US591339A - Railway-telegraph - Google Patents

Description

(No Model.) '2 Sheets-Sheet 1. A. G. .PRIESEKE.

RAILWAY TELEGRAPH. No. 591,339. Patented Oct. 5,1897.

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(No Model.) Q '2 sheets- -sheet 2.

A. 0. PR IBSEKE. RAILWAY TELEGRAPH.

-No. 591,339. Patented Oct. 5,1897.

UNITED STATES PATENT OF ICE.

ALBERT G. FRIESEKE, OF FLORAL BLUFF, FLORIDA.

RAlLWAY-TELEG RAPH.

SPECIFICATION forming part of Letters Patent No. 591,339, dated October 5, 1897'.

Application filed November 20, 1895. Serial No. 569,522; (No model.)

To 00% whom it may concern.-

Be it known that I, ALBERT C. FRIESEKE, of

Floral Bluff, in the county of Duvaland State of Florida, have invented an Improved Railway-Telegraph, of which the following is a specification.

This invention is an improved railway-telegraph, the object being to provide a telegraph system whereby a series of trains are arranged in electric communication with the central or despatchers office, so that messages can be sent from the central or despatchers ofiice to any train or from any train to the central or despatchers oflice.

Another object is to provide a telegraph system inwhich only the-train communicating or communicated with will be in communication with the central or despatchers office, thus avoiding numerous complications.

Another object is to providea railway-telegraph in which there are independent message and bell circuits to the common return line or conductor.

Another object is to provide a railway-tele graph in which the circuits are normally open, thus economizingin the use of batteries; and still another object is to provide a railwayt-elegraph in which the ordinary line-battery of a permanent telegraph may be used at the central office' instead of a separate or special battery; and the still further object is to pro vide a railway-telegraph which depends upon direct contact, and thus employs a wellknown principle in contradistinction of railway-telegraphs operating upon the principle of induction.

With these various objects in viewmy invention consists in a peculiar construction and arrangement of the various parts, all of which will'be fully described hereinafter and pointed out in the claims.

In the drawings forming a part of this specification, Figure 1 is a perspective View showing a car provided with suitable telegraphic instruments, the trolley, and the conductorwires used in my improved telegraphic system. Fig. 2 is a detail diagrammatic view of the central or train-despatchers office, showing the connection of the various wires with the local bell and sounder circuits. Fig. 3 is a similar view showing the arrangement employed in a car. Fig. 4 is a detailed view of the relay and its connections. Fig. 5 is a detailed view of the trolley, and Fig. 6 is adetailed view of the supporting-bracket.

In carrying out my invention I preferably employ three conductors or wires A, B, and C, said wires being preferably suspended above the line of railway-track by means of suitable hangers D, which hangers may be attached to a cross-bar E, supported by poles F, or said hangers may be attached to an arm E, projecting laterally from the single post F, this latter structure being preferred, inasmuch as it is more economical. Theconductor or wire A, I shall denominate the bell wire, the wire 0' the message-wire, and the. conductor or wire B the common or mu-.

of a permanent telegraph may be used in thisconnection without serious inconvenience, inasmuch as the circuits of my device are normally open, and the delay will occur in the use of the permanent telegraph only during the period that the message isbeing sent over my railway-telegraph system, a loss of time so small as can scarcely be appreciated.

The wires orconductors 'A' and O are connected to the binding-posts H and I, respectively, of a switchboard'K, said switchboard being provided with the lever L, pivoted at the end M upon a connecting-post N and provided at its opposite end withthe contactpoint 0, whereby said lever can be connected to' either the binding-post H or I and connect either the bell or message wire with the relay R by means of the wire P.

I B indicates the electric bell; B the local I battery; B the local-circuit wires connecting the relay and bell with the switchboard T.

S indicates the sounder of usual construction, S the local battery, and S the local-circuit wires connecting the relay and sounder with the switchboard T. The switchboard T is connected to the relay by means of a wire or conductor U, and is provided with the switch-lever V, having a contact-point adapted to be moved into contact with the points \V and X to close the bell and sounder circuits, respectix'ely.

K indicates the key, which is connected with the relay by means of a wire or conductor K and with the main or line battery by means of a conductor or wire K The apparatus as above described is clearly illustrated in Fig. 2, and in Fig. 3 I have shown a similar apparatus which is used upon the car of a train, said apparatus being represented as somewhat smaller than that of the main or despatehers office; but the arrangement and construction of the various parts are exactly the same; but for further discrimination I have indicated the parts of Fig. 8 by the small letters instead of by capitals, as in Fig. 2.

In Fig. 4 I have shown a detailed view of the relay and the conductor-wires extending over the same, thus clearly indicating the manner in which said relay operates to close the diiferent circuits of the bell and sounder.

Now in operation an apparatus such as I have described is located in the central or train-despatehei s office and the conductors A, B, and 0 connected with the overhead conductors or wires A, B, and C, respectively.

