CA1086139A - Clamp coupling for suspension gear of a circular suspension railway - Google Patents
Clamp coupling for suspension gear of a circular suspension railwayInfo
- Publication number
- CA1086139A CA1086139A CA303,959A CA303959A CA1086139A CA 1086139 A CA1086139 A CA 1086139A CA 303959 A CA303959 A CA 303959A CA 1086139 A CA1086139 A CA 1086139A
- Authority
- CA
- Canada
- Prior art keywords
- support bar
- rack
- clamp
- lever mechanism
- levers
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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- Clamps And Clips (AREA)
Abstract
A B S T R A C T
The coupling of the suspension gear of a cable car to the haulage and support cable is effected and sustained as a result of the net weight of the suspension gear. The coupling includes a fixed clamp jaw affixed to a rack, a movable clamp jaw mounted on the rack, and a toggle lever mechanism supported on the rack. The mechanism is connected to a suspension gear support bar and a control car. Levers of the toggle lever mechanism are mounted by means of universal joints on the part of the rack that is distant from the clamp jaws and on the movable clamp jaw. The levers are pivoted to one another about an axis which extends at right angles to the axis of the support bar and also at right angles to imaginary connecting lines between the centers of the universal joints. An obstruction device automatically prevents the toggle lever mechanism from giving way, but means are provided to render it inactive before actuation of the coupling towards its open position.
The coupling of the suspension gear of a cable car to the haulage and support cable is effected and sustained as a result of the net weight of the suspension gear. The coupling includes a fixed clamp jaw affixed to a rack, a movable clamp jaw mounted on the rack, and a toggle lever mechanism supported on the rack. The mechanism is connected to a suspension gear support bar and a control car. Levers of the toggle lever mechanism are mounted by means of universal joints on the part of the rack that is distant from the clamp jaws and on the movable clamp jaw. The levers are pivoted to one another about an axis which extends at right angles to the axis of the support bar and also at right angles to imaginary connecting lines between the centers of the universal joints. An obstruction device automatically prevents the toggle lever mechanism from giving way, but means are provided to render it inactive before actuation of the coupling towards its open position.
Description
6~3g This invention relates to a clamp coupling on a suspension gear of a circular suspension railway. -In known clamp devices, power applied to the clamp jaws is generated either by spring accumulators or by the weight of the transport container. In addition, the landing wheels or skids required for going into stations, particularly in single cable circular railways, are securely fasten-ed to the clamps or to the part carrying the clamps, so that the longitudinal ~' axis of the clamp always runs parallel or at a small angle to the longitudinal axis of ~he traveling gear.
Known disadvantages of the spring clamps are that: 1) the weight of the springs producing the clamp strength must constantly be supported at the expense of the payload; 2) in most known designs there is a marked decrease in resilience as a result of slackening when the cable diameter becomes narrower due to wear and tear; 3) considerable force has to be exert-ed on the couplings and clamps in order to press the springs ln far enough for the clamp to release the cable, and ~he kinetic energy in the vehlcle is often not sufficient to effect that resul~; and the springs lose some of dl~ ~ their tension as time goes~on. 1 .~ As has been proved, known net welght clamp devices, despite their ~
advantages, have not been entirely successful. Elimination of breakdowns in ~-.
the comparatively complicated construction of the equlpment, involving a high degree of precision, calls for well qualified personnel who may not be avail-able on short notice in the often remote regions where cable railways are to be found. It has also been found that as clamp mechanlcs become complicated, the mechanism has to be worked on very caregully, and the mechanism reacts ~ . ~
c very sensitively and negatively to deterioration of the cable i only the net ~;~ weight of the transport contamer;is utillzed to effect the clamplng action.
For the automatic clssing and opening of the clamp device, there ~;
: ~
is a rail set-up in the stations to which or from which the control car ,:! 30carried by the clamp device runs. The carrying rail forms a predetermined ~ _ I _ ~ -"' , - ' ~86~39 angle with the cable at the stations so that the control car tips over opposite the cable at the stations. Thus, the cable above the clamp device, which is usually rigidly connected to the wheels of the running gear, exerts force on the traveling gear, which can cause instability, i.e., one of the wheels lifting off the rails. Furthermore, under pressure, the cablc may be torn from ~he clamp with varying force or driven into it.
