US986807A - Safety appliance for cable-railways. - Google Patents

Description

E. P. DAWLEY.

SAFETY APPLIANOE FOB CABLE BAILWAYS.

APPLICATION FILED DBO. 1, 1009. 986,807, Patented Mar.14, 1911.

3 SHEETS-SHEET 1.

E. P. DAWLEY.

SAFETY APPLIANGE FOR CABLE RAILWAYS.

Y APPLICATION FILED DEO.1. 1909.

Patented Mar. 14, 1911.

3 SHEETS-SHEET 2- TDR? AW" ET /JEE' symornN. n, c.

E. P. DAWLEY. SAFETY APPLIANGE FOR CABLE BAILWAYS.

ArPLIoA'rIoN FILED Dilo. 1. 19o.

Patented Mar. 14, 1911;

Mgr/5.5555.'

UNTED STATES SAFETY APPLIANCE FOR CABLE-RAILW'AYS.

Specification of Letters Patent.

Patented Mar. 14, 1911.

Application led December 1, 1909. Serial No. 530,765.

To all Iwhom tt may concern:

Be it .known that I, EDWIN I. Dawmcv, a citizen of the United States, residing' at llrovidence, in the county of Provident' z a nd State of Rhode lvsland, have invented certain new and useful Improvements in Safety Appliances for Cable-Railways, of i which the following is a specification.

This invention relates to improvements in safety appliances for cable railways, and it consists in the novel construction, arrangement and combination of devices, all as hereinafter set forth and claimed.

The invention forming the subject of this application for Letters Patent is. however, more especially adapted for use in connection with inclined railways enlployinga eounterweight system wherein the cars are adapted to be indirectly connected temporarily to a weight-controlled cable, or eables, mounted in a slotted conduit containingV the counterweight; the arrangement heilig such that the latter operates to assist the car up the hill or incline and also controls its descent.

In counterweight systems for inclined railways it. has been usual heretofore to employ what are termed grip 7cars adapted to be coupled to the passenger cars or trailers. In such former systems each grip-car usually carries a crew of two persons-a motorman and an assistant, the latters duties being to couple and uncouple the grip-cars to and from the passenger-cars at the termini and also to detachably connect the grip-ear to the weight-propelled cable.

One of the objects sought to be attained by the present invention is to provide the weight-actuated cable of a counter-weight system with clutch mechanism adapted, in

cooperation with a companion member or .y

connector permanently mounted beneath and carried by the car, to automatically interlock with said member when the parts are in juxtaposition at either terminal, and also adapted to automatically unlock or disengage the car from the cable-clutch when the Sar arrives at t-he opposite terminal. As thus devised, grip-cars per se and their crews are dispensed with, thereby materially reducing the cost of equipment and maintenance.

A further object is to provide the system with additional safeguards, whereby the liability of accidents is reduced to a minimum. These devices or appliances include the emj ploymcnt of an auxiliary of safety haulingeable, mounted to wind around and unwind from a revoluble drum concurrently with the main hauling-cable, which is similarly mounted onthe drum and connected to the counter-weight.

A further object of the invention is to provide the system with a normally concealed, vertically mo fable safety bumper or obstruction located at or near the upper terminal of the incline, the bumper member beingautomatically elevated above lthe tracks a suitable distance immediately after the upwardly moving car has passed and at sul'istantially the same time that the car is unlocked from the clutch. The said obstruction remains thus elevated until the next down car is positively locked to the then stationary clutch. The latter, now in its descent, trips and releases the bumper, which then drops to its limit. a cover at the same time automatically closing the opening. Obviously, the bumper is retracted before the car arrives at that point.

Another object of the invention is to provide means for relievingr the strain or tension of the counterweight upon the cables while the clutch is at the lower terminal.

