US379459A - stevens - Google Patents

Description

(NoMod'el.; s s het-sh'eet 1, 4W. GLASGOW & S. S.. STEVENS.

BELL CORD PoR. CARS,

-N0.s79,459. i PatentedMagr.13,1883;

(No Model.) l 4- l-sfneens-Sh'et 2. W. GLASGOW S. SSTBVENS.

BELL CORD'FOR GARS.

Pater-18888181. 18, 1888.

waz/7B 55E 5 (No Model.) i 6 Sheets-$11888 `8.

W'. GLASGOW 81: S. S.4 STEVENS.

BELL CORD FUR CARS.

N O. 878,459. 8 Patented. M81. 18, 1888.

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8 Invia/72,1725'v i (Nomea-elf) 8 A fssheets-sheet4.Y W. GLASGOW Ain S. S. STEVENS.

BELL CORD FOR GARS.

1510878459. Patented M81. `-18,1888.

IWI film' Hl im! AIIIIIIIIUI (No Model.)

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Mga/Le l Qu/M y w. GLASGOW & S. S. STEVE 6 Sheets-.SVIIetf NS.

BELL GORDEFOE GARS. j

Patrented'Mar. 13,1888.

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(No Model.)

W. GLASGOW avis. s@ STEVENS.

B'LL CORD POR GARS.

' `10,379,459 Patented Mar'. 13,.1888.

CLOSED.

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y I Vi i OPEN Inventors: f Glasgow. -}S'a.ue1;S'.,S'evens.f

N. PEI'ERS. PholO-Likhugnpher. Wzlnlvg ggggg C.

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l .UNITED STATES PATENT OFFICE.

WILLIAM GLASGOV AND SAMUEL S. STEVENS, OF CHICAGO, ILLINOIS, AS- SIGNORS TO THE COMBINED ELECTRIC AND TRIP BELL CORD COMPANY.

BELL--CORD Foa CARS.

SPECIFICATION forming part of Letters Patent No. 379,459, dated March 13, 1888.

Application led May i8, 1886. Serial No. 202,588. (No model.) y

To @ZZ whom it may concern:

Beit known that we, WILLIAM GLAsGow and SAMUEL S. STEVENS, citizens of the United States, residing at Chicago, in the county of 5 Cook and State of Illinois, have invented a new and useful Combined Mechanical and Electric Signaling Apparatus for Trains, of which the following is a specification.

The object of our invention is to provide a Io signaling device for Vtrains which may be operated either by hand, in the ordinary way, or electrically, to convey the proper signals to the locomotive-cab; and the invention consists in' the appliances and combinations hereinafter I5 described and claimed.

In the accompanying drawings, Figure l is an elevation of the coupling between two pieces of cord; Fig. 2, a longitudinal section of such coupler; Fig. 3, a plan view of the electric 2o switch, particularly showing the wire connections; Fig. 4, an elevation of theshell ofthe coupler, showing the catch and lockg-Fig. 5, a perspective view of the locking-tube; Fig. 6, an end View ofthe coupler; Fig. 7, au elevation of the dummy and hook for the rear end of the cord; Fig. 8, an elevation ofthe coupler, showing a modification ofthe lock; Fig. 9, an elevation ofthe lock shown in Fig. 8; Fig. l0,

` an elevation of the circuit'closer;V Fig. l1, a

3o longitudinal section showing the inside parts `of the circuit-closer; Fig. 12, a side elevation of the circuit-closer with the spring off lo show the loops together and the circuit thus closed; Fig. 13, an elevation, and Figs, 14 and l5 longitudinal sections, the first showing the conl nection of the circuit-closer to the rope, the second the circuit opened, and the third the circuit closed; Fig. 16. a side elevation, and Fig. 17 a plan view, of the electric and trip 4o bell in the locomotive-cab; Fig. 18, a side view ofa freight-train with our improved signalingcord applied, such cord extending over the tops of the cars, except as to the cabbose; and Fig. 19, a side View of a passenger-train with our improved signaling cord applied, the same passing through the cars in` the usual way. Fig. 20 is a diagram of the electric circuits and connections employed in our improved signaling system. Figs. 2l and 22 are plans showing 5o the wires, bells, cireuitclosers, Src., in use, as

hereinafter pointed out.

