US406302A - pendleton - Google Patents

Description

(No Model.) 5 sheets-sheet 1., J. H. PENDLETON. 8v A. BRYSON, J1".

CABLE RAILWAY STRUCTURE.

Patented July 2, 1889..

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J H. PENDLETON 8v A. BRYSON, Jr.

CABLE RAILWAY STRUCTURE. No. 406.302. Patented July 2, 1889.

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(No Model.)v 5 Sheets-Sheet 4. J. H. PRNDLRTON 8u A. BRYSON. Jr.

CABLE RAILWAY STRUCTURE.

No. 406,302. Patented ,July 2, 1889.

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Patented July 2, 1889.

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J. H. PENDLETON & A. BRYSON, Jr.

@fof/QAM@ UNITED STATES PATENT OEEIcE.

JOHN H. PENDLETON, OF BROOKLYN, AND ANDREV BRYSON, JR., OF NEW YORK, AssIGNORs To THE RAPID YORK, N. Y.

TRANSIT CABLE COMPANY, OF NEW CABLE-RAILWAY STRUCTU RE.

SPECIFICATION forming part of Letters Patent No. 406,302, dated J' uly 2, 1889.

Application filed April 11, 1889.

To all whom, it may concern:

Be it known that we, JOHN H. PENDLETON, of Brooklyn, in the county of Kings and State of New York, and ANDREW BRYSON, Jr., of

the city and State of NewYork, have invented an Improvement in Cable-Railway Structures, of which the following is a specification.

This invention is made with special reference to the use of two traveling cables with each track, one cable going faster than the other, or else one cable remaining inv position ready for use in case of injury to the other cable, or both cables may be moving at the same speed and at the same time, so that a portion of the cars may be connected with one and another portion with the other cable, to divide the work between them wh en the travel is heavy.

This invention is a modification of thatset 2o forth in our application Serial No. 280,653, filed July 21, 1888, and we remark that the apparatus made use of for gripping one cable or the other can be similar to that shown in our application Serial No. 303,892, filed March 19, 1889, whereby the gripping apparatus can be changed from one position to the other for seizing and being acted upon by either of the cables.

In the drawings, Figure 1 is a plan of a portion of the straight track Where the same is united with a curved track, and Fig. 2 is a similar view of aportion of acurved track. Fig. 3 is an elevation of the cable-supportingwheels and a cross-section of the track and a portion of the elevated structure supporting such track, and Fig. et is a similar view representing the car-wheels and a portion of the carplatform and of the cable-supportingwheels connected with the gripping apparatus. Fig. 5 is a plan view, and Fig. 6 is a cross-section representing the cable-guide wheels in pairs.

The two cables are represented at G G', and the car-wheels are shown at a', Fig. 4, and a portion of the transverse moving platform is shownat B as below the main platform A, and upon this transverse Inoving platform 'B' are the cable-wheels D D supported by the swinging bearers E E', as in our aforesaid application Serial No. 303,892, and it is to be understood that this transverse moving platform Serial No. 306,837. (No model.)

B can be shifted to bring the cable-gripping mechanism and the wheels D D into line for receiving either cable G or G.

In the straight portion of the road the crossties a a rest upon and are supported by the girders b b or their beams h h', and the trackrails c c and the rail d are provided, as seen in Figs. 3 and 4, upon the cross-ties, and the usual guard-rails e are outside of the track-l rails c c', and upon curves we make use of the 6o inner guard-rail e within the convex orouter rail c of the track.

Upon reference to Figs. 1 and 2 it will be seen that the introduction of the inclined guide-pulleys at intervals along the track 65 renders it necessary to omit one cross-tie at each pulley, and instead of using a tie that goes entirely across the short ties a are employed. These short ties rest upon the girders or beams, and they are bolted'upwardly to the 7o inner guard-rail e; hence the track-rails c are properly supported by these short ties a and the inner guard-rails e', that strengthen and support such short ties e.