Tn the accompanyingr three sheets of drawings, illustrating' my improved cable-railway system and safety appliances. Figures 1 and 1-l represent. in side elevation and longitudinal section. the invention as applied to an inclined railway: the counterweip'ht. cables, &e.. beine' shown in the normal position preparatory to haulingl a car up to the other terminal. Fig'. l-.lis a continuation of Fig'. 1. Fig. 2 is a top plan view, in enlarged scale, of the cable-windingr drum and its mechanism. located at thc upper end of the cable conduit. Fig. 3 is a correspondingl frontend view of the drum. Sac.. the friction-ln'ake device being' omitted. the section correspondine' with line 3 of Fig'.v Lt. Fig. et is a partial side elevation of the drum` &c.. the cables bein;r omitted. Fig. 5 is a side view of the slidably supported cable-cuide. as viewed from line 5 5 of Fig. Q. Fig. G is a partial transverse sectional view of the drum` in enlarged scale, taken on line 6 of Fig'. 7. l showing' a modification of the slidable cableseparator. F ig. 7 is a correspondingf longritudinal sectional view. taken on line 7 T of Fig. (3. Fia'. 8 represents a plan view of the l couuterweight. detached. Fig'. 9 represents a plan view of the bumper connections, &c.,

corresponding with'v Fig. Fig. l() is a side elevation, 1n partial section and enlarged scale, showing the connector member (carried by the car) locked to the clutch, the y latter being` firmly secured to the cables. Fig. ll is a corresponding plan view, the sectional portion being` taken on line l1 l1 of Fig. lO. Fig. l2 is a transverse sectional view taken on line 1Q l2 of Fig. l0. Fig. 13 represents, in side elevation. the said interlocked members when advanced nearly to the upper terminal and also showing means for positioning a pair of hook-releasing pins. Fig. 14 is a partial plan and horizontal se tional view showingthe hooks released from the connector member. Fig. 15 is a corresponding side elevation after the car with its attached connector has left the clutch. &c., at the end of the upper terminal; and Fig. lt? is a partial horizontal sectional view taken on line 1G 1G of Fig. l5.

In the drawings, which represent thc improvements forming the subject of this application for patent, a. designates a` suitable conduit in which the cables and cooperating mechanisms or devices are mounted. For the sake of clearness in the drawings some of the minor details, such, for example, as small guide-wheels for the cables, track supports, &c., arc omitted from Figs. l and 14,.

It may be stated' here that the main hauling-cable c has its upper end, c2, fixed or immovable, the other or lower e'nd being secured to a vertically movable weight, 642,' the latter being employed to compensate for any elongation of the cable; to keep it taut, and also prevent undue slackness. The weight movement. however, is comparatively short. The cable is supported on a wheel. 1v1, located at the lower end of the inclined railway and conduit and extends upwardly to and around a wheel, to2, mounted in and carried by the movable counterweight A, thence downward to and around a supporting wheel, w3, and again upwardly in the conduit to and around' the main winding-drum D, located at the upper end of the passage o. thence downward from the lower side of the drum to and around a wheel, tot, mounted in the weight A, and terminates 4at the said fixed end part c2. A clutch, adapt-ed to have cars detachably connected thereto; is prop'- erly positioned on and rigidly secured to that portion of the cable which extends direct from the upper side of said lower supporting wheel, w3, to the upper side of the winding-drum. The manner of thus mounting the cable and the connected counterweight is such that when in normal action the ratio of travel of the clutch-carrying portion of the cable is 100 per cent. greater than that of the counterweight, or, in other words, the clutch is moved two feet while thc concurrently traveliiig weight member, actuating the cable, moves one foot: the dircction of travel of said members being always opposed to each other.

