US431658A - Chain grip for cable roads - Google Patents

Description

2 sheets-sheen 1.

W. HECKBRT. CHAIN GRIP POR CABLE ROADS. Patented July 8, 1890.

(No Model.)

No. 431,658. E@

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2 Sheets-Sheet 2.

(No Model.)

W. HECKERT.

CHAIN GRIP FDR CABLE ROADS.

Patented July 8, 1890.

UNITED STATES PATENT OFFICE.

WILLIAM HECKERT, OF YONKERS, NEI/V YORK, ASSIGNOR TO BENJ. BUTTERW'ORTH, TRUSTEE, OF CINCINNATI, OHIO.

CHAIN GRIP FOR CABLE ROADS.

SPECIFICATION forming part Of Letters Patent No. 431,658, dated. July 8, 1890.

Application led February 13, 1888. Serial No. 263,870. (No model.) I

My invention consists of the herein de-y scribed and illustrated improvements in chain grips for traction-cable railroads.

1n the drawings, Figure l represents the car-body with the gripping apparatus and cable-conduit in longitudinal section, togetherwith a side view of the cable in the conduit. Fig. 2 represents'a plan View of the runninggear and chain grip, together with the cnstolnary form of brake and the apparatus for opv erating the grip and the brake. Fig. 3 represents a section of a portion of the friction apparatus for the grip, showing the rectangular frame in combination with the axle-box, the traine being in its lowest position of vertical adjustinent. Fig. 4represents the same, the frainebeing in its position of medium vertical adjustment. Fig. 5 represents aside view of the adjustable frame and its axlebox, together with the pinion and rack for eecting its adjustment.

Throughout the drawings like letters refer to like parts. V

In Fig. 1, M represents the car-body, supported in the usual manner by wheels IV AW and axles X X. (Best shown in FigfQ.) Y

C is the cable running in the conduit C( and having the trucks C. l

The chain grip consists of the sprocketchain V, having the three sprocket-teetl1 A, A', and A, which latter engage Ywith the trucks O on the cable. IVhen the friction apparatus, which consists of the rectangular frame J, having the semicircular end pieces K K in which are set the friction-rollers k k', dsc., together with the curved pivoted shields B B, surrounding the seniicircular end pieces, is relaxed, the sprocket-chain V runs freely upon the rectangular frame, and the car is independent of the cable. At-

tached to the pivoted shields B B are the rods cl d', which arel in turn attached to the chains Wound about the drums G G. These drums are turned by the Worn1-gearing H H', which is controlled by the hand-wheels h h. The other ends of the chains are attached to rods b b', which ext-end to the brake-beam Y, to which latter is connected the ordinary brake apparatus.

Vhen either hand-Wheel h or h is turned in one direction, the chain attached to the rod d or CZ is wound up upon the drum and the swinging shield B or B is swung out away from the rectangular frame J and the sprocket-chain Vis subjected to friction. The chain, which has hitherto been supposed to run freely over the rectangular frame and the pulleys 7c k', &c., is now locked to said frame and the car is compelled to move along with the cable. Vhen the hand-Wheel is turned in the opposite direction, the friction apparatus of the chain grip, Whose construction'and .operation has been above described, is released, and a continued turning of the hand-wheel brings the brake into operation in the vvwellknown Way. o

It is evidently desirable when shifting the car from one track to another that the chain grip and its supporting-frame may be lifted, so that the sprocket-teeth A A', dac., shall be freed from the slot in the cable-conduit C. To accomplish this I have designed the following apparatus.

The rectangular frame J is formed into a species of truss by the diagonal braces n n. Upon the axles X X are the boxes R R', in which the frame J slides vertically. Connecting the boxes R R are the rods T T, which support midway of their length the vertical guide O. In the boxes and the guide' O are journaled two pinioned shafts r r', having at their ends the pinions ,ez and e z.

These pinions gear into the racks U, one of which is clearly shown in Fig. 5. AThe frame J is supported at the points m m by the levers F F', which are in turn pivoted to the car-body at the points Z L', and are provided with the treadles f f and the stiff counterbalancing-springs S S.