Upon the straight track, Fig. 1, where the cable-wheels n2 are introduced, the short ties a are silnilarly supported by the inner guardrails e', the outer guard-rails e in all instances being bolted to such short ties a and aiding in their support. y

Vhere the inclined guide-pulleys li are made use of, it is preferable to provide the beams h 7L upon the girders h b and between the same and the cross-ties, in Order that there maybe openings through such beams 7L at the places 85 occupied bythe guide-pulleys z', as indicated in Figs. 3 and 4. These'inclined guide-pulleys t' are uponinclined shafts t4, that are supported by bearings t5 and i, the latter being upon a cross-beam 2 between the girders b b', 9o. and these parts are similar to those set forth in our application Serial No. 280,653, and we also provide the strengthening-bar c3 between the guard-rail e and the track c', and a similar bar c2 between the track-rail e and the metal 95 guard-rail d, and these strengthening-bars c2 c3 are long enough to extend across the space occupied by the inclined guide-pulley and to rest upon the contiguous cross-ties, and these bars c2 c3 and the respective rails c (Z and Ioo guard-rails c are bolted together by bolts c4, and render the track sufficiently strong to allow for the omission of one cross-tie where the guide-pulley /z is introduced,

The standing rails a7, supported by the brackets a3, are made use et', in connection with the horizontal wheels a upon the Vtrame of the car, for resisting the lateral strain upon the car by the cable as the car passes around the curve. These standing rails aT are upon the concave side of the curved track,because the lateral strain by the cable tends to draw the car transversely toward such standing' rails.

In constructing the track upon a curve the outer rails c require to be sufficiently elevated to counteract the centrifugal force of the1noving train. To accomplish this object, we introduce the wedge-shaped ties a2 upon the cross-ties a. c', as seen in Figs. 8 and 4t, and we sometimes make use of the guide-pulleys ln, adjacent to each inclined pulley i, such guidepulleys n being grooved and having upwardlyinclined or conical surfaces toward the inclined pulleys 1', so that the cable will be guided up into the groove of the inclined pulley '1' as the car and its gripping mechanism pass along over the curved portion of the track; and we remark that the position of t-he gripping mechanism and of the cable-wheels D D is indicated in Fig. el, and it will be apparent that the cable cannot escape from the groove ot' the inclined guide-pulleys L' as the car and grip pass along, because the top edge of the inclined guide-pulley t' is nearly as high as the top of the cable when held bythe grip, and the cable-wheels D D and theguidepulleys n prevent the cable droppin g toolow hence such cable is reliably guided into posi tion as the car moves around the curve. These guide pulleys n are sustained in suitable bearings 0 o, that project out from the ad jacent cross-ties a.

The foregoing description is applicable to both ranges of inclined pulleys 1l and guide-pullyes n, made use of with the two cables G and G; but upon reference to t-he drawings it will be apparent that the inclined p ulleys i, that are provided for the cable G, occupy a different position from those made use of with the cable G. The inclined pulleys 'L'- for the c able G are entirely between the girders I) b and beams 7L 7L', while the inclined pulleys made use ot' with the cable G pass into openings provided in the beams 7L', as before described, and upon the curved portion of the track the inclined pulleys for the cable G usually alternate with the inclined pulleys for the cable G', so that these inclined guide-pulleys `2' can be of the proper size for supporting the cables and lessening the friction due to the strain upon such cables as they pass around the curve. lVe have represented in Fig. 3 a portion of the columns and of the girder crossing the street in the elevated structure. These parts being of usual character do not require description.

In our aforesaid application, Serial No. 280,653, we have shown one range ot4 guidewheels applied at the curved portion of the railway-track; but we have experienced di'lfi culty in arranging for two cables around the curved portion of the track, zontal wheels are made use of on vertical axes the wheels have to be small to allow for their introduction between the tracks, and as the distance between the tops oi the track-rails and the wheel-axles of the car is limited the ditlieulty of providing for two cables is augmented, and especially in view of the fact that it two sets of horizontal guide-wheels were made use of the cable-grip would come in contact with one set of t-he guide-wheels when acting with the cable upon the other set of guide-wheels. le are enabled to overcome these difficulties by our present improvements, because the second set ol gnulewheels being at an inclination there is a V- shaped opening between one cable and the other, in which ghe grip mechanism can pass as the car travels around a curve, and it will be apparent that although it is preferable to place both sets of guide-wheels at an inclination, because such wheels can be madelarger than it is possible to employ when any of the guide wheels are horizontal, it the set of guide-wheels nearest to the outer or convex side of a railwayetrack are at an inclination, as shown, there is a space between the cable G, carried by such guide-wheels, and the guide wheels and cable G that are nearest the in' ner or concave side ot the track, in which there is room for the passage of the gripping mechanism when acting upon the cable G that is nearest the inner or concave side of the track, and for this reason it would bepos sible, but not preferable, to make use of small horizontal rollers upon vertical axes between the cable G and the concave side of the track when the guide-wheels tor the other cable G are at an inclination. It is generally preferable to place these guide-wheels alter nately, as shown in Fig. 2; but they might be placed in pairs, as seen in the plan, Fig. 5, and in the vertical section, Fig. (i, in which case the one guide-wheel that passes beneath the other guide-wheel of each pair is preierably the smallest, as represented.