The auxiliary or safety hauling-cable c" is indicated generally by the broken line. (.)ne end of it is rigidly secured to the clutch B and extends upwardly therefrom, substantially parallel with the corresponding portion of the main cable to and around the drum l), thence downward from the latter to and around a wheel or sheave, to, revolubly mounted in the counteii'weight A, then over a supporting wheel, fw, the end of the cable being attached to the vertically movable weight o, the function of the latter being substantially the same as stated with respect to the weight a2. The thickness, as well as the degree of flexibility, strength, &c., of the safety cable are the samer as possessed by the main haulingcable. The said counterweight A is supported ou a carriage adapted to travel up and down the conduit, the length of such movement: corresponding with the predetermined length of the clutchs travel. The conduit may be enlarged near its upper end so as to form a substantially level base, (L1 (Fig. il), on which the weight is adapted to rest when the system is temporarily inactive, the clutch then being stationary atl the lower end of the runway. Sec also Fig. l. lllhen in this position, practically no tension whatever is imposed upon the cables by the weight A; the other or smaller weights and connections at the same time serving to keep the cables normally taut.

The drawings represent the improved inclined railway system as capable of being utilized in conn-ection with cars as usually constructed and adapted to be normally propelled by electricity flowing from an overhead trolley-wire, w. The cars in this case are each simply additionally provided with a suitably located. connector member, (l, later described, positioned below the car floor and in alinement with the self-closing `jaws of the clutch-head, with which latter thev connector is adapted to interlock. Means, controlled by the motorman, are provided whereby, if desired, the connector may be raised a shortl distance above the normal working position after it is disconnected from the clutch. It may be added that generally throughout the drawings the arrows indicate the corresponding direct-ion of movement or travel of the cables, counter- Aweight, &c., when a car is clutched to the cables and beginning to move up the incline, the propelling forces then being the electric current combined with the pull of the counter-weight A.

rIhe lower portion of the clutch member B extends downward through the center slot s formed between the slot-rails s1 (Fig. l2), and is rigidly secured to the main hauling-cable c and, as drawn, to the safety- 4distance, thereby correspondingly cable c1. If desired, the latter cable may be further secured by clamping its adjacent end to the cable c, as shown at c, Fig. 10. The head portion, b, of the clutchextends horizontally above the track; the same being comparatively long and hollow, and having a narrow longitudinalv central slot, 1, formed in its top flange. The ends of the slot are made quite flaring for guiding the connector into the head I). The latter is provided with two pairs of oppositely disposed, reversely arranged, swinging steel hooks or side jaws, m, each having the inner edge of its outer or free end beveled. The side walls of the head part are provided with slotted holes, If, to freely receive the hook part proper of the jaws; when norlnally closed the points of each pair of hooks are slightly sepa1'atecl,-See Fig. 11. Springs n serve to maintain the jaws in the thus closed position.

At each terminal of the clutch movement the slot s is provided with a pair of relatively long and narrow stationary guide members 221,' these extend above the track a short distance and form a support for the clutch, thereby positioning the latter so that its head part, b, will be in alinement with and adapted to freely receive therein and automatically interlock with the connector member Z of the car upon its arrival, the cables and weight A then obviously being stationary.

A pair of laterally separated, vertically movable connector-releasing pins, 29, are mounted at each terminal contiguous to said guide members 2,11. See Figs. 13 to 1G, which represent the pins of the upper terminal, and the relative positions of the clutch, &c. These pins are actuated by a pair of suitably bent swinging levers. n. cach pivoted ou a fixed fulcrum, el (Fig. 13), arranged for the passage of the thin clutch part therebetween. The clutch carries two pairs of oppositely disposed rolls, r, the forward pair, when the clutch is in action, being adapted to en gage the heel portion of the levers (shown in Fig. 13) and swing them upward a short forcing the upper portion of the pins y) through the bearings and positioning them in advance so as to bc engaged by the beveled forward ends ot' the respective spring-pressed jaws m. The further continued movement of tho clutch operates to force the forward jaws apart (Fig. 1st), at which instant the clutch will cease moving, the connector d, attached to the car, meanwhile passing' out of the clutch. Figs. 'l5 and 1G represent corresponding' positions of the latter, &c. In order to keep the jaws open and also to provide means for holding the clutch in place until the next down car arrives, the clutch has a thickened end member. r1. secured thereto, adapted to enter between the two fixed yielding side springs t; a suitable center spring, rg, backed by a fixed abutment C, at the same time acting to absorb or resist the correspondingly slight impact force due to the engagement of said members-see Figs. 15 and 16. The said connector member (Z is, as drawn, somewhat longer than the clutch-head, is rectangular in form cross-sectionally, and has pointed ends. lt is `provided with oppositcly disposed openings, (Z1, conforming to and adapted, when in use, to receive therein and automatically interlock with the adjacent hook-slmped ends of the lour swinging ja ws m. lhesc hooks, as well as the said openings. are devised so that the clutch and connector members are positively locked together when traveling in either direction, and cannot become accidentally unlocked. That is to say, the arrangement is such that t he members remain locked together whether the car actuates the cables or vice vers: and also when working' conjointly.