With certain clamp couplings, the supporting bar is hinged at its upper end to an elbow lever mechanism which, when the cable section to which v~nOus inclJ'n~
the coupling is clamped makes i~ +.~ to ~he horizontal, follows these A~_ inclines. ~le greater the incline, the smaller the weight component which acts upon the elbow lever mechanism, and the more reduced the effect of the clamp becomes.
The present invention provides in a suspension gear of a con-tinuous wire rope-way which includes a haulage-and-support cable, wherein ` coupling of the suspension gear to said haulage-and-support cable is effected and sustained by the net weight of the suspension gear, a clamp coupling ., ~ comprising a rack, a fixed clamp jaw firmly affixed to said rack, a movable ~
~1 clamp jaw mounted on said rack, a suspension gear support bar, a control carriage, and a toggle lever mechanism by means of whlch said movable clamp 1 20is connected to said suspension gear support bar and to said control~carriage, said toggle lever mechanism being supported on said rack and including a first and a second lever, two universal joints being provided, by means of one of which one of said first and second levers is operatively connected ~o a por-tion of said rack spaced from said clamp jaws and by means of the other of which the other one of said first and second levers is operatively connected ~ ;~
to said movable clamp jaw, said first and second levers being piyoted to one another in a rotatable manner about an axis which extends at right angles to the longitudinal axis of said support bar and also at right angles to a straight line extending between the centers of said two universal joints, that 30one of said first and second levers of said toggle lever mechanism which is . ~
3~
mounted on sald po~tion of said rack that is at a distance from said clamp ~aws belng rigidly attached to said support bar; further comprising an obstruction device operative to prevent upward buckling movement of said toggle lever mechanism under side load application to said support bar, and actuating means for setting up said obstruction device after actuation of said clamp coupling towards its closed position and for rendering said obstruction device inactive before actuation of said clamp coupling towards its open position.
Two examples of the subject of this invention will now be des-cribed with reference to the attached drawings, wherein Figure 1 is an elevational view, partly in section of a first clamp coupling design in which the parts are shown in their relative positlon to one another, in a circular suspension railway station shortly before detachment of the clamp coupling from the support and haulage cable;
,,~
Figure 2 is a section along line II-II of Figure l; and Figure 3 is an elevational view similar to Figure 1, of a clamp coupling differing from that of Figures 1 and 2 only as to the details of the -; means used for actuation of the obstruction device.
In the clamp coupling design shown in Figures 1 and 2 there is provided a frame-shaped rack 21 on which an integral clamp jaw 22 is firmly ` affixed and on which movable clamp jaw 24 i8 pivotally mounted on a pin 23.
Inside the frame opening of the rack 21 is a toggle lever mechanism 25, one ; lever 26 of which has a spherical head 27 received in a ball socket on the movable clamp jaw 24. The other lever 28 has a spherlcal head 29 received in a ball socket built onto a screw-adjustable part 30 located in rack 21. The ~ ~ ~
lever 28 has a part 28a protruding in a downward diagonal direction and rigidly welded to a suspension gear support bar 31. In the region where levers 26, 28 are hinged to one another, the lever 26 is forked, to provide - fork branches or bearing eyes 26a on both sides of a central single bearing eye 28b of the lever 28. A hinge bolt 32 is provided for adjacent mounting of the levers. The lever part 28a projects in a down~ard diagonal and ,~ ' :
~1 - 3 -1~)8~;13~
carries a fixed support pin 33 on which a ~oller 34 is rotatably mounted. In the circular suspension railway stations, this roller runs up onto a rail 35 ~illustrated in ~ig~lre 1 by broken lines) and causes a liftin~ of lever part 28a along with suspension gear bar 31, andthus buckling of elbow lever mechanism 25 and accordingly loosening of the movable clamp jaw 24 from the support and haulage cables. The position of levers 26 and Z8 il~lediately prior to opening is illustrated in Figure 1. The clamp coupling has a device which provides an automatic obstr~ction to prevent involuntary buckling of - the toggle lever mechanism and a device for removing this obstruction prior to actuation of the clamp coupling in the open mode. This is described in detail as follows: !
