US460958A - Electric signal for railway-trains - Google Patents

Description

2Sheets-Sheqt 1.

Patented Oct. 13, 1891.

(No Model.)

L. DUNN. ELECTRIC SIGNAL FOR RAILWAY TRAINS.

In: mam ws'rsaa 00., PHOTO-LING, \usmxomn, n. c.

2 Sheets-Sheet 2.

(No Model.) 1

, L DUNN ELECTRIC SIGNAL FOR RAILWAY TRAINS.

Patented Oct. 13, 1891 WITNESSES ms. mama Penna co., mmo-upum. vusmnnrun, u. c.

ilNITEn STATES PATENT QF ICE.

LAIVRENCE DUNN, OF FORT SMITH, ARKANSAS.

ELECTRIC SIGNAL FOR RAILWAY-TRAINS.

SPECIFICATION forming part of Letters Patent N 0. 460,958, dated October 13, 1891.

Application filed February 18, 1891. Serial No. 381,842. (No model.)

To aZZ whom it may concern.-

Be it known that I, LAWRENCE DUNN, a citizen of the United States, residing at Fort Smith, in the county of Sebastian and State of Arkansas, have invented certain new and useful Improvementsin Electric Train-Signaling Devices 3 and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to electric devices for signaling fromone part of a railway-train to another, or particularly to the locomotive; it having for its object to supersede the bell and rope now in common use, and toimprove and render more etlt'ective the electric trainsignaling systems. It includes an electric metallic circuitextending through the train and operated by a suitable motor, (as a battery situated on the locomotive,) and in which circuit is placed a signal-bell on the locomotive, and push-buttons or equivalent devices for closing the circuit, located at various convenient points throughout the train. The wires in each car which form the metallic circuitterminate at eitherend of the car in springjacks whose normal tendency is to close the circuit at each end of the car. In order to unite the conducting-wires in two adjacent cars, I make use of an electric coupling, consisting of two insulated wires terminating at each end in a plug adapted to be inserted into the spring-jacks on the cars. These plugs are so constructed that normally the two con ductors are electrically connected at each end, thus closing the circuit at both ends of the coupling. When, however, a plug is inserted into one of the spring-jacks, such act causes the electric connection between the opposite conductors in both the plug and the jack to be broken, and there is established a continuous open circuit from the car to the coupling, and from that to the next car, and so on, as far as the cars and couplings are united. At the rear end of the train I propose to use a dead or insulating plug ora switch in order to keep the circuit open. These are the general features of my invention, while the distinguishing or characteristic points of invention are the construction of the connectingplugs, of the spring-jacksinto which the plugs are inserted, the tubes through which the suspended wires carrying circuit-closing devices and arranged at convenient places through the train pass and by which they are protected, and the springsupports for the connecting or coupling wires between the locomotive and the first car of the train.

In the accompanying drawings, wherein my invention is illustrated, Figure l is a longitudinal sectional view of a railway-train having my electric signaling devices applied thereto. Fig. 2 is a side view of the electric coupling, the two plugs being turned so as to show their appearance when seen from points at right angles to each other. Fig. 3 is a central longitudinal. section of one of the plugs. Fig. t is an elevation of the spring-jack. Fig. 5 is a perspective view of the same, one of the metallic side plates being moved back to better show the interior construction of the jack. Fig. 0 is a section of the jack with the plug inserted therein. Fig. 7 is a longitudinal section of the tube surrounding the suspended wires in the cars carrying the push-button.

\Vithin each car of the train are arranged two insulated wires 1, which form parts of a metallic circuit which, when properly connected, extends through the entire train to the locomotive, where there is arranged a signal-bell 2 and a battery 3. Each wire 1 is connected at either end with a spring-jack 4. These spring-jacks are duplicates of each other, and each consists of two plates 5, of brass or other suitable conducting material, one wire 1' being connected with each plate by the screws 6 or in any other suitable manner.v The plates 5 are insulated from each other, being secured to a block 7, of wood or other suitable non-conducting material, upon opposite sides of a hole 8 through the block and having between their outer or free ends a piece of non-conducting material 9. In order to connect the outer ends of the two plates without uniting them electrically, I use the screw 10, which passes through a block of rubber 11, seated in an aperture in one of the plates and, passing through the non-conducting piece 9, screws into the opposite plate 5, and thus holds the two together.

