US411762A

US411762A - dayies

Info

Publication number: US411762A
Authority: US
Publication date: 1889-09-24
Anticipated expiration: 1906-09-24

Description

(No Model.) 4Sheets-Sheet 1. J D DAVIES CABLE RAILWAY.

N0. 411,762. Patented Sept. 24', 1889.

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(No Model) 4 Sheets-Sheet 2.. J.D. DAVIES. CABLE RAILWAY.

No. 411,762. Pateflted Sept. 24, 1889.

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(No Model.) J. D. DAVIES CABLE RAILWAY.

N0. 411.762. Patented Sept. 24, 1889.

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(No Model.)

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No. 411.762. Patented Sept. 24, 1889.

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UNITED STATES PATENT FFICE.

JOSEPH D. DAVIES, OF CINCINNATI, OHIO, ASSIGNOR OF ONE-HALF TO HENRY MARTIN, OF SAME PLACE.

CABLE RAILWAY.

SPECIFICATION forming part of Letters Patent No. 411,762, dated September 24, 1889.

Application filed November 24:, 1888. Serial No. 291,807. (No model.)

To aZZ whom it may concern.-

Be it known that I, JOSEPH D. DAVIES, a citizen of the United States, and a resident of Cincinnati, in the county of Hamilton and State. of Ohio, have invented certain new and useful Improvements in Cable Railways, of which the following is a specification.

The object of my invention is to use a silent cable-that is, the cable lies dormant in the cable-conduit, no power being applied The cable" is wound around drums or sheaves, preferably under the cable car, said drums or sheaves being revolved by suitable mechanism, which mechanism is attached to each car, the cable being picked up from the conduit as each car passes along. The cable is wound taut around these drums or sheaves under the car, and power being applied to one of said drums or sheaves revolves the same, and the cable being wound around said sheave is forced to travel in grooves in said sheaves, said cable also passing to another grooved drum or sheave under the said car and imparts motion to said sheave. Thus the cable is kept constantly traveling in the grooves in the sheaves, keeping said sheaves in constant motion, and one of said sheaves being attached to the axle of the car said axle, carrying the wheels, is revolved. Thus motion is imparted to the car. I preferably apply the power through the medium of an electric motor placed on each car, the electric current being furnished in any suitable manner, either from a storage-battery in each car, through the conduit, or by an overhead system. I may, however, obtain power by any other suitable means attached to the car.

By the use of my invention or system any undue strain on the cable is prevented, and the wear is regular and even over the cable, preventing stranding and lengthening the life of the cable. By the use of my invention should the motive power be impaired or break down, no accident will follow, as the car will stop.

In using this system a shallow conduit may be used, dispensing with the expensive construction now used. I dispense with the use of grips. Should the cable break at any point, it does not necessarily stop all the cars, as is the case in the construct-ions now in use.

In the accompanying drawings, forming part of this specification, Figure 1 is a side view of a cable car with my improved mechanism attached thereto, part of the car being broke away to show the motor. Fig. 2 is a bottom view of the car and trucks with my improved mechanism attached thereto. Fig. 3 is a sectional view of the conduit and cable used in my system. Fig. 4 is a sectional view of the conduit, with suitable electrical gripping mechanism shown to grip the cable and hold it down in the conduit where the construction passes through gullies or valleys and where there would be a tendency for the cable to lift out 'of the conduit. Fig. 5 is a view of this same gripping mechanism when operated by hand. Fig, 6 is a view of a curved rail used by me on a curve to keep the cable from pulling out. Fig. 7 is a top view of switch or turn-table mechanism, the turn-table being in a position to allow the car to pass onto it. Fig. 8 is a top view of the same mechanism, the turn-table being in a position to allow the car to pass off. Figs. 9 and 10 are side views of two modified forms of sheave mechanism which I may employ. Fig. 11 is a side view of one form of brake mechanism which I preferably use in connection with my system, and Fig. 12 is a top view of said mechanism.

To the bottom A of the car I attach suitable hangers A. In these hangers are journaled the grooved sheaves or drums A These grooves on said sheaves A are preferably made of a form so as to allow the cable to fit them snugly. To one of the sheaves A I rigidly attach a pulley A over which the belt A works, said belt also passing over the belt-wheel A on the motor B. By this beltconnectio'n mot-ion is imparted to the sheaves A I may, however, transmit power to said sheaves in any other suitable manner.

The cable B is wound in the grooves of the sheaves A as shown in Fig. 2thatis, over the grooves in each sheave A that lie in the same line, then under the sheave over which it has last passed, cutting across to the adjacent groove, over which the cable has already passed, then again over the grooves in the same line on each sheave, and so on, passing over as many grooves as is desired.