The main component of the obstruction device is a cylindrical locking bolt 36 having an axis which is parallel to the hinge axis of the ;~ . .toggle lever mechanism 25. In other words, its axis runs parallel to the geometric axis of hinge bolt 32. The locking bolt 36 works in collaboration with arcuate abutment surfaces 37 concentric to the hinge axis located on the underside of both bearing eyes 26a of the lever 26 which actuates the movable clamp jaw 24. The locking bolt 36 also co-operates with a locking surface 38 of the lever part 28a which is attached to the suspension gear bar. ~lis locking surface 38 is~inclined slightly opposite the operative part of surface 37 at a sufficiently small angle that it ensures obstructive clamping of the locking bolt 36.
When a cross wind hits suspension gears located outside stations when the line is clear, in such a direction ~seen in Figure 1 ~rom right to left) that a torque is applied to lever 28 of the toggle lever mechanism 25 about the axis of the bolt 22 in a direction opposite to the weight momentum and acts in a direction to move the mechanism upwards and thus loosen the clamp jaw 24 from the support and haulage cable S, the locking bolt 36 blocks such upward cracking. Since the locking surface 38 is only slightly inclined, as shown in Figure 1, the locking bolt 36 cannot escape from its operating - 4 ~
1~)8~139 position.
Special means are provided to move the locking bolt 36 to and from this operating position in the sta~ions, where loosening of the clamp jaw 24 from support and haulage cable S is necessary. Means are therefor0 provided for setting up the automatic obstruction when the clamp coupling is activated in the closed mode, and for removing the obstruction when it is desired to place clamp coupling in the open mode. These means will now be described in detail. The main component is an activation bracket 39 with flat side plates 39a, 39b which lie against the sides of the lever section 28a and are rigidly interconnected by a U-shaped iron member 40 welded thereto. These side plates thus form a unit, and each includes a pair of parallel, vertically - spaced, elongate guide slots 41 and 42. Upper guide slots 41 receive the end sections of the hinge bolt 32, these end sections having~screw-threaded ;
` extensions, having nuts secured thereon to retain the hinge bolt. A bolt 44 ~`l similar to the hinge bolt 32 extends~through the lever part 28a in the vicinity of the support pin 33 and has ends received in the lower guide slots 42, screw threaded extensions on the ends of this bolt 44 receiving nut 45 thereon. The bracket 39 is thus movable back and forth along the iongitudinal -`i middle plane of the guide slot 41 and 42 in a slid m g mode on the lever 28 or lever part 28a.
Each of the two side plates 39a and 39b has an elongate cam slot 46 in which a corresponding end pin 36a of locking bolt 36 is received. The common longitudinal median plane of the two cam slots 46 is inclined towards the aforementioned common longitudinal middle plane of guide slots 41, 42 at an angle a ~Figure l) so that downward, displacement of bracket 39 urges the ~ -~
locking bolt into-its operating positlon, and upwards displacement of the :~
bracket 39 moves locking~bolt 36 out of its operating position. Downwards -displacement of the bracket 39 occurs primarily under heavy load operation, but in the example illustrated is aided by a compression spring 47 positioned between the flange of the memb ~ 40 and a ug 48 welded onto lever part 28a.
,'~' . . - : ~:
~L~8~i:L39 rhe lug 48 has a tllreaded hole in which a stop screw 50 is insertedJ the stop screw being adjustably secured by a nut 49 which acts in conjunction with the flange of the member 40 to prevent excessive upward displacement o~ the bracket 39 relative to the lever 28. I~is could occur if a trolley wheel 51 mounted on the lowest part of the bracket 39, on entering one of the circular suspension railway stations runs onto an adjoining control rail 52. The purpose of this control rail is obviously to bring about the aforementioned upward displacement of the bracket 39 relative to the lever part 28 to move the locking bolt 36 ou~ of its operating position. The roller 34 can then run up onto the rail 35 and move lever part 28a upwards in order to move the toggle lever mechanism upwards and thus loosen the movable clamp jaw 24 from the support and haulage cable S.
