Improvements in Mechanism for Gripping and Releasing the Cable, and for Applying and Releasing the Car Brakes, and for Lessening Concussion, and for Varying the Speed of the Cars in Railways having Traction Cables.
Year: 1886

page_text: Date of Application, 4th Oct., 1886.
Complete Left, 4th July, 1887.
Complete Accepted; 9th Sept., 1887.
RESERV
Improvements in Mechanism for Gripping and Releasing the Cable,
and for Applying and Releasing the Car Brakes, and for Lessening
Concussion, and for Varying the Speed of the Cars in Railways
having Traction Cables.
We, JOHN HYDE PENDLETON of No. 601 Hamburg Avenue, Brooklyn, State of New
York, United States of America, Engineer, and CORNELIUS TIERS of No. 234 Fifth
Avenue, City of New York in said State of New York, Insurance Agent do hereby
declare the nature of this invention to be as follows:-
Cable railways are well known in which a wire rope or cable is propelled con-
tinuously and the cars are connected to such cable to be propelled thereby, by a
gripping device or clutch, and stopped by the application of brakes when the grip of
the cable is released.
Our improvements may be used with elevated railway structures or with surface
railways in which the cable runs between the rails upon supporting pulleys, or with
railways having the cable in a tube below the surface of the ground and a connection
to the cars passing through a slot in the top of the tube.
In cases where the grip is applied to the cable suddenly, the car is started with a
jerk. We lessen this by using wheels that are brought up to the sides of the cable by
the action of levers, toggles, links and link-frames, and supporting frames that are
allowed a motion end wise of the car, so that the parts yield as the grip is applied to the
cable, and the greater the weight to be drawn the more force the levers exert in
gripping the cable. The wheels that are forced upon opposite sides of the cable are
upon crank shafts, so that the shafts and cranks are revolved by the rotation of the
wheels as the cable draws along between them, and the cranks have connecting rods
to piston rods and pistons in cylinders. Oil or other liquid, introduced in such cylinders
is forced back and forth in passage ways connecting opposite ends of the cylinders
and in these passage ways are cocks. When these cocks are opened the pistons can
move freely and the wheels be revolved by the cable without the car being moved.
When the cocks are entirely closed, the liquid is confined in the cylinders, the pistons

page_text: cannot move, and the wheels cannot revolve, hence the cars will be moved as fast as
the travelling cable when the cable is gripped. The relative speed of the car to the
cable can be regulated by opening the cocks more or less to allow the gripping wheels
to revolve faster or slower. These cocks and the gripping devices are under the
control of the engineer or driver so that the car can be stopped, or started or driven
faster or slower at will, and in some cases some of the devices are actuated
automatically by stationary cams on the track to drop the cable at the end of the
route.
In cases where the gripping devices are entirely moved or controlled by positive
mechanism, a careless attendant or engineer may act too quickly and break some of
the parts. We lessen this risk by the use of compressed air to apply the brakes, or
to remove the same and to apply the grip or release the same, and the connections
are such that the brakes are applied when the grip is released, and vice versa.
A reservoir is made use of upon the car, into which air under pressure is supplied
either at stations or by the action of a pump driven by a connection to the car wheel
axle, and the necessary pipes lead from this reservoir to the cylinders that apply the.
gripping levers or other mechanism for grasping the cables, and there are cocks or
valves that control the supply of air. And other cylinders and connections to the car
brakes are made use of, with cocks that admit air to pass from the reservoir into the
cylinder and apply the brakes or the reverse in relieving the brakes. We however
provide levers and racks and connections arranged in such a manner that when the
air under pressure is allowed to move the piston and mechanism therewith connected,
the gripping devices are brought into action to seize the cable immediately after the
brakes have been loosened from the wheels, and the reverse, that is to say the grip is
loosened from the cable just prior to the application of the brakes and we prefer
to effect this latter object by the action of compressed air upon a piston in another
cylinder.