ln some cases it may be deemed (.lesirable to provide means for temporarily elevating the connector bodily, say from the lower or normal working position to the dotted line position, substantially as represented in Figs. 1T and 18. In such event, the central thin blade, (Z2, may be vertically guided in lixed ways, (Z3, secured to the car; stops (1*, in cooperation with stationary tie-bolts. d, serving to limit the connectors downward movement. In this case, the latter is under the control of the motorman through the medium of a crank, (ZS, secured to a vertical rod, ffl, extending downward through the cars platform, and a flexible connection, (Z6, attached to the blade and wound around the base of said rod, analogous to the wellknown brake mechanism. The device may be controlled from both ends of the car, as indicated in Fig. 1.

In order to provide a further safeguard against: accidents, l may employ a pair of laterally separated. vertically guided bumper members, ll. lVhcn dropped to the normal position, the top ends then lie just below the track surface, and are protected by self-closing covers, Il'. To the forward side of cach bumper is attached a suitably mounted flexible connection. n2. fastened to a supported, wheeled clutch, u, constructed to be engaged and actuated by the cable-clutch B in its upward travel; the parts being so related that the bumpers will be fully elevated when the clutch arrives at the upper terminal: the corresponiiling position being' indicated by dotted lines in Fig. 1l. The return car, when connected to the uniting clutch, will in its descent release the said member /r from the holding spring t.' the weight of the. retreating bumpers at the same time maintaining the catch 'u in contact with the clutch until the catch is arrested by the fixed stop-pins 'u1 (see also in a direction contrary to the arrows, the

Fig. 9), at which instant the bumpers and covers will have dropped to their normal positions; the clutch-locked car, &c., then continuing uninterruptedly until the lower terminal is reached.

The cable-winding drum D (see Figs. 2, 3, and a) and its cooperating mechanism are located in the upper end of the conduit and beyond the clutch terminal. The drum is turned true and cylindrical and is secured to a shaft revolubly mounted in end bearings formed in the two vertical main frames E. The front end of the drum is provided with integral ratchet-shaped teeth lz. A laterally slidable cable-separator member or tiange, D1, is mounted on the barrel of the drum, the function of said flange being to prevent the two hauling-cables C, C1, from riding or crowding each other, and also to permit them to render freely while traveling along the barrel corresponding with the lead l of the cables. rlhe latter, as drawn, are properly positioned with respect to a ear commencing to mount the inclined railway. The arrow Fig. 2, indicates the direction of lateral movement of the cables bodily while they are being simultaneously wound upon and unwound from the drum. In order to maintain a more uniform distance between the cables, lhave represented acombined guide and separator, g, laterally slidable on the upper and lower supporting rods, g2, located on the leading side, and secured in the said frames E. Each cable passes between a pair of suitable spools, '(11,' the series of top spools being offset with relation to the lower spools, which latter guide the cables as they unwind from the drum*- see Fig. Between the said ratchet end of the drum and the front frame is located a large spur-gear, e', the same being freely revoluble on the drums shaft. The frames E are provided with bearings carrying a revoluble shaft, 2, to which is secured a pinion-gear, 1, meshing into the gear z', all as clearly sho-wn. The pinion-shaft is eX- tended in front and is supported in the short standard El. A friction-brake wheel, 1, carrying a flexible band, lul, is secured to said shaft-extension; one end of the band is fix-ed, the other being attached to a suitable weight, as 7:2. The gear i carries a plurality of swinging pawls. h1, engageable with the said ratchet-teeth h. Springs, 712, serve te maintain the pawls in continuous engagement with the teeth.