The opposing sides of the two plates are recessed, as shown at 12 in Fig; 5 and by the dotted lines in Fig. 4.

13 is a metal spring attached at one end to one of the side plates of the jack and adapted to bear against the opposite plate, as at 14, and thus, when in this its normal position,.es+ tablish a metallic connection between the two plates of the jack. 15 15 are bosses or projections on the inner faces of the sideplates of the jack, arranged in the recesses 12. While I have shown one of these projections 15 on the inner face of each plate 5, and prefer so to make the jack, yet asingle such projectionthat is, on one plate onlywould operate successfully, but not to the same degree as do two. There is one of these jacks at each end of the car, arranged preferably on the inner side of the roof or hood which covers the platform, although this location is not essential. 7

The couplings which are used between the cars are shown in detail in Figs. 2 and 3. The plugs 16, which terminate these couplings, consist each of a wooden handle 17, to one of whi'chare secured two brass plates 18 18. The handle is hollow, and through the opening 20' therein pass the insulated wires 19-, each wire being connected to one of the plates 18 in any suitable manner, as by being wound around one of the screws 21', which fasten the plates to the, handle.

22,is a metallic spring secured to one of the plates 18'and' adapted,,when in its, normal posit ion,.to bear upon the opposite plate, and thus establish a metallic connection between them, and 23 isah-ard-rubber projection or. tip secured to the spring nearits end and adapted to project through the opening 24 in thejplate 18. The end of the spring 23-,which is connected with the plate 18, is arrangedbetween such plate and the wooden handle 17,

these parts being held together by one at the 3 screws 21. An advantage which arises from this, mode of attaching the spring is that should it become broken it can be easil replaced by another, the only tool require being a small screw-driverg and, further, this connection tends to preserve a good metallic contact, as the contacting faces of the plate and spring are wellprotected and covered,

and hence not liable to become separated by an accumulation of dust or by corrosion.

25 is a rubber band encircling the handle where the plates18 are fastened to it and serving to protect the plug from sleet and rain, whichmight cause the current to be sh'ort-circuited.

26 is a covering of rubber or other suitablemateri'alfor the insulated wires 19'where they emerge from the handle 1'7, into the opening 20of which the said covering extends for a short distance, serving to protect them. from tion were no protection used and the wires allowed to rub against the hard material of the handle, as they sway by reason of the motion of thetrain.

27 is a strap or looped'handle by which the plug may be pulled out from the jack.

To unite the metallic circuits of two adjacent cars, the plugs are inserted into the jacks through the holes 8 until they occupy the position shown in Fig. 6, with the bosses or projections 15 on the plates 5 projecting 3 through the openings 24 in the plates 18, which serve to lock the plugs in place, and prevent their detachment by any of-the ordinary mo- --tionsof the train. When in this position the i inetall-icplates:5and 18-, which are kept bright and smooth by sliding upon each other whenvthe plug is inserted and withdrawn, are in direct contactwith each other. By the act of j inserting the plug into the jack thespring is forced away by the plates. 18 from its con 1 tact at 14 with the plate 5, and is caused to i lie in the recess-12in theother plate, as shown gin Fig. 6, thus opening the circuit. at this jpoi'nt, and at the samev time, that is, when: the plug is. inserted into the jack, thebossor projection 15 bears upon the hardrubber Iprojection or tip 23, and forces the spring inward and out. of contact with the metallic 1 plates 18' on which it bore,so that the circuit, which before was closed atthis point, is here iopened also. It will thus be seen that the E mere coupling together of, the electric con- Eductors in the different cars openstheci-rcuit ibetween them, and that when. they are uncoupled the circuitis automatically closediat each break therein, asthe springs both in the jacks and plugs. automatically return to: their ;normal position. From. this. it follows that lshoul'd the train separate, or one of the plugs gbe pulled out, the engineer will be notifi'edzot' I such fact by the ringing ofi the belli 2, which P will continue. so longas the circuit. remains. f closed.

