https://www.datamp.org/ Recently added patents en-us https://www.datamp.org/patents/displayPatent.php?id=84460&pn=167,556 Improvement in combined miters, levels, and plumbs Patentee: John Murray - Conshohocken PA Granted:1875-09-07
Assigned to John Murray - Conshohocken PA

An example of this patent showed up on Vintage Vials, see the pictures
This is one of 83,758 patents currently in the database at datamp.org

]]> https://www.datamp.org/patents/displayPatent.php?id=28500&pn=583,346 Wrench Patentee: Simon W. Wardwell Jr. - Providence RI Granted:1897-05-25
Manufactured by Mossberg Wrench Co. - Attleborough MA

The overall design of this one resembles the MOSSBERG MODEL D pocket wrench except the adjusting nut is on the back side of the handle rather than adjacent to the fixed jaw. Some examples of the MOSSBERG "STYLE D" have a May 25, 1897 patent marking. Wardwell was an officer in the MOSSBERG WRENCH CO. Foster Freeman - patent attorney
This is one of 83,758 patents currently in the database at datamp.org

]]> https://www.datamp.org/patents/displayPatent.php?id=84459&pn=328,467 Soldering Forceps Patentee: Edward Q. Crane - New York NY Granted:1885-10-20
Manufactured by Edward Q. Crane - New York NY

Abstract: This invention relates to forceps for holding jewelry and other fine articles while being soldered. The object of the invention is to produce forceps which will hold the work at any desired position or inclination, and which will clamp it in place after being adjusted. Claim: The combination of standard A with upwardly-projecting pin a, split rings b, and nut c, the rings b being perforated for the reception of the forceps-carrying arms d
This is one of 83,758 patents currently in the database at datamp.org

]]> https://www.datamp.org/patents/displayPatent.php?id=17909&pn=202,866 Micrometer Gage Patentee: George M. Pratt - Middletown, Middlesex County CT Granted:1878-04-23
Manufactured by Victor Sewing Machine Co. - Middletown, Middlesex County CT
Assigned to Victor Sewing Machine Co. - Middletown, Middlesex County CT

This invention relates to that class of micrometer gages having horseshoe shaped frames, in which the object to be measured is clamped between a suitable abutment and the tip of a micrometer-screw. In order that the measurement by such an instrument shall be absolutely correct, it is necessary that the surfaces of said abutment and screw shall be perfectly smooth, and they should, therefore, be made as hard as possible, to resist abrasion and wear. In hardening these surfaces, the ordinary methods of tempering have been employed, the screw being completely formed and adjusted while the metal of which it was composed was soft, and afterward tempered. In thus tempering the screw after its complete formation, it has been found that its adjustment is always more or less impaired, as the heat necessary in the process of tempering expands the metal, a portion of the expansion being permanent, and the contraction, on cooling, unequal so that, though a micrometer-screw should be perfectly accurate before being tempered, it would often, after tempering, be found so altered as to materially affect its accuracy in the minute measurements for which such instruments are employed, and is then worthless for its intended purpose. Besides, when the screw is first perfectly accurate, if its tip becomes much worn, a new adjustment or the substitution of a new screw is necessary in either event involving more or less expense. The bar forming the horseshoe or U shaped frame of such an instrument has heretofore been formed of uniform width and thickness throughout its length; and, in order to give it sufficient rigidity to prevent springing, this frame has been of inconvenient weight and bulk. To obviate the necessity for heating the screws for tempering, to provide for their easy repair, thus reducing the expense, while preserving the accuracy of micrometer-gages, and also to render the frame of such an instrument strong, light, and of elegant shape, is the object of my invention; and it consists, first, in a micrometer-gage screw, having a socket formed in its end, and provided with a separate tip of tempered steel or similar hard material, whereby the necessity for heating the screw, in order to temper the tip, is obviated, and said screw is rendered easy to repair by the simple replacement of a worn tip by a new one, properly hardened and adjusted; second, in forming a micrometer-gage frame of an approximately crescent shape, or semicircular and tapering from its middle portion to its ends, in which the screw-bearings are located.
This is one of 83,758 patents currently in the database at datamp.org

]]> https://www.datamp.org/patents/displayPatent.php?id=38600&pn=5,636X Self Adapting Railway Carriage or Car Patentee: James Wright - Columbia PA Granted:1829-09-10

