and it has for its object certain improvements below described and claimed.

In the drawings forming a part of this specification, Figure l is an elevation, looking into the cab of a railway'engine; Fig. 2, a detail of Fig. l in enlarged perspective, pointed out by like letters; Fig. 3, an enlarged view of parts in Fig. 1 looking from a point at the right of said Fig. 1; Fig. 4, a side elevation 2 showing the operation of parts in Fig. 2; Fig. 6, an enlarged detail of Fig. l; and Fig. 5 is the same, looking from a point at the right hand of Figs. 1 and 6. These several details are pointed out by like letters and fully described 2 5 and named below.

Referring to the drawings and the letters marked thereon, D is the cab of the railwayengine; P, a standard passed through the roof of the cab D, and adapted to turn in suitable 3o bearings therein. The object of turning the standard 1? is to throw the conductingarm 1', pivotally connecting with the top, from one side of the cab to the other, in accordance with the direction the engine is running, as in the former patent above referred to; but so far as the present improvements are concerned the conducting-arm r and its standardsupport P may or may not be reversible.

The cap 6, to which the conducting-arm r 0 is pivoted, is swiveled to the standard P. A

rope, y, connects with the rear end of the conductingarm 1', and passes into the cab in the usual manner, by which means the arm 1' may be tilted to raise the upper end off from the 5 main line of wire 0. This wire a, as heretofore, is located along a line of track, (the track not here shown).

In the present construction we have pro vided the upper end of the conducting'arm '1' o with a frictioirplate, a, swiveled thereto, as in Fig. 2, the under side of said plate being preferably rounded. By this means, as the arm passes over the line of wire a, the arm forms a continuous engagement with the wire 0, whether the latter is straight or has kinks and uneven places in it, for the reason that the friction'plate, being swiveled, will tilt or rock in the bend of the wire, the idea being illustrated in Fig. 4.

The use of the conducting-arm is to complete 6 the electric circuit between the wire 0 and the rail of the track, through the conductingwires in the cab and the metal portion of the engine, at the will of the operator, so that the engineer of one train can communicate with the engineer of another train having a like conducting-arm engaging the same wire,c, or some branch thereof, all of which to be fully understood reference should be had to our former patent above referred to.

Flexible braces s s are connected with the arm r and the standard P, to cause a yielding engagement of the arm r with the wire 0, as heretofore, and also in the present instance, in connection with the swivel at 0', to allow the conducting'arm to swing laterally to clear contingent obstructions, and to cause it to swing to place again after the obstruction is passed. The wire 0 is supported on posts t, having outward extending arms 1), as formerly; but we have effected an improved clamp for holding the wire in a manner to allow the arm 1* to pass over without conflicting with the clamp. The clamp is made in two parts, 0 a. The part c is secured to the end 8 5 of the arm 0, and has a mortise to detachably receive the tenon e at the lower end of the part a, Figs. 5, 6. The inner faces of the upper ends of the parts 0 a. of the clamp are concaved to receive and conform to the lower 0 side of the wire 0. It will be observed that the end of the detachable part a of the clamp is lower than the upper end of the stationary or fixed part c, by which means the clamp more effectually holds the wire, and the arm 5 r,which is inclined,wil1 engage the wire 0 and not conflict with either of the clamp parts. These parts acf are clamped together and against the wire 0 by the detachable bolt oz, passed through said parts. IOO

In Figs. 1 and 3, F is an upwardly-extended arm secured to the standard P at e in an adjustable manner, to be raised or lowered and fixed at a desired pointon the standard. The armF terminates in a double-inclined way, 0 v, beneath the conducting-arm r. A friction wheel, 00, is connected with the under side of the conducting-arm for traversing said way 0) o-that is, should the arm r be swung laterally from engagement with the wire 0 by meeting an obstructionsnch as the limb of a tree or other obstruction-the wheel 00 will traverse the way 1), thus keeping the arm 1" elevated, preventing the upper end tilting down, so that it would come beneath the wire 0 when it swung to place alter the obstruction was passed. This double way was shown in our Great Britain patent on our former construction, dated April 12, 1884, but not in connection with the wheel x, swivel e, and adjustable connection at e.

Having thus described our invention,what we claim as new is l. 111a train-signal, the combination of an engine or other vehicle, a conducting-arm support, a conducting-arm, and a i'rictionplate swiveled to said conducting-arm for engag ing a line of wire along the engine-track, substantially as set forth.

- 2. The combination of an engine or other vehicle, a conducting-arm support, a doubleincline way secured thereto, a conductingarm swiveled to said support and provided with a friction-wheel for traversing said way, and flexible braces connecting the conductingarm and its support, substantially as set forth.

3. The combination of a line of wire, an armed supporting-post for said wire, the fixed clamp part secured to the arm of the supporting-post and provided with the mortise, the detachable part provided with a tenon end to detachably enter said mortise, the upper inner faces of the clamp parts being concaved to receive the wire, and a detachable clampingbolt, all substantially as set forth.

In testimony of the foregoing we have hereunto subscribed our names in presence of two \Vltl] esses.

MARCUS F. PARRIQH. SCHUYLER J. MUNN.

\Vitnesses:

HoRAcE B. PECK, MAURICE H. BAUM.