In order to apply the grips and brakes to more than one car in a train, the air pipes
are led from one car to another and the same operations take place simultaneously in
the different cars, and for this object two air pipes are applied, and the attendant has
control of cocks that admit compressed air into one or the other of these pipes, and when
admitted into one pipe, the devices are brought into action that take off the brakes
and start the car and when excluded from this pipe, and the compressed air admitted
into the other pipe the brakes are applied and the car stopped.
With a pump actuated by the movement of the car wheels, we apply an automatic
device that stops the action of the pump when the necessary air pressure has been
obtained in the reservoir.
In cases where air is made use of instead of oil in the cylinders having pistons that
are moved by the action of the wheels driven by the traction cable, the air may be
pumped into the reservoir from which the air is allowed to act in applying or removing
the grip or in applying or removing the brakes.
Dated this 4th day of October 1886

page_text: Improvements in Mechanism for Gripping and Releasing the Cable,
and for Applying and Releasing the Car Brakes, and for Lessen-
ing Concussion, and for Varying the Speed of the Cars in Railways
having Traction Cables.
We, JOHN HYDE PENDLETON, of No. 601, Hamburg Avenue, Brooklyn, State
of New York, United States of America, Engineer and CORNELIUS TIERS, of
No. 234 Fifth Avenue, City of New York, in said State of New York, Insurance
Agent, do hereby declare the nature of our said invention for "IMPROVEMENTS IN
MECHANISM FOR GRIPPING AND RELEASING THE CABLE AND FOR APPLYING AND
RELEASING THE CAR BRAKES AND FOR LESSENING CONCUSSION AND FOR VARYING
THE SPEED OF THE CARS IN RAILWAYS HAVING TRACTION CABLES and in what
manner the same is to be performed, to be particularly described and ascertained in
and by the following statement.
"
Cable railways are well known in which a wire rope or cable is propelled con-
tinuously and the cars are connected to such cable to be propelled thereby, by a
gripping device or clutch and stopped by the application of brakes when the grip of
the cable is released.
Our improvements may be used with elevated railway structures, or with surface
railways in which the cable runs between the rails upon supporting pulleys, or with
railways having the cable in a tube below the surface of the ground, and a connection
to the cars passing through a slot in the top of the tube.
In cases where the grip is applied to the cable suddenly, the car is started with a
jerk. We lessen this by using wheels that are brought up to the sides of the cable
by the action of levers, toggles and link frames, and supporting frames that are
allowed a motion endwise of the car, so that the parts yield as the grip is applied to
the cable, and the greater the weight to be drawn the more force the levers exert in
gripping the cable. The wheels that are forced upon the opposite sides of the cable
are upon crank shafts, so that the shafts and cranks are revolved by the rotation of the
wheels as the cable draws along between them, and the cranks have connecting rods to
piston rods and pistons in cylinders. Oil or other liquid introduced in such cylinders
is forced back and forth in passage ways connecting opposite ends of the cylinders,
and in these passage ways are cocks. When these cocks are opened the pistons can
move freely and the wheels be revolved by the cable without the car being moved.
When the cocks are entirely closed the liquid is confined in the cylinders, the pistons
cannot move and the wheels cannot revolve, hence the car will be moved as fast as the
travelling cable when the cable is gripped. The relative speed of the car to the cable
can be regulated by opening the cocks more or less to allow the gripping wheels to
revolve faster or slower. These cocks and the gripping devices are under the control
of the engineer or driver so that the car can be stopped, or started or driven faster or

page_text: slower at will and in some cases some of the devices are actuated automatically by
stationary cams on the track, to drop the cable at the end of the route.
In the drawings Fig. 1 is a general plan of the mechanism made use of. Fig. 2 is
an elevation with the frame and wheels removed to show the parts that would be
behind them. Fig. 3 is an elevation of the wheels and a section of the toggle
mechanism that clamps the wheels upon the cable. Fig. 4 is a detached plan of the
wheels and clamping mechanism. Fig. 5 is a side view of the jaw and bed piece for
the link frame, and Fig. 6 is a plan of the same. Fig. 7 is a side view of the link
frame, and Fig. 8 is a plan of the same. Fig. 9 is an elevation of the cam mechanism
for dropping the cable automatically. Fig. 10 is a section longitudinally of the
cylinders with the pistons and cross heads that act to detain or stop the wheels that are
in contact with the cable. This section is at the line y, y, fig 12. Fig. 11 is an end
view of such cylinders with the rods and connections in section at the line a, a, fig 10.