In carrying out our invention we use a combined hand-operated and electric bell-cord of substantially the size and appearance of the ordinary bell-cord used on passenger-trains. Within the cord, however,`we arrange, say, three electric Wires properly insulated or covered with a non-conducting material, so that the electricity cannot pass from one wire to the other. Thesewires may be composed of a number of smaller wires, forming a cable, so as to secure pliability in the completed bellcord..

These electric wires may be purchased as are other electrical goods, wound together, and the whole covered with any suitable material to give the cord the appearance of the ordinary bell-cord and to render it water-proof.

1 The bell-cord may be made in sections, each the length of the car, and the sections may be coupled together for adaptation to a train of any number ofcars in the same manner that the ordinary bell-cord is hooked together, except that in our cord the coupling must be of such a character as to form electric connection between the wires in the several sections.

We prefer to make the bell-cord, battery, and bell with which it is connected, and which together constitute the signaling apparatus, removable and portable, whereby the parts shall form no part of the cars or their iixtures, and be transferable to, and usable with other cars and trains, so that when a train has reached `its destination our electric plant may be taken out as readily asthe ordinary bell-cord is detached'from one train and put into another.

To connect the sections of cord together between the several cars composing a train, we have made a coupling particularly shown in Figs. 1 to 9, inclusive. By reference to these figures, and particularly to Fig. 2, it will be seen that the main parts X and Y of the reA spective end sections of the bell-cord coupler are wedge shaped or reciprocally and mutually prepared to lie and lit against each other, so that when the two are placed in position together they will form a piece of a proper size and shape to constitute'a part of the bell-cord and to be inclosed in the shell of the coupling, as shown in Fig. l. Each of these pieces X and Y is made of insulating` material, and is preferably provided with a catch or hook, A, pivoted, as shown, and adapted to be slid over a stud or projection, B, being held securely in position by the shoulder a. A spring, b, assists in keeping the shoulder in engagement with the lockingstud. To more ei'ectually lock the main parts X and Y together, an outer metallic shell, C, capable of being partially turned and having a projecting piece,

c, may be employed, it being adapted to be turned so that the projecting pieces will rest over the ends of the hooks A and prevent their being raised, as shown in Fig. 2. To uncouple theconnection, this shell C should be turned in the opposite directionuntil the projecting piece c no longer rests over the ends of the hooks A, when the spring b may be depressed and the parts readily disconnected.

lIhe wires D in the bell cord un'der the halves of the coupler, as shown in Figs. 2 and 3, are held at the screws or rivets d d and d. v(See Fig. 3.) The screw d extends to or is in contact with the metallic shoulder E, which incases the coupling immediately under the locking-shoulder C. The head of the screw or rivet d extends far enough above the surfaces of the parts X and Yto be rubbed or touched by the metal casing E, thereby forming a me dium for t-he passage of the electric fluid from the wires into such casing. The heads of the 'screws or rivets d d, which form the termination of two of the electric wires, are so arranged in each of the halves of the coupler that they will be in contact with each other when the sections of cord are coupled together, thus forming a. connection and continuation of the electric wires from one section of the bellcord to the other. In this way the electric wires in the bell-cord are connected and continued from section to section to any desired extent and throughout the length of the train. screws or rivets d d they pass around orl in connection with two'other screws or rivets, d2 di. (Shown in Fig. 3.) One of these screws also holds a switch, F, provided with an eXtension, f, and astnd or pivot, f'. The extension j, while the sections of the bell-cord are connected in their normal condition, has no union with any of the other wires of the bell-cord, and the pivot f rests in a cam or groove,f2, in the opposite half of the coupler. When the parts are pulled asunder, this pivot f', following the groove f2, will cause the projection f of the 'switch F to be thrown around upon and in contact with the screw or rivet Z2 of the other two wires extending along the half of the coupler to the screws d d. In this way, should the train become accidentally parted, an automatic connection will be formed as one section of the bell-cord is torn from the other and an electric current caused to flow through the remaining sections ofthe cord in the cars still attached to the locomotive. Therefore the bell in the cab will be rung and intelligence ofthe accident conveyed to the engineer;

In putting the parts of the'coupler together the stud f of the switch F will follow the Before the wires terminate in the.-

groove f 2, sowas to carry the extension f of the switch F away from the other of the two rivets d2 di and prevent the forming of a connection and leave the switch open, so that it may be formed at any point along the bell-cord where a coupler happens to be broken by an accident to the train. Of course it will be understood that each half of the coupler is provided with the Various features and appliances described above, and which are shown in the half of the coupler represented in Fig. 3.