Many changes could be made on the examples described. In the first place, the spherical joints 27 and 29 could be replaced by cardan joints.
It would also be conceivable to design the bracket 39 as an angle lever with side parts whichJ like side parts 39a and 39b, would be placed on either side of lever part 28a and be mounted on lever part 28 by means of a support bolt which would replace bolt 44. Both side parts would then each have a forked opening into which the end pins of locking bolt 36 would pass and spring ~7 - 20 ~oul-d--then-load the bell crank in the movement direction of the locking bolt. ~;
- The dlagonally projecting arm of the bell crank would then carry the wheel 51, which would act in conjunction with a control rail provided at the stations ~` to move the locking bolt 36 out of its operating position. Such an arrange-ment would, however, be less advantageous than that described in detail above.
The modification illustrated in Figure 3 differs from the above-described embodiment in the shape of the toggle lever arm 25, here denoted ;- 125, and by replacement of the slidable bracket 39 by an activation member ~` 139 which is pivotally mounted on toggle lever arm 125 by means of a pivot pin 140.
Although pre~erred embodiments of this invention are illustrated -)86~3~
it should be understood that various modifications and rearrangaments of parts may be resorted to ~ithout departing from the scope of the invention disclosed and claimed herein. .' .~ .
-:
.
`~ _ 7 _ ~
Known disadvantages of the spring clamps are that: 1) the weight of the springs producing the clamp strength must constantly be supported at the expense of the payload; 2) in most known designs there is a marked decrease in resilience as a result of slackening when the cable diameter becomes narrower due to wear and tear; 3) considerable force has to be exert-ed on the couplings and clamps in order to press the springs ln far enough for the clamp to release the cable, and ~he kinetic energy in the vehlcle is often not sufficient to effect that resul~; and the springs lose some of dl~ ~ their tension as time goes~on. 1 .~ As has been proved, known net welght clamp devices, despite their ~
advantages, have not been entirely successful. Elimination of breakdowns in ~-.
the comparatively complicated construction of the equlpment, involving a high degree of precision, calls for well qualified personnel who may not be avail-able on short notice in the often remote regions where cable railways are to be found. It has also been found that as clamp mechanlcs become complicated, the mechanism has to be worked on very caregully, and the mechanism reacts ~ . ~
c very sensitively and negatively to deterioration of the cable i only the net ~;~ weight of the transport contamer;is utillzed to effect the clamplng action.
For the automatic clssing and opening of the clamp device, there ~;
: ~
is a rail set-up in the stations to which or from which the control car ,:! 30carried by the clamp device runs. The carrying rail forms a predetermined ~ _ I _ ~ -"' , - ' ~86~39 angle with the cable at the stations so that the control car tips over opposite the cable at the stations. Thus, the cable above the clamp device, which is usually rigidly connected to the wheels of the running gear, exerts force on the traveling gear, which can cause instability, i.e., one of the wheels lifting off the rails. Furthermore, under pressure, the cablc may be torn from ~he clamp with varying force or driven into it.
With certain clamp couplings, the supporting bar is hinged at its upper end to an elbow lever mechanism which, when the cable section to which v~nOus inclJ'n~
the coupling is clamped makes i~ +.~ to ~he horizontal, follows these A~_ inclines. ~le greater the incline, the smaller the weight component which acts upon the elbow lever mechanism, and the more reduced the effect of the clamp becomes.
The present invention provides in a suspension gear of a con-tinuous wire rope-way which includes a haulage-and-support cable, wherein ` coupling of the suspension gear to said haulage-and-support cable is effected and sustained by the net weight of the suspension gear, a clamp coupling ., ~ comprising a rack, a fixed clamp jaw firmly affixed to said rack, a movable ~
~1 clamp jaw mounted on said rack, a suspension gear support bar, a control carriage, and a toggle lever mechanism by means of whlch said movable clamp 1 20is connected to said suspension gear support bar and to said control~carriage, said toggle lever mechanism being supported on said rack and including a first and a second lever, two universal joints being provided, by means of one of which one of said first and second levers is operatively connected ~o a por-tion of said rack spaced from said clamp jaws and by means of the other of which the other one of said first and second levers is operatively connected ~ ;~
to said movable clamp jaw, said first and second levers being piyoted to one another in a rotatable manner about an axis which extends at right angles to the longitudinal axis of said support bar and also at right angles to a straight line extending between the centers of said two universal joints, that 30one of said first and second levers of said toggle lever mechanism which is . ~
3~
mounted on sald po~tion of said rack that is at a distance from said clamp ~aws belng rigidly attached to said support bar; further comprising an obstruction device operative to prevent upward buckling movement of said toggle lever mechanism under side load application to said support bar, and actuating means for setting up said obstruction device after actuation of said clamp coupling towards its closed position and for rendering said obstruction device inactive before actuation of said clamp coupling towards its open position.