Fig. 12 is a cross section of the cylinders at the regulating cock or valve. Fig. 13 is
a diagramatic view of the cranks and connecting rods. Fig. 14 is a detached plan
view of the gripping mechanism, with the link frames and bed pieces at inclinations ;
and Fig. 15 is a detached view in miniature, illustrating the grip with three pairs of
wheels.
A. A. represent the wheels, A¹ the axles, A² the frame of a truck or car of any
desired size or character; and A shows the brake bars and shoes, which may be of
ordinary construction.
A is a bed-plate extending across from one side frame A³ to the other, and upon
which the principal parts of the apparatus are supported.
B is a bed resting upon the bed-plate A', and it may be supported by anti-friction
rollers as shown by dotted lines at b, and to this bed B the vertical frame B₁ is either
bolted or cast in one, and this vertical frame B₁ passes into the jaw B³, that is
supported by the frame A' so that the vertical frame B¹ and the parts connected with
it can be moved backward and forward upon the bed-plate A*.
The casting C in which are the oil cylinders, is bolted to the frame B¹ and can be
moved with it, and the flanges A³ of the bed-plate A* serve as guides, between which
the casting may move.
C
At one side of the casting C is a hinge-block, (" to which the swing frame C* is
connected by the pivot bolt c. This swing frame C³ corresponds generally to the
vertical frame B' and to one side of it is the supporting plate U³, that rests upon the
bed-plate A. The spring c³ tends to swing the frame C away from the frame B¹ and
there may be a stop c³ to prevent the frames C2 coming too close to the frame B¹
under the action of the mechanism that forces them towards each other, as hereinafter
described.
Upon the frame B₁ there are journal bearings d, d' for the vertical shaft D; and
D₁ is the traction wheel at the lower end of the vertical shaft D. (see Fig. 3.)
Upon the swing-frame C are the journal bearings e, e¹ for the vertical shaft, E, at
the lower end of which is the traction wheel E. These traction wheels D¹, E¹ are
grooved for the reception of the travelling cable F. We have shown two grooves in
each wheel one of which is faced with leather or similar yielding material. These
wheels may be of any desired character and adapted to grasping the travelling cable.
Upon the respective shafts D, E, are the wheels D' and E, and to these a frictional
device of any suitable character might be applied to check the rotation of the traction
wheels when the car is to be propelled, or the reverse, as the parts next described
may be made use of with the cylinders and pistons and the valves for regulating the
passage for the oil or other liquid from one end of the cylinder to the other, as before
mentioned; or they may be used with any suitable mechanism for detaining or checking
the rotation of the traction wheels.
I
G is a bed piece having a jaw 7 at one end, with a pivot pin connecting the bed
piece to one side of the journal bearing e, and at the outer end of this bed-piece G is
a link G', preferably double, with a pivot pin 2 at one end connecting the link G¹ to
the end of the bed-piece G and at the other end a pivot pin 3 connecting the link G'
to the lever link G2, that is pivoted at 4 to the supporting plate (, and at the outer

page_text: end of the lever link G2 is a link G* pivoted at 5 to G and at 6 to a cross bar, H tha
is beneath and attached to the bed plate A. Similar appliances are provided at the
other side of the apparatus, the bed-piece I having a jaw i, at one end hinged to the
journal bearing d, and at the other end provided with a link I', with a pivot pin 7, at
one end and 8 at the other end, and a lever link, pivoted at 9 to the bed B, and the
link I is pivoted at 10 to the lever link and at 11 to the cross bar H.