To insure the parting of the cord at the coupler so as to form an automatic connection, as above described, the coupler is so constructed that when locked together it will -unlock before the breaking'strength lof the completed bell-cord is reached.

InfFig. 8 we have represented a somewhat different device for locking the couplers together.

In this device the metal shell E isV provided with bands e at the ends where they come together. The locking-shell C has a projection, c', as shown in Fig. 9. The rear end of this shell is connected with a spring, e', coiled around a portion of the sliell E, and which has a tendency to push the locking-shell forward. The projection c on the shell C catches behind the rings or projections e' on the ends of the shell E, as shown in Fig. 8, and securely holds the parts of the coupler together. To uncouple it the shells Gare turned partially around until the shoulders or hooks on the projections c are turned beyond the ends of the bands e on the shoulder E, when the shell C may be pressed back against the IOO resistance of the springs e and the pieces slid apart. The other arrangements of the coupler where this form of fastening device is used are the same as those above described.

To attach the wires in the bell-cord to those in the coupler, and so continue the circuit, a

metallic cone, H, is provided to unite the coupler to the' bell-cord, as shown in Figs. l and 2.

This cone is arranged to be screwed IIO onto the end of the metallic shoulder E ofthe v made in sections or pieces similar to the split screw, well known in mechanics and repre.- sented in Fig. 6. A metallic nut, It, is provided, as shown, which may be screwed up to bring the ends of the cone H as closely together and clamp them as tightly onto the end ofthe bell cord as may be desired. In this way a secure and convenient fastening is effected between the bell-cord and the parts constituting-'the coupler.

Up to this point we have described the bellcord and the coupler'by which the different sections of cord are connected between the cars, and by which the circuit is closed and the current of'electricityfcaused to signal the engineer in case of a breaking apart of the cars of' the train at any point. `We will now de- 'scribe the means employed for closing the circuit when the conductor or passengers find it necessary to signal the engineer by hand. This is accomplished by means of a circuitcloser. (Shown in detail in Figs. 10, 11,12, 13, 14, and' 15, and also in Fig. 19, where it may be seen adapted to a passenger-train.) To form this circuit-closer, we take a short section of coiledspring, I, (seen in Fig. 10,) which is attached to the bell-oord (see Fig. 11) by means ofthe cones and nuts heretofore designated by H and It. This spring I guards the loops tl, hereinafter described, and spring fi from strain and brings the cord back into a loop when released, so as to disconnect the circuit. Vithin this coiled spring I is another and much smaller coiled spring, t', terminating in a metallic sliding piece, i', which tits intoa barrel, 2, and is connected with a coiled spring, i3, in said barrel. The barrel '2 is connected to the bell-cord by means of coils of wire, t", coiled partly around the hell-cord, then through it, so as to come in contact with the electric Wire L, and then around a metallic clip, h', of the barrel t2. The electric wires in the bell-cord are insulated; but the insulation is removed from the Wire L at the point where the Wire t* comes in contact with it, so that a current of electricity can pass from the Wire L up into the metallic barrel t2 through the clip h. Instead of wires, a band or any other conducting attachment may be used. The clip It of the barrel i2 is preferably bent,

`so as to partially embrace the bell-cord to facilitate the binding of it to the cord by the Wire it. The barrel 2 has a piece of insulating material, r9,Wrapped around it, preferably a short distance from the point where it is connected to the bell-cord by means of the clip h and the wire it. A metallic tongue, if', hereinafter described, is laid against this insulating body and'tirxuly secured thereto by means' of a wire, is, coiled around the insulated portion ofthe sliding barrel t and the metallic tongue 135, the wire s dipping into the bell-cord and coming in contact with the electric Wire M, which has its insulation removed at this point, so that the electric current can be carried up from the Wire M into the metallic tongue t5 which as above stated is insulated from the barrel 2. Another piece of insulating material, Iim, is then wrapped around the bell-cord and the barrel iz, so as to cover and protect the wire is. This insulating body is shown in Fig. 13V ready to be applied. In stead of Wires, a band or any other conducting attachment may be employed.