Two examples of the subject of this invention will now be des-cribed with reference to the attached drawings, wherein Figure 1 is an elevational view, partly in section of a first clamp coupling design in which the parts are shown in their relative positlon to one another, in a circular suspension railway station shortly before detachment of the clamp coupling from the support and haulage cable;
,,~
Figure 2 is a section along line II-II of Figure l; and Figure 3 is an elevational view similar to Figure 1, of a clamp coupling differing from that of Figures 1 and 2 only as to the details of the -; means used for actuation of the obstruction device.
In the clamp coupling design shown in Figures 1 and 2 there is provided a frame-shaped rack 21 on which an integral clamp jaw 22 is firmly ` affixed and on which movable clamp jaw 24 i8 pivotally mounted on a pin 23.
Inside the frame opening of the rack 21 is a toggle lever mechanism 25, one ; lever 26 of which has a spherical head 27 received in a ball socket on the movable clamp jaw 24. The other lever 28 has a spherlcal head 29 received in a ball socket built onto a screw-adjustable part 30 located in rack 21. The ~ ~ ~
lever 28 has a part 28a protruding in a downward diagonal direction and rigidly welded to a suspension gear support bar 31. In the region where levers 26, 28 are hinged to one another, the lever 26 is forked, to provide - fork branches or bearing eyes 26a on both sides of a central single bearing eye 28b of the lever 28. A hinge bolt 32 is provided for adjacent mounting of the levers. The lever part 28a projects in a down~ard diagonal and ,~ ' :
~1 - 3 -1~)8~;13~
carries a fixed support pin 33 on which a ~oller 34 is rotatably mounted. In the circular suspension railway stations, this roller runs up onto a rail 35 ~illustrated in ~ig~lre 1 by broken lines) and causes a liftin~ of lever part 28a along with suspension gear bar 31, andthus buckling of elbow lever mechanism 25 and accordingly loosening of the movable clamp jaw 24 from the support and haulage cables. The position of levers 26 and Z8 il~lediately prior to opening is illustrated in Figure 1. The clamp coupling has a device which provides an automatic obstr~ction to prevent involuntary buckling of - the toggle lever mechanism and a device for removing this obstruction prior to actuation of the clamp coupling in the open mode. This is described in detail as follows: !
The main component of the obstruction device is a cylindrical locking bolt 36 having an axis which is parallel to the hinge axis of the ;~ . .toggle lever mechanism 25. In other words, its axis runs parallel to the geometric axis of hinge bolt 32. The locking bolt 36 works in collaboration with arcuate abutment surfaces 37 concentric to the hinge axis located on the underside of both bearing eyes 26a of the lever 26 which actuates the movable clamp jaw 24. The locking bolt 36 also co-operates with a locking surface 38 of the lever part 28a which is attached to the suspension gear bar. ~lis locking surface 38 is~inclined slightly opposite the operative part of surface 37 at a sufficiently small angle that it ensures obstructive clamping of the locking bolt 36.
When a cross wind hits suspension gears located outside stations when the line is clear, in such a direction ~seen in Figure 1 ~rom right to left) that a torque is applied to lever 28 of the toggle lever mechanism 25 about the axis of the bolt 22 in a direction opposite to the weight momentum and acts in a direction to move the mechanism upwards and thus loosen the clamp jaw 24 from the support and haulage cable S, the locking bolt 36 blocks such upward cracking. Since the locking surface 38 is only slightly inclined, as shown in Figure 1, the locking bolt 36 cannot escape from its operating - 4 ~
1~)8~139 position.