It will now be apparent that when the traction wheels D', E' and frames B¹, C² are
moved backward and forward, as hereinafter described, the bed-pieces G and I, with
their jaws g and i will swing upon the joints by which they are connected to the
journal bearings d and e, and the extent of movement given to the pivots 2 and 7 will
depend upon the points at which the links G¹ and I are connected to the respective
lever links G, I, because the cross bar H being a fixture the links G, I, only swing
upon the pivots 6 and 11, respectively, and the pivots 4 and 9 receive a motion that is
due to the end movement of the frames B¹, C2, hence if the pivot pins 3 and 8 are
moved into the holes in the lever links G³, I that are nearest to the pivots 4 and 9,
the swinging motion given to the bed-pieces G and I will be but small, while if the
pivot pins 3 and 8 are moved outwardly into the holes that are nearest to the
pivots 5 and 10 the swinging motion given to the bed-pieces G and I will be increased.
It will be apparent that these bed-pieces G and I become levers, having the connections
to the links M, M' as pivots, and the gripping devices will be pressed upon the cable
by the leverage of these bed-pieces G and I, and the force with which the cable is
gripped will depend upon the load drawn, because the load is drawn by the link con-
nections at the ends of these lever bed-pieces G and I, and the gripping action is the
same, whether the car is moved in one direction or the other.
Upon the bed-piece I is a link frame K formed of two slotted side pieces k that are
connected together by the portion of the link frame that is above the bed piece I, and
these slotted side pieces are guided by the plates 12, that extend out at opposite sides
from the bed-piece I, and there is a toggle L, the ends of which are pivoted to the
jaw and the link frame K respectively, and this toggle is raised up or pressed down
by the toggle link L', that receives its motion from a crank shaft L³, supported in
bearings upon the frame A*; and L is a hand lever by which the said shaft L² can
be turned and the toggle L either straightened out into the position shown in Fig. 3,
or the center thereof raised to draw the link frame K towards the jaw i.
Upon the bed-piece G is a second link frame K³, having slotted side pieces k³,
guided by plates upon the sides of the bed-piece Gland between the slotted sido
pieces and the slotted side pieces k are the links M and M', the ends of which are
slotted for the passage of the pivot pins that connect the links M, M', to the respective
slotted side pieces. Between the link frame K³ and the jaw g is an expansive helical
spring N.
It is now to be understood that when the hand-lever L' is moved and the crank
shaft L² turned the toggle L will act to draw the traction wheel E¹ towards the traction
wheel D¹, the frame swinging with the wheel E¹ and the parts connected to the
same. This movement is the result of the toggles L being straightened and pushing
the link frame K away from the jaw i, and by the links M, M drawing the link
frame K² towards the jaw g, and by the intervening spring N causing said jaw g to
press against the journal bearing e of the swinging frame C. The parts are made
and adjusted in such a manner that this movement will grip the travelling cable F ;
but the force with which the cable is gripped will depend upon the weight or resistance
of the car to be drawn along, because the cable itself will communicate to the
frames B and C an end motion, carrying with them the parts that are connected with
such frames, including the traction wheels, their shafts, and the jaws g and i and the
movement thus given will swing the bed-pieces G, I, upon such jaws into a more or
less inclined position, as indicated in Fig. 14, and the link M or M' holding the link
frames K and K2 so that they cannot separate causes an increase of pressure through
the spring N upon the bearings of the traction wheels as the parts swing to the extent
of motion due to the inclined position that the bed-pieces G and I assume in con-
sequence of their outer ends being acted upon by the respective links and lever links.

page_text: It will be apparent that the link M prevents the link frames separating as the parts
swing into the inclined position shown in Fig. 14, and the slots in the link M¹ allow
of the swinging movement, and when the parts may be moved in the opposite direction
the link M ties the link frames K and K together, and the slots in the link M allow
the link frames to swing into the inclined position. In either instance the bed-
pieces G and I become right-angle levers, and the connections between the link frames
and the link M (or M¹) become the pivots upon which these bed-pieces swing in
pressing the gripping devices firmly upon the travelling cable or its equivalents.