At convenient points throughout the train: are arranged the push-buttonsv 28,.by which the circuit may be intentionally closed and i the bell in the locomotiverung. These-push.- buttons may be secured to the inner side walls of the car and to its. ends above the j' platforms or suspended by the wires. 29, or 3 both arrangements may be used,.as' shown in Fig. 1.,

1 wires 29, which are preferably suspended: above the central aisle of the car, I propose to pass them. through a tube. 30,, which may besecured to'a plate fastened to the top of the. car, as shown. in Fig. 1. The lower end of the, tube is. made flaring to prevent wearing of the insulatingmaterialiof the wires29,

' but as a further protection Iprefertoem-ploy the encircling band 32 ot rubber or like material which: surrounds the wires 29 where they emerge from the tube.

Where the connecting-wires between the plugst are long, as the coupling betweenthe locomotive-caband the baggage first car of In order to prevent undue swaying of the the train, they are apt to sway to an undesirable extent, and difficulty has been experienced in keepingthe plugs from being pulled out of the jacks, and in passing over the locomotive-tender the wires 19 sag so low as to be in way of the fireman and engineer. To prevent this I hold up the wires 19 between the plugs 16 by spring-supports, as shown in Fig. 1. As shown, these supports consist of coiled springs 33,which are each at one end secured to wires 19 in any suitable way, as by wrap ping them around the wires, as at 34 34:. At their other ends they are secured, respectively, to the first car of the train and to the cab by hooks 35. These spring-supports take up the slack in the coupling-wires and hold them out of the way of the locomotive attendants, as well as preventing them from excessive swaying and yet give the necessary elasticity to the coupling.

In order that the circuit throughout the whole train after it has been made up shall be normally open, I insert a dead-plug 36, Fig. 1, into the jack at the rear end of the train, which merely serves to force back the spring 13 out of contact at 14 with the plate 5, without at the same time establishing any other circuit, as do the plugs 16.

Of course a switch of any kind at the rear of the train to open the circuit could be used as well as the dead-plug.

IVithout limiting myself to the precise construction and arrangement of parts shown, what I claim is 1. In an electric signaling devicc,the hereindescribed spring-jack situated at the end of the metallic circuitin a car and consisting of a perforated block of non-conducting material, two metallic plates secured to such block on opposite sides of the perforation therein and having their ends connected together by an insulating connection, and a short-circuiting spring adapted normally to form a metallic connection between the two plates of the jack, substantially as set forth.

2. The hereindescribed jack, consisting of the two plates to which the conductor-wires are secured, havingan inward-projecting boss, in combination with aconnecting or coupling plug adapted to be inserted into the jack and having metallic plates which make contact with the plates of the plug, one of the plates described spring-jack, consisting of the perforated block of insulating material, the two metallic plates 5, to which the circuit-wires are connected, one situated on each side of the hole in the said block, each plate being recessed on its inner face and provided with a boss or projection 15,-the spring 13, and the insulating connection uniting the outer ends of the plates, substantially as set forth.

5. In combination with an electric -conductor coupling for uniting two cars, consisting in part of flexible wire, an elastic support above the conductor and connected at its ends to the cars, so as to be under tension, and between its ends connected to the flexible wire of the coupling.

G. In an electric train-signaling device, the combinatiomwith the electric-conductor coupling for uniting two cars, and consisting in part of a flexible wire, of the spring-supports for the said wire, consisting of the coiled springs each connected with the wire between its ends at one end and with one of the cars, respectively, at the other end, substantially as set forth.

In testimonywhereof I afiix my signatu re in presence of two witnesses.

LAWRENCE DUNN.

\Vitnesses:

T. H. DUBoIs, G. S. WHYBARK.

Images