The sliding piece i' is notched, as shown in Figs. 14 and 15, and the liexible tongue of metal if is att-ached to the barrel i2 with abent end, i6, turning rdown into the notch in the sliding piece t.

it Will not be charged with electricity until the connection is made between it and the sliding piece i, 'as hereinafter described. In-

The tongue i5 is insulated from the barrel fia, as above'described, so that stead of insulating this tongue t5, however, the sliding piece t" may be insulated, except the spot notin contact with the barrel i?, but which is brought into contact with the tongue i5 when the sliding piece t" is drawn out. This can best be effected by leaving the end of the notch in the sliding piece where it strikes the tongue bare or exposed.

The spring t', attached to one end of the slid-' ing piece i', terminates in a hook or loop, tl, which rests in another hook or loop in a piece of wire going forward and attached to the collar Where the other connection is made with the bell-rope, as shown in Figs. 11 and 12. These loops of wire are disengaged from each other in their normal position and the bellcord is made slack between the bands where it is connected by the nuts h h. Theloops are held disengaged by the spring I until the spring is expanded by pulling on the bellcord. When the bell-cord is pulled,the loops 'il are drawn together, the spring t is expanded, andthe bell-cord straightened out, as shown in Fig. 12. At the same time the sliding piece fi will be brought in contact with the bent end i6 ofthe tongueias shownin Fig. 15. At this point the electricity Will pass from one to the other, the circuity Will be completed, and the electricity caused to signal the engineerin the cab of the locomotive. When the pulling on the bell-cord' has been discontinued, the parts Will return to their normal condition and the circuit be broken by means ofthe spring i, which will draw the sliding piece z" back from contact with the tongue 115 into the-position shown in Fig. 14. One of these circuit-closers should be inserted in each pas- Y senger-car, as they are intended to enable the conductor or passengers, by pulling on the bell-cord, to signal the engneer.` While, therefore, the couplings are designed to close the circuit automatically when an accident occurs to the train, these circuit-closets are, as indicated, also adapted to effect the closing of thel circuit by hand and at the will of any person pulling the bell-cord.

We have thus described the construction of the bell-cord, the means for attaching the sections together between the cars, aud the means for closing the circuit Whenever the bell-cord is pulled by hand.

We will now describe the construction and arrangement of the bell fastened on the metallic frame J in the cab of the locomotive, by means of which the engineer is signaled. As this bell is intended to serve a double purpose-viz., to be rung by hand, as by the medium of an ordinary bell-cord, and also by the electric current-it isacombined trip and electric bell. The trip-hammerj is mounted on a rod supported in Ways or guidesjj2, which permit it to be. drawn back or moved endwise. It is provided With a coiled springji, which holds the hammerj iu close proximity to the bell. or gong. A pivoted lever, y, is attached, by a Wire or other suitable means, to the forward end of the bell-cord. It is held in its IIO normal position by a coiled spring, jf, sufficiently forward to permit the trip-ham mer to remain in its normal position. The upper end of' the lever j* rests against a shoulder, j, on

the rod to which the hammer j is attached, and its end extends beyond an inclined piece,j7, against which it slides and by which it is raised when drawn back by pulling the bellcord. lf the bell-cord be now drawn by hand, the lever j* will be drawn back, and with it will be drawn back the rod or piece on which the hammer j is fastened, and the springs j* and f will be extended. As the upper end of the leverj4 moves back, it will come in contact with the incline j?, which will gradually lift it out of its seat, where it rests against the shoulder j on the rod or lever carrying the hammerj. When it is drawn back to a certain point and has carried the hammer back a sufficient distance from the bell, the inclined surface raises the lever j* entirely out of the seat, and the rod or piece carrying the hammer j is released. The recoil of the spring j" immediately carries the hammer against the bell and produces one stroke of the same. The force exerted on the bell-cord being now relaxed, the lever j* is drawn by the springj5 back into its place in front of the shoulderj, when it is in position for a repetition of the stroke. In this way any number of successive strokes of the bell may be given by hand. Of course Ain pulling the bell-cord byhand to produce these strokes by the trip-hammer the circuitl will be closed, as above described. Therefore the current of electricity will cause the bell to be rung or jingled at the same time that the trip-hammer is operated by hand.

Y We will now describe this feature of the bell.

