US491210A

US491210A - Samuel harris

Info

Publication number: US491210A
Authority: US
Publication date: 1893-02-07
Anticipated expiration: 1910-02-07

Description

(No Model.) l

S. HARRIS.

y TROLLEY STAND.

No. 491,210.` Patented Feb. '7. 1893.

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UNITED STATES PATENT OFFICE.

SAMUEL HARRIS, OF CLEVELAND, OHIO, ASSIGNOR TO THE STEEL MOTOR COMPANY,'OF SAME PLACE.

TROLLEY-STAN D.

SPECIFICATION forming part of Letters Patent No. 491,210, dated February '7, 1893.

i Application led November 14:, 1892. Serial No. 451,893' (No model.) v

To a/ZZ whom it may concern:

Be it known that I, SAMUEL HARRS, of Cleveland, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Trolley-Pole Stands; 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 pertains to make and use the same.

My invention relates to improvements in trolley-pole stands and it consists in certain features of construction and in combinations of parts hereinafter described and pointed out in the claims.

In the accompanying drawings, Figure 1 is a side elevation of a trolley-pole stand embodying my invention, a portion thereof being broken away to show the internal construction. Fig. 2 is a plan with the pole in section. Fig. 3 is an end elevation. Fig. 4 is a vertical longitudinal section of the rock bar. Fig. 5 is a horizontal section taken on line a: Fig. 1. Fig. 6 is a face view of a washer e.

A represents the base plates, B the housing and C the head. Plate A is provided with an upwardly projecting cylindrical hub A of considerable length, and this plate is also provided with holes as at a for the passage of the bolts that are supposed to secu re plate A to the top of the car.

G is a sleeve concentric with, but somewhat larger in diameter than hub A. This sleeve is constructed preferably of a piece of brass tube of the same length as hub A. In the annular chamber between the hub and sleeve, is located a series of anti-friction rollers g and these rollers should fit snugly between the hub and sleeve, radially, and should so ll the chamber circumferentially, that the rollers can not assume inclined positions such as would cause the rollers to wedge and become fixed in the chamber.

The housing B has a depending leg or sleeve B and the latter is bored to fit easily outside of sleeve Gaforesaid. I will here remark that there is a heavy lateral strain between the housing and the hub A owing to the length of the trolley-pole and pressure of the'trolley on the wire, and it is important that, under such strain, the housing should revolve freely, otherwise the trolley would be likely to jump the Wire, at the bends of the Wire. Ordinarily, sleeve G revolves with the housing, but in case anything should occur to stick the rollers, the housing, in such case, can revolve on the inner sleeve. Sleeve G performs another important function in the facility it affords for assembling the parts. With the inner sleeve in position, it is an easy matter to place the rollers, and then to place the housing over this sleeve, and in removing the housing, as is sometimes required, this sleeve and the rollers remain intact. The horizontal portion of the housing is substantially a U shaped trough, the open side thereof being at the top. The edgesof thehousingaregrooved internally as at b, such grooves forming ways thatreceive the reduced edges of the rack-bar D. The teeth D of this rack-bar are of the mortise variety,

that is, the spaces between the teeth extend vertically through the bar, so that snow, ice or dirt can not accumulate between the teeth. Member D has depending lugs or ears d d for purposes hereinafter mentioned. these ears may be integral with the bar, but the other must be detachable, and hence, ear d is shown bolted to the' bar. The end walls of the housing have openings as at h', large enough to admit the passage of lugs CZ d. The housing has upwardly projecting ears C2 and these ears are pierced to receive the axial pin c on which head C is journaled. Head C has teeth c in the form of a sector, these teeth being adapted to engage the teeth of the rack-bar, whereby the latter is reciprocated by oscillating head C. Head C terminates above, in a socket C in which socket the butt endof the trolley-pole I-I is secured. Inside the housing, is located astiff coiled spring E, this spring being constructed of large sized wire, say half inch in diameter, more or less, and by reason of the wire being of large size the convolutions of the spring are necessarily of large diameter, in fact about as large as the cavity of the housing will accommodate. Inside springEis located a second coiled spring E', the two springs cooperating. These springs, at the ends thereof, abut washers as at e, these washers being located next inside the end walls of the hous- One of IOO ing, these Washers being of such large size that they will not pass through the opening b aforesaid. The faces of washers e have ledges to form seats for the springs, see Fig. 6.

In assembling the parts the springs and Washers are first placed in position in the housing, after which the rack-bar with member d removed is slid endwise into position, after which member d is attached to the rackbar, the arrangement being such that lugs d d are next outside the Washers e e. It follows then that by moving the rack-bar in either direction from its normal, vthat is to say, its central position in the housing, one or the other of the lugs d d will engage, and carry with it, the opposing Washer e whereby the springs are compressed by such movement. When the parts are left free, the recoil of the springs returns the rack-bar to its normal position Wherewith the trolley pole is supposed to stand approximately vertical. When the larger spring is new, if its tension is found sufficient for the work, it would, in such case, be good practice to omit the inner springs until such time, when, from the relaXation of the larger spring, it became necessary to add the smaller spring.

From the foregoing it will be readily understood that when the movement of the car is t0 be reversed, the trolley-pole may be reversed by swinging it around on the axis of the housing. But in many cases this is not practicable for want of room, and when for any reason if preferred, the trolley-pole can be reversed on its own axis, that is to say, having disengaged the trolley from the Wire, the trolley pole may be swung over in nearly a vertical plane in reversing the same, and Without reversing the housing, the one method or the other being used, as, from circumstances may be most convenient. I may add,that, for obvious reasons, the housing has openings along the bottom thereof as at b2, and that hub A is usually provided with a hardened steel plug 1 as at a that engages a plate h3 for sustaining the weight of the housing and attachments,

thereby reducing the friction of these parts to a minimum.

What I claim is:

l. In combination, a trolley-pole stand having a stationary base provided With an upright hub, a housing having a sleeve concentric With the hub, an inner loose sleeve with a series of anti-friction rollers located in the annular chamber between the inner sleeve and hub, substantially as and for the purpose set forth.

2. In combination, a stationary base and hub, a housing swiveled upon such hub, a horizontal rack-bar operating in ways of the housing, a coiled spring located inside the housing, Washers abutting the spring inside of and engaging the end walls of the housing, theV rack-bar having lugs engaging the outer faces of the Washers, the end Walls of the housing having openings for the passage of such lugs, substantially as and for the purpose set forth.

3. In trolley-pole stand, in combination, a stationary base having an upright hub, ahous- 'ing swiveled thereon, a rack-bar of the mortise variety operative in ways of the housing, cylindrical coiled springs, the one spring operating Within the coils of the other spring, such springs being located in the chamber of the housing, Washers interposed between the `ends of the springs and the end Walls of the SAMUEL HARRIS.

Witnesses:

G. P. NASH, W. H. DURKEE.