Special means are provided to move the locking bolt 36 to and from this operating position in the sta~ions, where loosening of the clamp jaw 24 from support and haulage cable S is necessary. Means are therefor0 provided for setting up the automatic obstruction when the clamp coupling is activated in the closed mode, and for removing the obstruction when it is desired to place clamp coupling in the open mode. These means will now be described in detail. The main component is an activation bracket 39 with flat side plates 39a, 39b which lie against the sides of the lever section 28a and are rigidly interconnected by a U-shaped iron member 40 welded thereto. These side plates thus form a unit, and each includes a pair of parallel, vertically - spaced, elongate guide slots 41 and 42. Upper guide slots 41 receive the end sections of the hinge bolt 32, these end sections having~screw-threaded ;
` extensions, having nuts secured thereon to retain the hinge bolt. A bolt 44 ~`l similar to the hinge bolt 32 extends~through the lever part 28a in the vicinity of the support pin 33 and has ends received in the lower guide slots 42, screw threaded extensions on the ends of this bolt 44 receiving nut 45 thereon. The bracket 39 is thus movable back and forth along the iongitudinal -`i middle plane of the guide slot 41 and 42 in a slid m g mode on the lever 28 or lever part 28a.
Each of the two side plates 39a and 39b has an elongate cam slot 46 in which a corresponding end pin 36a of locking bolt 36 is received. The common longitudinal median plane of the two cam slots 46 is inclined towards the aforementioned common longitudinal middle plane of guide slots 41, 42 at an angle a ~Figure l) so that downward, displacement of bracket 39 urges the ~ -~
locking bolt into-its operating positlon, and upwards displacement of the :~
bracket 39 moves locking~bolt 36 out of its operating position. Downwards -displacement of the bracket 39 occurs primarily under heavy load operation, but in the example illustrated is aided by a compression spring 47 positioned between the flange of the memb ~ 40 and a ug 48 welded onto lever part 28a.
,'~' . . - : ~:
~L~8~i:L39 rhe lug 48 has a tllreaded hole in which a stop screw 50 is insertedJ the stop screw being adjustably secured by a nut 49 which acts in conjunction with the flange of the member 40 to prevent excessive upward displacement o~ the bracket 39 relative to the lever 28. I~is could occur if a trolley wheel 51 mounted on the lowest part of the bracket 39, on entering one of the circular suspension railway stations runs onto an adjoining control rail 52. The purpose of this control rail is obviously to bring about the aforementioned upward displacement of the bracket 39 relative to the lever part 28 to move the locking bolt 36 ou~ of its operating position. The roller 34 can then run up onto the rail 35 and move lever part 28a upwards in order to move the toggle lever mechanism upwards and thus loosen the movable clamp jaw 24 from the support and haulage cable S.
Many changes could be made on the examples described. In the first place, the spherical joints 27 and 29 could be replaced by cardan joints.
It would also be conceivable to design the bracket 39 as an angle lever with side parts whichJ like side parts 39a and 39b, would be placed on either side of lever part 28a and be mounted on lever part 28 by means of a support bolt which would replace bolt 44. Both side parts would then each have a forked opening into which the end pins of locking bolt 36 would pass and spring ~7 - 20 ~oul-d--then-load the bell crank in the movement direction of the locking bolt. ~;
- The dlagonally projecting arm of the bell crank would then carry the wheel 51, which would act in conjunction with a control rail provided at the stations ~` to move the locking bolt 36 out of its operating position. Such an arrange-ment would, however, be less advantageous than that described in detail above.
The modification illustrated in Figure 3 differs from the above-described embodiment in the shape of the toggle lever arm 25, here denoted ;- 125, and by replacement of the slidable bracket 39 by an activation member ~` 139 which is pivotally mounted on toggle lever arm 125 by means of a pivot pin 140.
Although pre~erred embodiments of this invention are illustrated -)86~3~
it should be understood that various modifications and rearrangaments of parts may be resorted to ~ithout departing from the scope of the invention disclosed and claimed herein. .' .~ .
-:
.