The three electric wires from the bell-cord are carried to dierent fastenings or bindingposts and secured in any proper way. One of these wires-viz., that marked K-is intended to enable the engineer to signal back to the conductor, and passes from the end of,

the bell-cord under a staple or other device adapted to hold it in position, and is con nected to one contact of the push-button K', where it ends. A short wire, lh, extends from the other contact ofthe push-button K' to the insulated binding-post K2. Thiswire is only calledinto operation when the push-button K is'pressed upon by the engineer for the purpose of signaling the conductor.

Of course it will be understood that each passenger-car will be provided with a bell, J', or other device on which the current of electricity may operate, so as to produce a sound in each passenger-car, and thus inform the conductor, wherever he may be, that the engineer .desires to communicate with him. In addition to this, the bells J' in each car are arranged in multiple cireuit,so that the parting of the coupling of the bell-cord between any two cars will not only ring the bell J in the cab, but also all of the bells J' in the cars be` tween the cab and the pointwhere the break occurs. For this purpose the battery must be located between the point of parting andA the cab. Thus in Fig. 19 the battery Q is shown placed in the baggage-car next to the locomotive and in Fig. 20 in the locomotive-cab. It also follows that the closing of the circuit through the circuit-closer in any one car will -ring the bell in the cab and the bells J throughout the train, signaling both the conductor and the engineer, as will be readily understood from the description of Figs. 17 and 20. Another one of these wires (marked L) is connected to the binding-post K2,where it terminates. The third wire, M, passes through a staple immediately after leaving the end ofthe bell-cord and across to the binding-post m', where it ends. From this binding-post m' the electric fluid passes through the metallic frame J to the cores of the electro-magnets, so as to exert its force on the armature n.

The arrangement of the circuit on the bell J for the wires K L Mis shown in Figs. 1'7,where the rear of the metallic plate is seen on which the bell is mounted. The circuit from the binding-post K2 is continued through the electromagnet by the wire L', connecting the bindingpost .K2 with one terminal of the coil,while the other terminal is connected through thewire L2 to the insulated contact m2. An armature, n, un-

Y der the'electro-magnets is pivoted at n', so that it canvibrate freely up and down between the ends of theelectro-magnets and the insulatedvibrating post m2. A rod extending from the end of this armature is provided with a hammer, O, which strikes against the bellas the armature is vibrated between the electro-magnets and the insulated vibrating post m2. A spring, O', on an extension of the armature beyond the point where itis pivoted is opened slightly as the hammer is drawn against the bell, its tension tending to draw the hammer away from the bell at every stroke, and thus assist in drawing the armature against the insulated contact m2, whereupon the circuit is completed through the armature, the metallic plate on which the bell is mounted, bindingpost m', and line M. On the closing of the circuit, as described, the electro-magnet is ener-4 gized and the armature attracted away from the insulated contact m2, extending the spring O and breaking the circuitth rough the armature. It will thus be seen that when the electric circuit is closed the hammer O will constantly vibrate between the electro-magnets and vibrating post m2, so as to keep up a constant tapping or jingling of the bell. `On the pulling apart of the coupling the circuit is also completed between the wires K and L, and the bells J in the respective cars included in the circuit between L and M are operated upon, so that the conductor and passengers will know that the bell in the cab of the locomotive is being operated and the engineer properly signaled.

Thus on the closing of the contacts of the coupling X' Y' the current from the battery Q flows through the wire K, part X of X Y, the united contacts X' Y' by the line L to l,

IOO

IIO

where the current divides, one part tlowing through the bell J' and back to the battery Q through the line M, connected with the other terminal of the battery, the other part of the current owing through the line L, bindingscrew K2, line L', the coils of the electro-magnet, line L2, insulated. contact m, armature n, metallic back plate of J, stop m', and line M,

returning to the battery, and thus actuating the bell in the eab.

'In Fig. 18 we have shown a portion of a freight-train provided vwith our invention. As the cord passes over the tops of the cars and only enters the caboose atiits rear end, the circuit-@losers above described may be dispensed with and only the couplings between sections which are used to signal the engineer when the train is broken apart from any cause employed, except in the Caboose, where a circuit-closer should lbe used, so that the conductor or passengers in the Caboose could signal the engineeras occasion should require.

In Fig. 19 we have represented a section of a passenger-train, where the various parts are shown as hereinbefore-described. 1n the baggage-car next to the locomotive a battery, Q, is placed, and in the passenger-car is the bell J The end of the bell-cord as it extends from the rear car is provided witha hook, on which another section of a common cord or bell-rope may be attached, if desired.