In some cases the cable vibrates up and down to the rear of the grip as such grip and car is pulled around the curve by the cable, and this vibratory movement of the comparatively slack cable may under some circumstances prevent the cable drawing properly into the grooved periphery o'tl the guide-wheel '11, and in addition to this diiieulty, from the vibration of the cable two trains may be suf lIiciently near each other for the cable to be lifted by the tension between one grip and the other. To overcome this'diiculty sometimes arising as aforesaid, we make use of the stationary inclined shields S, in the form of arches extending across 'from one cross-tie a to the other and above the upper edge of because it hori-l IOO IIO

, nearly so, of the inclined surface of the the pulley without injury to the cable or thev shield.

lVe have represented inclined lifters S5 in Figs. 5 and 6, which inclined lifters are in the form of segment-s of cylinders with flanges at the ends resting upon the cross-ties a, and these lifters are placed in such a position in relation to the cablepulleys i' that the upper edges of the lifters coincide, or nearly so, with the under edge of the cable-pulley adjacent to the point of contact therewith of the cable, and these lifters are adapted to take the places of the conical rollers n.

We claim as our inventione l. The combination,with the elevated-railway structure and the inclined pulleys t', of cross-ties a, short ties a', adjacent to where the inclined pulleys t' are introduced, the outer guard-rails e, and inner guard-rails e, to which the cross-ties and short ties are bolted for holding the short ties in position, substantially as set forth.

2. The combination, in an elevated-railway structure having straight and curved tracks, of two lcables occupying different positions between the rails, and the inclined guidepulleys upon the curved portion of the track for the respective cables, and the short ties a', bolted to the guard-rails and adjacent to the guide-pulleys, substantially as set forth.

3. The combination, in an elevated-railway structure, with two cables occupying different positions between the track-rails, of supporting-pulleys for the two cables, -such supporting-pulleys being vin line, or nearly so, with the short ties a', such short ties being supported by and bolted to the guardrails, substantially as set forth.

4. The combination, with the railway st-ructure and two cables between the rails of such structure, of two sets of guide wheels or pulleys, one set for each cable, the guide- 406,so2 i 3 wheels at the curved portionsvof the track that receive the cable nearest the convex side of the track being at an inclination to pass down below the guide-wheels that support the cable at the concave side of the track, substantially as set forth.

5. The combination, with the railway structure and two cables between the rails, of two sets of guide wheels or pulleys in pairs, both guide-wheels being upon inclined axes and one guide-wheel of each pair of guide-wheels passing partially beneath the other guide-wheel of the pair, substantially as Set forth.

G. .The combination, with th'e railway structure and the cable, of an inclined guidewheel for the cable and an inclined shield in the form of an arch extending over the upper edge of the inclined guide wheel or pulley and secured at its ends to the railway structure, substantially as set forth.

7 rlhe combination, with the railway structure and the cable, of inclined guidewheels and stationary inclined lifters formed as segments of cylinders, and supports at the ends of said lifters connected with the railway structure, substantially as set forth.

S. The combination, in a railway structure, with the track-rails and guard-rails, of a standing rail at the concave side of the track, supports for sustaining such rail Vupon the cross-ties, and a horizontal wheel connected to the car and rolling against said rail to sustain the car against the lateral strain of the cable assuch car is traveling around the curve, substantially as specified.

- 9. The combination, with the railway structure having cross-ties a, track-rails c c',

and 0uard-rails e c of the standing rail nl O 9 D l at the concave side of the track, and the brackets a3, for supporting such rails a7, and bolts for connect-ing the brackets to the cross-ties and the guard-rail, substantially as set forth.

Signed by us this 8th day of April, 1889.

J. H. PENDLETON. ANDREXV BRYSON, JR.

lVitn esses:

GEO. T. PINCKNEY, .WILLIAM G. MoTT.

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