In the operation of my device the driver may stand at either end of the car and by sov IOO

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means of the hand-wheel control both the grip and the brake. By placing his foot onthe treadle above described he lifts one end of the frame J, and this motion is transmitted by means of the racks and pinions described to the other end of the frame J, so that the latter moves always parallel to itself, although the lifting-power is originally applied only at one end of the frame. The springs S S are so designed as to merely balance the weight of the frame J and its encircling chain, so that the only force which the operator needs to use is that sufficient to overcome the friction of the apparatus. It is thus evident that the operation of my chain grip together with its Withdrawal from the conduit-slotand the operations of the brake are completely under the control of the car-conductor at whichever end of the car he may be placed.

I am aware that in systems of this nature the friction apparatus and the brake have both been under control of the same chain and drum in previously-designed apparatus; but so far as I am aware in all mechanism of this description the chain has been Wound directly upon the shaft to which the handwheel is attached. This has necessitated a complicated arrangement of pawls, which in terferes with the convenient and rapid operation of the grip and brake. By using the worin-gearing, as above described, 'I have obtained a self-locking apparatus which dispenses with the pawls and greatly simplifies the mechanism and heightens its efficiency. The swinging pivoted shields B B are provided with ports which correspond with the friction-rollers lr, 7o', dac.

The'advantage of this apparatus is that when the friction is applied to the chain by the outward swinging of the shields there is sliding friction between the links of the chain and the shield; but when the friction apparatus is relaxed the friction rollers peep through the ports in the shield and the links of the chain roll easily upon them.

The part of the chain-links marked V, Figs. l and 2, is properly a projecting web in line with the several sprocket-teeth and forming a continuous guide which runs in the slot of the conduit. Thus while the car stands still or is slowing down the part V, serves to guide these sprocket-teeth into the slot as they pass around the rectangular frame J.

Havingl therefore described my invention, What I claim as new, and desire to protect by Letters Patent, is-

l. In a chain-grip apparatus for tractioncable railroads, the combination of the rectangular frame, the surrounding sprocketchain, the hinged shields pivot-ed at the ends of the frame, and suitable apparatus for forcibly swinging the pivoted shields away from the frame, substantially as described.`

2. In a chain-grip apparatus for traction* cable railroads, the'combination of the rectangular frame provided with seinicircular end pieces and friction-rollers, the curved and pivoted shields surrounding said semicircular end pieces and having ports corresponding to the friction-rollers, the encircling sprocket-chain, and suitable apparatus for forcibly swinging the pivoted shields away from the frame, substantially as described.

3. In a chain grip for traction-cable railroads, the rectangular vertically movable frame adjustable relative to the car-body, in combination with the axle-boxes in which the frame slides, substantially as described.

4. In a chain grip for traction-cable railroads, the rectangular vertically movable frame, in combination with the axle-boxes, the pinion-shaft journaled in the axle-boxes, the pinions on the shaft, and the racks upon the frame, substantially as described.

5. In a chain grip for traction-cable railroads, the rectangular vertically movable frame, in combination with the axle-boxes, the pinion-shaft journaled in the boxes, the

pinions on the shaft, andthe racks upon the.

frame, together with suitable apparatus for lifting the frame, substantially as described.

6. In a chain grip for traction-cable railroads, the rectangular vertically-movable frame, in combination with the axle-boxes,`

the pinion-shaft journaled in the boxes, the pinions on the shaft, and the racks upon the frame, together with the pivoted levers, the treadles, and the counterbalancingsprings, substantially as described.

7. In a chain grip for traction-cable railroads, the combination of the sprocket-chain, the friction apparatus for the same, the drum, the brakebeam, the chain Wrapped about the drum and attached at one end to the friction apparatus and at the other to the brakebeam, together with the handwheel and Wornrgear for operating the drum, substantially as described.

8. In a chain grip for traction-cable roads, links provided With ribs or flanges in line with the several sprocket-teeth and serving to guide the said sprockets into the slot of thel cable-conduit, substantially as described.

9. In a traction-cable road, the mechanism connecting the car with the cable, consisting of the combination of a vertically-movable frame and a series of horizontally-movable arms sustained by said frame, substantially as described.

10. In a chain grip for traction-cable roads, the combination, with the car and the mov# ing cable, of a mechanism for connecting the same, consisting of a vertically movable frame, a series of movable arms sustained by said frame, and suitable lifting mechanism extending from said frame to the platform of the car, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

WILLIAM I'IEOKERT. NVitnesses: v

FRANK I-IECKERT, LAURA. A. HEOKERT.

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