Fig. 2O is aview of the wires composing the pull-cord and of the connections, 85e., of the different electrical conductors. In this gure, M is the insulated wire, extending from the negative pole of the battery through the train of cars, and having branch connections with one of the binding-posts of the electric bells J', arranged throughout the train of cars, and also with one of the binding-posts of the electrolnagnets of the signal-bell in the locomotivecab through the uninsulated binding-post m',

Y which communicates through the metallic base J of the bell with the coils of the electro-magnet. K is an insulated wire extending from the positive pole of the battery Q through the train of cars, and having connection with the push-button K', arranged upon the frameJ of the signal-bell in the locomotive-cab, and through a branch wire and the insulated binding-post K2 with the helix-of the electro niagnet, and by contacts Y X z" and branch wires to the other binding-posts of the electric bells J', located in the cars, as illustrated in Figs. 17 and 20. The circuits in this ligure are identical with those already described in Fig. 17. The circuit between the first coupling, X Y, and the bell J in the locomotive-cab operates that bell alone when the train separates at the coupling X Y, the course of the circuit being from the battery Q, through the line K, coupling X Y, line L, magnet-coils, and line owing-through them instead of through the` coupling-contacts, in order to follow the same path. The resistance of the branch circuits through the bells J' in the cars is so proportioned with respect to that of the circuit through the bell J in the cab as to cause a current to be diverted vthrough each sufficient to actuate the bells.

In Fig. 20 we show the bells J'connectedin multiple arc; but it is obvious that they may be connected in series as well by looping them into either the wire M or L.

We prefer to have the battery Q and the bells made detachable from the cars and the cab. To accomplish this the battery may be placed upon a shelf and the bells hung on hooks or slid into brackets or frames in the cars and inv the cab of the locomotive, or othel` convenient means may be employed. When thus detachably connected, the several parts can be removed with the bell-cord and put 1n position in another train with about the same -ease withwhieh the ordinary bell-cord is now removed fromone train and placed in another.

Fig. 21 is a plan view showing the bell in the locomotive-cab, the bell in the baggagecar, and the bells in three passenger-cars, with the necessary connections, circuit-closers, battery, &c., the circuit being closed in the central passenger-car and open at the cab and at the first and rear passenger-cars.

In Fig. 21 the signal is supposed to be given from the central passenger-car, the circuit being closed by the union of the contacts. The result is the ringing of all the bells in the circuit, including the bell in the cab. The course of the current is indicated by the arrows. Thus, starting from the battery Q, the current runs back `to the tongue i5 and the sliding piece t' across to the wire L, where it divides. One portion of the current then passes to the bells in the three passenger-cars and to the battery Q, thus completing the circuit for them. The other portion of the current takes the wire L to the binding-post K2, and, passing through the coils of the magnet (not shown in Fig. 2l) and the wire M to the battery, completes the circuit for the bell in the cab and the baggage-car.' Thus all the bells are simultaneously rung. It will be seen that the three Wires are necessary in all cases to complete a circuit, and also that only that portion of the wire K situated between the battery and the circuit-closer in use is in circuit. y

Fig. 22 is a plan view showing the same elements seen in Fig. 21; but here the circuitclosers in the cars are open and the push-button on the bell in the cab is closed. Here the wire k* is called into requisition, and on closing the push-button K' the current flows from the-battery Q through the wire K, through the push-button K', and through the wire k* to the binding-post K2, where the current divides. One portion of the current goes back through the wire L to the last bell on the train and returns by the Wire M to the battery. The other portion of the current ows through the coils IIO of the magnet and returns through the wireM to thebattery. Only that portion ofthe wire K which is situated between the battery and the push-button K is in circuit; but the result is the ringing of all the bells shown in the gure. Having described our invention, we claiml. In a combined mechanical and electric signaling apparatus for trains, a continuous pull bell-cable comprising a number of insulated electric wires, and providing within itself and throughout its entire length multiple and continuous conductors, in combination with a mechanically-operated signal, an electric battery, an electric bell or bells, and means for closing the circuit from one to the other of said conductors, by which entire apparatus the engineer may be mechanically or electrically signaled, substantially as described.