A trolley-pole 1 is mounted upon the top of the baggage-car, said pole being preferably tubular in form, and at its upper end is provided with three arms 2, 3, and 4. The central arm 3 is preferably integral with the pole 1, and the arms 2 and 4 are attached to lugs 5, extending laterally from said pole, said arms 2 and 4 being properly insulated from the pole and central arm by means of an insulating-strip 6, bushings 6, and washers 6 so that currents are always insulated from each other.

The bell wire or conductor a is connected to the arm 2, and the message wire or conductor e is connected to the arm 4, the common return-wire Z) being connected with the pole 1 and arm 3, and when said trolley is in contact with the overhead wires it will be understood that the arms 2, 3, and 4t, carrying contact-wheels 2, 3, and 4, respectively, will bear upon the under sides of the wires or conductors A, B, and C, respectively, thus connecting the wires A, B and O of the main line and A, B, and O of the central oflice with the wires or conductors a, b, and c of the train or conductors instrument.

The arms 2, 3, and 4 are preferably constructed of elastic metal, so that said arms are always held positively in contact with the overhead wires, and by this arrangement all irregularities or unevenness of,the tension of conductor-wires will be compensated for, and in order to prevent the contact-wheels slipping 01f the overhead wires I construct the upper end of each arm with fingers, whereby any lateral movement of the trolley will be prevented. It is obvious that the central arm and wire B could be dispensed with and connection made with one of the rails through the wheels of the car. IVherever economy in construction would play an important part this modification would probably be adopted.

Now in practical operation the train-despateher normally has his switch-lever L in contact with the post I and switch-lever Y in contact with post IV, so that when a connection is made on one of the trains between B and 0 he will be signaled on his bell. All of the train-operators normally have their switch-levers l on the posts h and their lever 12 on the posts to, so that when the train-despateher makes connection between the wires A and B all of the train-operators are signaled. These connections are made in the following manner: Vhen a train-despateher desires to communicate with train No. 5, he opens his key K, throws his switch L to point 11, presses his key five times, returns his switch to point I, and closes his key. The train-operator on train No. 5 having heard his call, waits long enough for the despateher to make the above changes, then opens his key throws his switch Z to point i, presses his key five times, indicating to the despateher that the call has been received by the proper operator, and then both despateher and operator respectively throw their switches V and e to points X and 03, when they are in position to communicate in the usual manner. On finishin g their conversation they return their instruments to their normal position, and the other train operators have heard nothing but the five rings given by the despateher in calling the operator.

Vhen a train-operator desires to call up the despateher, he opens his key 70, throws his lever Z to point i, depresseshis keya number of times until the despateher opens his key, which is indicated to the operator by the fact that his own keyfails to close the circuit, when both operator and despateher respectively change their levers 1; and V to points a; and X. As in the other case, they return their instruments to their normal condition when through using them, and in this case the other operators have heard nothing whatever.

"While I have shown and described this apparatus as arranged in the baggage-car, it is obvious that it can be arranged in any car, or supplemental devices could be arranged in each and every car, and, f u rthermore,while I have described my telegraph as particularly adapted for establishing communication between a train despateher and conductor for railway purposes it will of course be understood that my telegraph could also be employed for the transmission of commercial or private messages of the passengers upon the train.

If desired, a telephone instrument could be used in place of a telegraph-key, and in order to prevent any possible breakage of current the contact-wheels could be made in the form of brushes.

Having thus described my invention, what y I claim as new, and desire to secure by Leti connected thereto and insulated from each ters Patent, isv '1. In a telegraph or like system, three conductors, stations connected to said conductors, each containing a two-point switch having its points connected to two of the conductors, receiving and transmitting instruments, wires connecting said instruments to the lever of the switch and the third conductor, and an electric generating device connected to said third conductor, substantially as described.

2. In a telegraph system, three conductors, stations connected to said conductors, each containing a twopoint switch having its points connected to two of the conductors, a relay and key, wires connecting the relay and key together and to the lever of the switch and the third conductor, an electric-supply source connected to the third conductor, a second two-point switch having its lever connected to one of the contact-points of the relay, a bell and'battery connected between one of the points of the second switch and the other contact-point of the relay,and a sounder and battery connected between the other point of the second switch and the secondnamed contact-point of the relay.

3. In an electric railway, three conductors extending along the railway-track, trolleys carried by the cars having three trolley-arms other, a trolley-wheel journaled in each trolley-arm and adapted to travel in contact with one of the conductors, a set of instruments carried by each car consisting of a two-point switch having its points connected to two of struments of the main station being connected to the first and second wire, the instruments of the substations being connected in multiple to the second and third wires, a switch at the main station to throw the instruments of that station in connection with the second and third wires, and switches in the substations to throw their instruments in connec tion with the first and second Wires.

In testimony whereof I affix my signature in the presence of two witnesses.

ALBERT O. FRIESEKE,

- Witnesses:

CHAS, E. BROOK, J. Ross CoLHoUN.

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