To increase or diminish, the tension of the cable on the sheaves A I provide suitable adjusting mechanism, preferably doing the same as follows: One of the hangers A is slotted at 13 so as to allow the journal-box B, carrying the short shaft B on which is mounted one of the sheaves A to slide or inove therein. To thejournal-boxB or to the short shaft B I attach an arm B to the other end of which arm I attach one end of a spring B. The other end of said spring B is attached to the box 0. A set-screw 0 passes through and works in a female-threaded opening in said box 0. By turning said screw 0' in the proper direction, either away from or toward the piece 0 it operates the box C, spring B, arm B and the shaft B carrying the sheave A forward or backward, consequently either tightening or loosening the cable on the sheaves A thus making the tension greater or less. The cable is kept in proper line by the guide-pulleys O", which are hung from the axle, as shown in Fig. 1. Ipreferably use them at both ends of the car.

I preferably make the sheaves A wide, as shown, so as to prevent the cable leaving the said sheaves, and, when desired, I may place ridges on said sheaves A to prevent said' cable from slipping off.

' The motor 13 transmits motion through the belt A to one of the sheaves A (see Figs. 1 and 2,) and the cable being wound around both sheaves motion .is imparted to the other sheave A Thus said sheaves are kept in constant motion, and one of the sheaves A being mounted on the axle 0 carrying the wheels, motion is imparted to said wheels and the car moves forward or backward. The power may, however, be applied to any of the sheaves or in any other suitable manner. Stopping the motor stops the car.

In Fig. 9 I show the cable 13 passing over two sheaves A as shown in Fig. 1, and under two sheaves C5. The sheaves ()are attached to the axles, and the sheaves A are mounted, preferably, as shown in Figs. 1 and 2.

In Fig. 10 I show the cable B passing over one large sheave A and two small sheaves D. Any other form or combination of sheaves maybe employed. The grooves in the sheaves are .of such a form as to easily fit the cable. WVhen desired, the axle carrying one of the sheaves may be hunglowerin one of thehangers on one side.

In Figs. 11 and 12 Iil-lustratc suitable brake mechanism. To the bottom of the car I attach the screw-threaded sleeve D, through which passes the shank D of the hand-wheel D. This shank is screw-threaded on its lower end. To the lower end of said shank D is pivotally connected a lever D. Near its opposite end this lever D is pivotally connected to a hanger D fastened to the bottom of the car. D represents a curved iron band con nected at one end to the extreme end of .lever D and also connected at its other end to said lever D some distance from the end of said lever. To the band D are attached a series of wooden blocks E. NVhen itis desired to apply the brake, the wheel D is so turned as to screw the shank D upward. This pulls the lever D upward, and consequently tightens} the blocks E and band D around the sheaves A By turning the wheel D in the opposite direction said brake isreleased. The cable-conduit is made in sections, preferably of the contour shown in Fig. 3that is, of a U shapehaving side flanges a. These sections of the conduit are preferably made of wrought-steel, and are anchored in any convenient manner. In the present instance I form the lower conduit in sections to. These sections are united together in any suitable manner. I use a lower conduit for several reasons. I use it for drainage purposes. The top conduit being very-shallow, itis necessary to keep it drained. For this purpose I perforate the top conduit at a (see Fig. 3,) so that all water, snow, &c., will pass through into the lower conduit, from which it passes into a sewer. I also find this lower conduit use ful when I use the gripping mechanism shown in Figs. 4 and 5. This lower conduit may, however, bedispensed with. The top conduit is provided with the upwardly-extending lugs a These lugs a act as guards and prevent vehicles, &c., in passing over. the conduit from injuring the cable.

At a curve I usually placea curved rail, as shown in Fig. 6, on one side of the opening in the conduit to assist in guiding the cable around the curve.

WVhere the cable passes down into a gully or valley there would be a natural tendency of the cable to lift. It is therefore necessary to hold said cable down in the conduit until the car comes along. This I accomplish either automatically by electricity, as shown in Fig. 4, or by hand, as shown in Fig. 5. When this gripping mechanism is employed, I form the top conduit of two pieces a and a of the form shown in Figs. 4 and 5.

I construct and work the automatic device as follows: I provide a lever b, pivotally connected at its lowerend to the lower conduit at b. At its upper end this lever 12 is provided with a jaw b The electricity is transmitted through the wire If, and through the conducting-strips b and b through the wire I) to the coil d. One end of this coil is connected to the lever b by arm (1. So long as the current is not broken the jaw 11 on the lever 19 will be gripping the cable, as shown in Fig. 4, and keep the same in the conduit and not allow it to rise therefrom. To break the current, I provide a rail (1 which works loosely in a slot in the part a of the conduit.