lllhile the car is being hauled up the inclined way, the weight A at the same time descending in the conduit, the cables, drum and guides will move in the arrow directions indicated in Figs. 2 to 5, inclusive, the gears z' and l remaining stationary. (Vlon'versely, while the car clutched to, the cables is descending the railway, the drum will rotate unwinding side of the cables then being at the top; in this ease the drum will, through the medium of its teeth z, and said pawls, automatically rotate the gears; the resistance of the suitably weighted brake-band, in connection with the resistance of the counterweight at the same time, being sufficient to hold the car stationary at any point on the inclined portion of the railway in case the power is cut off. That is to say, the motive gower or electric current is also employed to propel the ear down the incline, the weight, &c., operating, however, to retard its descent.

rlhe flange or collar D1 is movably mounted on the revolving drums barrel; it is located between and separates the two cables c and c1, and is adapted to slide bodily back and forth longitudinally ofthe drum by reason of and concurrently with the lateral movements of the cables, corresponding with the winding and unwinding process. The drums periphery may be provided with a plurality of longitudinally extending guidegrooves, f1, each having a short, key-like member slidably tit-ted therein and secured to the inner diameter or bore of the flange; the outer face of the members f being flush or coincident with the drums surface. See Figs. (S and 7.

Assuming now the car,counterweight, &c., to be in the positions substantially as represented in Figs. 1, 1-1- and 2, thel slowly moving car will, in advancing, introduce its connector l between the adjacent open `iaws of the then supported stationary clutch. the connector immediately thereafter engaging` and wedging apart the slightly separated ends of the spring-pressed jaws of the forward or opposite end of the clutch; at the instant the forward openings (Z1 of the connector coincide or registerl with the hooks the latter spring into the openings, thus locking the member Z to the car; the car in advancing forces the clutch ahead, thus releasing the rear jaws from the pins p, the hooks then springing into the adjacent rear openings of the clutch-head, thereby completing the locking operation; the pins y) at the same time being automatically retracted. The continued movement of the car draws the cable-connected counterweight from the recess al and, in cooperation with the motive power, propels the car uninterruptedly to the upper terminal, the clutch, &c., then positioning the upper pins p, which immediately thereafter are engaged by the forward jaws, thus opening the latter, the moving car next withdraws the connector from the rear hooks of the then stationary clutch and continues on its route. It may be explained that the beveled sides of the openings in the connector and the beveled edges of the adjacent hooks readily permit the parts to become unlocked after the forward hooks have been opened or sufficiently separated. Ju'st prior to reaching the upper terminal the clutch picks up the catch a connected to the bumpers l-l and elevates the latter to the predetermined height. These bumpers form a positive obstruction against the downward passage of' a car unless it is first properly locked lo the clutch, as hereinbet'ore stated. When the clutch is at the upper terminal, the

counterweight will be at or near the bottom of the conduit, the cables then being at the rear end of the drum.

ln the event that the motive power be suddenly cut off or stopped from any cause while the thus equipped and connected car is being hauled or propelled up the inclined track, no accident can result, because at the instant the car commences to descend, the movement of the drum is immediately reversed, thereby rendering the brake mechanism active, and automatically stops the car. Car-hauling mechanisms, as usually devised and constructed, are unprovided with means for automatically stopping a car in case the power is accidentally cut oftl while it ascending an inclined track. ln such event the motorman can only rely mainly upon the hand-braking means to check the cars descent.