Most of the patents prior to 1836 were lost in the Dec. 1836 fire. Only about 2,000 of the almost 10,000 documents were recovered. Little is known about this patent. Only the patent drawing is available. This patent is in the database for reference only. “Specification of a patent for a new and improved mode of causing Rail-way Carriages to run with equal facility on straight or curved roads; denominated the Self-adapting Rail-way Carriage, or Car. Granted to James Wright, Columbia, Lancaster County, Pennsylvania, September 10. Be it known, that I, James Wright, of Columbia, in the County of Lancaster, and State of Pennsylvania, have invented a new and improved mode of causing rail-way carriages to run with equal facility upon straight or curved roads; which carriage, or car, so constructed, I denominate the Self-Adapting Railway Carriage, or Car; and that the following is a full and exact description of my said improvement. The wheels are firmly fixed upon the axles of the carriage; the axles turning in suitable boxes, or against friction wheels, constructed in any of the modes already known. The bearings in which the axles run, are attached to the frame work of the carriage, by a bolt, or pin, in their centres, in order to admit of such a degree of motion, or vibration, on these centres, as shall allow of the fore and hind wheels adapting themselves to the curvature of a road, by their planes forming a tangent to the curve of the rail upon which they are to run. The wheels have each one flanch, and their edges, which run upon the rail, are in the form of the frustum of a cone, the flanch being upon the side of largest diameter, which usually stands within the rail, but it may be placed on the outside, without, in any way, vary. ing the principle upon which it is to operate. The angle which the edge of the wheel forms with its plane, may admit of considerable variation, and may be governed by the radius of the smallest curvature over which the carriage is to pass; as for example, should the curvature be upon a radius of three hundred feet, the angle will vary more from ninety degrees, than would be necessary for a curvature of six hundred feet. In every case the obliquity must be such, that in running upon the rails, a circumference shall be found upon the conical surfaces of the wheels, which shall adapt them to the running, without friction, upon each of the curved rails. The kind of rail which I would prefer as best adapted to my improved carriage, is the round topped rail; but any of the rails in ordinary use may be employed. When a carriage, constructed in the manner above described, is placed upon a rail-road, it will be found that it has a tendency to adjust itself; and actually will adjust itself, so as to give to the wheels the positions necessary for running upon a road, either straight or curved, with no other than the ordinary rolling friction. What I claim as new, and for which I ask an exclusive privilege, is the conical form of the edges of the wheels, and the vibratory motion of the axle, to allow of the wheels adapting themselves to the curvature of the rails. Where, in any particular part of a road, it is desired to turn upon a smaller curve, than might be thought convenient by the foregoing plan, the addition of a rim may be made to the wheels, to operate upon an elevated rail, upon the principle described by me in the specification of a rail-way, and cars to run thereon, for which a patent was granted to me on the 17th day of April, 1829. In the annexed drawing, Fig. 1 represents the plan of the carriage; and Fig. 2, the connection of the axle with the carriage by means of a pin through its frame, and the frame in which the axle turns. Between the two frames friction wheels, or rollers, may be placed to sustain the load, and allow the axle to vibrate freely.” Journal of the Franklin Institute Vol. 7, Oct. 1829 pgs. 272-273 "To avoid the friction of the flanges of the wheels against the rails, and to make turns without grinding, Mr. James Wright, of Columbia, Pa. has invented a method which is supposed to possess peculiar advantages. It consists in giving a conical form to the rims of the wheels, so that wherever the road curves, the larger part of the rim of the outer wheel comes on the rail and consequently travels faster than the inner wheel. Fig. 1., in the annexed cut shows a top view of the wagon frame, and wheels of Mr. Wright’s carriage. In order to take- advantage of the conical form of the wheels, and have the axle always at right angles to the rails, each axle is fixed to, and revolves in, an under cross piece, which is fastened by a bolt in the middle, to the under side of the wagon frame, as shown in fig. 2. , which is a front view of one of the axles and its wheels, together with one of the cross pieces of the wagon frame. Friction wheels are sometimes put on the ends of the upper, or frame cross pieces, which sustain the weight of the carriage, and allow the axle to vibrate freely. Mr. Wright’s carriage, in models, works very beautifully. A number of wagons on his plan have been ordered at Pottsville. It certainly turns curves with more ease and less friction than any other wagon which has the wheels fast to the axle. The only objections to this wagon are that the wheels operate in a slight degree in the manner of a wedge to press the rails asunder; and that the vibrating cross piece will raise the height of the wagon body a few inches above the axle. The former objection, however, is of less force than that of the side pressure which the flanges of other wagons occasionally produce on the rails, so that the wheels operate as a lever to bend the axle, which must consequently be made larger than in Mr. Wright’s plan. Mr. Wright suggests the use of a round-topped rail, although the wagon will work on rails of any kind. Perhaps if the wagon should come into general use, it would be expedient to' have the rails made with a slope at their surfaces, conformable to that of the wheels. One material advantage of Mr. Wright’s carriage is that it will admit a long body without inconvenience." Earles’ 1830 Treatise on Railroading, pg. 48-49.
This is one of 83,758 patents currently in the database at datamp.org

]]>