`~ _ 7 _ ~
Claims (5)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. In a suspension gear of a continuous wire rope-way which includes a haulage-and-support cable, wherein coupling of the suspension gear to said haulage-and-support cable is effected and sustained by the net weight of the suspension gear, a clamp coupling comprising a rack, a fixed clamp jaw firmly affixed to said rack, a movable clamp jaw mounted on said rack, a suspension gear support bar, a control carriage, and a toggle lever mechanism by means of which said movable clamp is connected to said suspension gear support bar and to said control carriage, said toggle lever mechanism being supported on said rack and including a first and a second lever, two universal joints being provided, by means of one of which one of said first and second levers is operatively connected to a portion of said rack spaced from said clamp jaws and by means of the other of which the other one of said first and second levers is operatively connected to said movable clamp jaw, said first and second levers being pivoted to one another in a rotatable manner about an axis which extends at right angles to the longitudinal axis of said support bar and also at right angles to a straight line extending between the centers of said two universal joints, that one of said first and second levers of said toggle lever mechanism which is mounted on said portion of said rack that is at a distance from said clamp jaws being rigidly attached to said support bar;
further comprising an obstruction device operative to prevent upward buckling movement of said toggle lever mechanism under side load application to said support bar, and actuating means for setting up said obstruction device after actuation of said clamp coupling towards its closed position and for rendering said obstruction device inactive before actuation of said clamp coupling towards its open position.
further comprising an obstruction device operative to prevent upward buckling movement of said toggle lever mechanism under side load application to said support bar, and actuating means for setting up said obstruction device after actuation of said clamp coupling towards its closed position and for rendering said obstruction device inactive before actuation of said clamp coupling towards its open position.
2. An arrangement as set forth in claim 1, wherein said obstruction device comprises a lock bolt having a longitudinal axis parallel to the pivot axis of said toggle lever mechanism, said lock bolt being adapted to engage an abutment surface concentric to said pivot axis on at least one bearing eye of that one of said two levers of said toggle lever mechanism which is opera-tively connected to said movable jaw clamp, said lock bolt bring adapted to engage a lock surface on an arm of said one lever rigidly attached to said support bar which adjoins said support bar, said lock surface being so slight-ly inclined to the oppositely facing portion of said rest surface that a self-locking obstructive clamping of said lock bolt is assured.
3. An arrangement as set forth in claim 2, wherein said lock bolt has a pin section at each end, and wherein said actuating means comprises an actuating member having side sections, located on opposite sides of said lever arm adjoining said support bar, a roller being carried by said actuating member and adapted to co-operate with a stationary guide rail of the rope-way, said side sections each having a longitudinal control opening receiving a respective one of the pin sections of said lock bolt, the longitudinal direction of said control openings extending substantially at right angles to said abutment surface on said at least one bearing eye.
4. The arrangement as set forth in claim 3, wherein said levers of said toggle lever mechanism are pivoted to each other by means of a joint bolt having protruding ends, and wherein each of side sections of said actuating member has two parallel longitudinal guide slots spaced one beneath the other, one said pair of guide slots receiving the ends of said joint bolt whilst the other said pair of guide slots is guided on pins on said lever arm that adjoins said support bar, to guide said actuating member in a direction inclined to the length of said control opening at a small angle such that said actuating member, when moved downwardly, urges said locking bolt against said concentric abutment surface and against said locking surface.
5. The arrangement as set forth in claim 4, further comprising a spring disposed between said lever arm which adjoins said support bar and said actuating member, said spring acting to move said actuating member downwardly each time said actuating member leaves a said stationary guide rail.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA303,959A CA1086139A (en) | 1978-05-24 | 1978-05-24 | Clamp coupling for suspension gear of a circular suspension railway |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA303,959A CA1086139A (en) | 1978-05-24 | 1978-05-24 | Clamp coupling for suspension gear of a circular suspension railway |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1086139A true CA1086139A (en) | 1980-09-23 |
Family
ID=4111536
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA303,959A Expired CA1086139A (en) | 1978-05-24 | 1978-05-24 | Clamp coupling for suspension gear of a circular suspension railway |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1086139A (en) |
-
1978
- 1978-05-24 CA CA303,959A patent/CA1086139A/en not_active Expired
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