Vhile I have represented, describedv and claimed what l consider the most efficient and practical arrangement of the several devices which constitute my invention, I do not desire to thus limit the same, since con structional changes or modifications may be made therein without departing from the spirit and scope of the invention. For example, the travel ratio of the counterweight and clutch may be varied; the two cables inay be secured, together at a point immediately forward of' the clutch, and the latter secured direct to the main cable only, the function and action oit the cables and clutch obviously being the same in any case. l. would `further state that, while l have rcpresented and described herein the clutchhead and its jaws, the connector nl, devised and constructed to coperatie with the clutch jaws, and the combined cable-guide and separator member r/, as being well adapted to be employed in combination or association with my claimed invention, l disclaim as my invention the said clutchhead, jaws, connector and combined guide and separator elements.

lVhat I claim is:

l. In an inclined cable-railway system provided with a mounted main hauling-c: ble, a movable counterweight connected thereto, and a revoluble drum on which the cable is wrapped, the combination therewith of an auxiliary or safety hauling-cable, disposed substantially parallel with portions r of the main cable and adapted to cooperate and move in unison with it, also connected l to said counterweight and wrapped around the drum, and a clutch member secured to the cable, said clutch member being devised and adapted to interlock with a car.

In a railway system of' the character described, the combination of a plurality of mounted hauling-cables, means for effecting i and controlling the movements of the cables, and a clutch member pern'ianently connected to the cables, said clutch capable of' being detachably secured to a car.

3. In a railway system of the character described, the combination of a haulingcable, a revoluble drum having one or more turns of the cable wrapped thereon, a counterweight connected to the cable, a clutch member adapted to interlock with a car, positioned on and secured to the cable, and means for automatically guiding the said wrapped portions of' the cable bodily and longitudinally of the drums barrel while the cable is being' wound upon and nnwound i trom the drum.

4. In a railway system of the character described, provided with a plurality of suitable l1auling-cables, a movable counterweight continuously connected therewith, and a conduit having said cables and counterweight mounted therein, a recess or chamber in direct open communication with the inclined portion of the conduit, having a substantially level base for supporting the counter-weight thereon, thereby temporarily relieving the cables from the strain or pulling force of said weight.

5. In a railvay system of the character described, provided with a weighted hauling-cable capable ot' being detachably connected to a car, the combination therewith oit a revoluble drum having' one or more turns ot the cable wrapped around its barrel, a revoluble gear positioned with respect to the drum, means connecting the drum and gear members whereby one oit' them is capable ot' movement independently ot the other, and a friction-brake device arranged to become automatically operative through the medium of. said drum and gear tor fchecking or relarding a car normally descending the inclined track and also capable ol automatically stopping an ascending car in case the motive power is accidentally cut off'.

'6. In a railway system of the character described, the combination o1 a revoluble drum, a hauling cable mounted thereon, adapted to be connected to a car, and an annular flange slidably mounted on the barrel oi the drum; said flange movement being produced by the lateral pressure oit the cable thereagainst while the drum is in motion.

7. In a railway system of the character described, the combination of a revolubly mounted drum member, a pair of hauling ca bles wrapped thereon in a plane common tol both cables, and an annulal flange laterally movable on the drums barrel, disposed between and separating the two cables, substantially as hereinbetore described and for the purpose set forth,

8. In a railway system of the character described, pro-vided with a hauling-cable, the combination of a normally dropped bumper, means adapted to be actuated by the said cable for elevating the bumper above the surface of the track, and a selfdropping cover for closing` and co-ncealing the 'opening through which the bumper passes.

9. In a railway system of the character described, provided with a hauling-cable adapted to be detachably connected to a car, a movable bumper element, and means connected to the bumper operatively controlled.

by said cable to elevate the bumper immediately after the upwardly moving car has passed and to maintain said'bumper in position until released. Y

10. In a railway system of the character described, a main hauling-cable, and a clutch secured thereto provided with self-closing, hook-shaped jaws, in combination with a suitably' propelled car, a connector member secured to and carried by the car, adapted to enter said clutch and automatically interlock with its jaws, and manually controlled means mounted on the car and attached to the connector, whereby the latter is capable of being raised bodily above the normal working position to increase the distance between it and the track.

In testimony whereof, I have athxed my signature in presence of two witnesses.

GEO. H. REMINGTON, CHARLES C. REMINGTON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C.

Images