The conducting-strip b is made of spring material, so that when the wheel X (see Fig.

4:) passes over said loose rail (1 said rail presses on said strip 6, pressing it downward, thus breaking the contact with the conducting-strip b and throwing the lever I) back, as shown in dotted lines in Fig. at, thus allowing the cable to travel over the sheaves A on the car; but as soon as the wheel has passed over the extent of the rail (2 said rail d returns to its normal position through the action of the spring connecting-strip 01 and the conducting-strip I), being made of spring material, springs back and forms a contact with strip 17 and the cable is again held in the conduit. I may also accomplish this by hand by providing a pull-rod h, which I attach at one end to lever 12 and at the other end at h to a short arm k (See Fig. 5.) By turning wheel 72. in the proper direction the gear-wheel 72 will mesh with the gearwheel 72?, which is connected'to the short arm 71 and pull thebar h, and consequently pulls the lever 11 inward and grips the cable. By turning the wheel in the opposite direction said pull-rod 71-, and consequently the lever 17, is pulled outward, or away from the cable.

Switch or turn-table mechanism is shown in Figs. 7 and S, in which figures M represents the turn-table, M the tram-rails, and M the cable. The sheaves N, N ,N and N are preferably placed as shown, and are so shaped that while they guide the cable M they also allow said cable to be easily picked up when the car comes along. These sheaves may, however, be differently situated.

When the car passes on the turn-table M, and after it reaches a certain point on said turn-table, the cable (being picked up and wound around the sheaves A under the car) pulls in the direction of the arrow to the right in said Fig. 7, consequently revolving the turn-table to the position shown in Fig. 8, allowing the car to pass off.

hat I claim as new and of my invention, and desire to secure by Letters Patent, is-

1. In cable railways, a silent cable wound around sheaves attached to the car,thc cable passing around in grooves in both of said sheaves, said sheaves beingwidened, as shown, to act as guides should the cable slip out of the grooves in the sheaves, one of .said sheaves being attached to the same axle on which one set of wheels are attached, in combination with suitable motive power attached to the car, substantially as set forth.

2. In cable railways,a cable wound around sheaves under the car, a pulley attached to one of said sheaves, which sheave and pulley are attached to one of the axles of the car, in combination with a motor attached to the car, substantially as set forth.

3. In cable railways, a cable wound around adjust-able sheaves attached to the car, one of said sheaves being mounted in the axle on which one set of wheels are attached, in combination with a motorin the car, substantially as set forth.

4. In cable railways, cable B, grooved drums A motor B, belt A pulley A and connecting parts, substantially as set forth.

5. In cable railways, a cable wound around sheaves attached to the car, suitable motive power connected to the car, in combinatlon with a turn-table operated automatically by the car, substantially as set forth.

6. In cable railways, a cable wound around sheaves attached to the car, and suitable motive power attached to the car, in combination with a brake consisting of band 1), blocks E, lever D sleeve D screw-threaded shank D and connecting parts, substantially as set forth.

7. In cable railways, a cable wound around sheaves attached to the car, and suitable motive power attached to the car, in combination with a U shaped conduit having flanges a, substantially as set forth.

8. In cable railways, a silent cable passing over sheaves under the car, and suitable motive power attached to the car, in combination with a double conduit, substantially as set forth.

9. In cable railways, a rail having a hooked portion 0. to guide the cable around a curve, in combination with a silent cable, substantially as set forth.

10. In cable railways, a cable wound around sheaves under the car, and suitable motive power attached to the car, in combination with a gripping-lever, as l), pull-rod h, and connecting operating mechanism, substantially as set forth.

11. In cable railways, a U-shaped conduit made in sections, provided with flanges, as a, extending over to connect to the side arms of the lower conduit, substantially as set forth.

12. In cable railways, a U-shaped conduit made in sections and perforated, having flanges, as a, which extend over to connect to the side arms of the lower conduit, substantially as specified.

13. In cable railways, a lower conduit, in combination with pieces, as a and a substantially as and for the purposes specified.

14. In cable railways, a conduit provided with lugs, as a substantially as set forth.

15. In cable railways, a device for gripping the cable, consisting of a lever, as b, pull-rod h,rod W, and connecting and operating mechanism, substantially as set forth.

16. In cable railways, a cable, cable car, a turn-table, and sheaves on said turn-table, and in combination therewith, as shown,said turn-table being operated by the car passing onto it, substantially as set forth.

17. In cable railways, the combination, with a cable and cable car, of a turn-table, in connection with suitable sheaves N, N, N and N substantially as set forth.

' JOSEPH D. DAVIES. Attest:

O. M. HILL,

En. STREHLI.