'2. In a combined mechanical and electric signaling apparatus for trains, a continuous pull bell-cable comprising a number of insu` lated electric wires and providing within itself and throughout its entire length multiple and continuous conductors, in combination with a mechanically-operated signal, an electric battery, an electric bell or bells, and means whereby on drawing on the cable used 1n giving the mechanical signal the circuit from one to the other of said conductors may be closed and the engineer electrically signaled, substantially1 as described.

-3. In a combined mechanical and electric signaling apparatus for trains, a pull bellcable comprising a number of insulated electric' wires, movable longitudinally in use, and providmg within itself and throughout its entire length multiple and continuous conductors, in combination with a mechanicallyoperated signal, an electric battery, an electric bell 0r bells, and means for closing the circuit between said conductors and electrically signallng the engineer and conductor by the accidental breaking or separation of the cars, substantially as described.

4. In a combined mechanical and electric signaling apparatus for trains, a pull bell-cable comprising a number of insulated electric wires, movable longitudinally, and providing Within itself and throughout its entire length multiple and continuous conductors, in combination with a signal manually operated through the medium of the cable, an electric battery, an electric bell or bells, and a device on the cable adapted by apull thereon to complete the circuit between two of said conductors, in combination with anelectric battery, a signal manually operated through the medium of the cable, an electric bell or bells arranged in one or more cars of the train7 and acircuitcloser admitting of the operation of the electric signa-lV by the engineer, substantially as described.

6. In a combined mechanical and electrical signaling apparatus for trains, a mechanical alarm and an electrical alarm arranged in the forward part of the train, and a pull-cable eX- tending through the train, comprising two or more conductors, between two of which circuit may be closed, and connecting with botli the mechanical and electrical alarms, combined with circuit-closers placed at proper intervals on the cable, and an electric battery, substantially as set forth.

7. The sections of a train pull bell-cable comprising a number of insulated electric wires, and providing within itselfand throughout its entire length multiple and continuous conductors', combined with mechanically and electrically operated alarms and a coupling normally in open circuit and placed in closed circuit by the separation of its parts, substantially as described.

8. The sectionsV of a train pull bell-cable comprising a number of insulated electric wires, and providing within itself and throughout its entire length multiple and continuous conductors, combined with a coupling having two main parts, X and Y, with reciprocallyprepared and continuous surfaces provided with insulated contact-points d2, and a switch, F, having a point or stud, f', resting in a curvedgroove or cam, f2, in the opposite surface, whereby the switch is held out of communication with the insulated contact-points when the coupling is in its normal position and brought into contact when the main parts are separated, substantially as described.

9. In a combined mechanical and electrical signaling apparatus for trains, a circuit-closer comprising a barrel having electric connection with the positive conductor of the bell-cable, a metallic piece or tongue attached to the barrel in an insulated condition and having connection with the negative wire of the bellcable, and a sliding piece arranged in such barrel and adapted to be drawn forward to complete the circuit between the barrel and tongue by a pull on the bell-cable, combined with said bell-cable, comprising two or more electric conductors made continuous past said circuit-closer, and with a mechanical and an electrical alarm, both operated throughythe medium ofthe same cable, substantially as described.

l0.. A combined trip and electrical bell IOO IIO

comprising electro-magnets, an armature, an l electric hammer connected therewith, electric wires, a trip-hammer and rod, a lever resting against, a shoulder on such rod, an inclined surface to gradually lift the lever out of contact with the shoulder as the same is drawn back, and so release the trip-hammer and rod,

and means for impelling an electric current through the electric wires and electro-magnets in such bell and for drawing back the lever and trip-hammer and rod, substantially as de- 5 scribed.

11. In an electric signaling apparatus, a bel-lcable comprising a number of insulated electric wires and the whole covered with waterproof casing, movable longitudinally in use, in

1o combination with an electric battery and electric bell or bells, a coiled spring, I, forming a loop in the bell-cord, and a smaller tensionspring and regulating-loops therein, whereby the sliding piece i in the barrel is drawn for- 15 ward into Contact with the tongue 415, thus completing the circuit, substantially as de scribed.

l2. In a train-signaling apparatus, the mechanical and electrical alarms and a pullcable extending through the train and con- 2o nected with said mechanical and electrical alarms, and comprising Within itself two or more conductors, combined with suitable circuit-closers between said conductors, and an electric battery, substantially as set forth.

WILLIAM GLASGOW. SAMUEL S. STEVENS.

' Witnesses:

EPHRAIM BANNING, THOMAS A. BANNING.

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