It will be apparent that if the crank pins 0, 0, upon the wheels D¹ and E',
respectively, receive the connecting rods from a steam engine or other motor, the
traction wheels D', E', might be revolved and the cable remain stationary; or, in place
of said cable, a stationary rail might be made use of, as indicated by dotted lines, Fig. 3,
the other parts remaining unchanged and acting in the manner before described; and
we also remark that the toggle mechanism, the bed-pieces G and I, link frames K, K²,
and the links and link-levers before described, may be made use of and act in the
manner before described, if frigid clamps upon the respective frames B¹ C³, as indicated
by dotted lines in Fig. 4 be made use of in place of the traction wheels.
When the crank shaft L2 is turned by the hand lever L and the toggles L are
pressed down into line, the center joint of the toggles is to pass slightly below a line
passing through the end joints in order that the pressure may tend to hold the toggles
firmly down upon the bed-piece I, and it is necessary that the end movement given to
the frames B and C and the parts carried by them may be free without any tendency
to lift the center joint of the toggles. For this reason the eye of the top end of the
toggle link is free to slide upon the crank of the shaft L2, and this crank is made
sufficiently long, as indicated in Fig. 1 to allow for the said movement of the
parts.
We provide a lever P, pivoted at p to the main frame A2, and there are links P'
extending from the lower end of the lever P to a block p¹ upon the supporting
plate C. By means of this lever P and links P' the plate C³, swing frame C³,
casting C, and vertical frame B¹, and the parts carried by then, can be moved end-
wise by hand power applied to said lever P. The object of this is twofold: First ; the
parts may be brought back to the position of rest indicated in Fig. 1 even while
the car is in motion, in order that the toggles may be either applied or taken off to
grip or release the cable with the greatest facility; or, second; in instances where
the grip of the traction wheels upon the cable is insufficient, this lever P can be made
use of to augment the endwise movement given to the frames B¹, C² and parts carried
by them to cause the links and lever-links to swing the bed-pieces G and I and
increase the pressure applied to the cable, or its equivalent.
In cable railways the grip has to be released when passing by an intersecting cable.
This can be done by hand applied to the lever P ; but it is preferable to avoid the
risk of the grip retaining its hold upon the cable by liberating the grip automatically.
With this object in view we provide a cam-lifter Q, pivoted at Q₁upon the frame A³
and we place upon the cross ties adjoining the track an incline Q, over which the
cam-lifter passes, and the raising of the cam lifter Q gives motion by the foot Q³
to the lever L, moving the crank shaft L' and liberating the toggles, and allowing
the frames B, C and traction wheels to separate sufficiently to drop the cable F.
After the cable has been lifted by any suitable appliance, so as to pass in between
the traction wheels D' E', the lever L is moved to straighten the toggles and grip
the cable as aforesaid.
Upon the vertical shafts D and E there are cranks at right angles to each other.
The pins O, O' form the cranks at the upper ends of the respective shafts, and
at 0, 0 the cranks are formed in the shafts themselves. Upon reference to the
diagram, Fig. 13 it will be seen that the cranks O and O2 are at right angles to each
other. So, also, are the cranks 01 and 03. From the cranks 0, 0¹ the connecting
rods R, R¹ pass to the cross head S, that slides upon the bars or guides T, and from
the cranks 03, 0³, the connecting rods R2, R3 pass to the cross head S', that slides
upon the bars or guides T'. These bars or guides T, T' are fastened at one end to a

page_text: frame T, bolted upon the vertical frame B', and at the other end said bars or guides
are connected to the cylinder heads T³.
It will now be apparent that as the shafts D, E are revolved, the cross heads S, S¹
are moved backward and forward, and when one pair of cranks 03, 0³, are passing
the center, the other pair of cranks O, O' at right angles are acting with their full
force; hence the movements are equalized, and in addition to this the two traction
wheels D, E, are revolved with uniformity and one cannot slip upon the cable or its
equivalent unless the other slips at the same time; hence the risk of injury is very
materially lessened.
To the respective cross heads S, S¹ are connected the piston rods U, U and
pistons U³, U³, which are within the cylinders in the casting C. If steam or air
under pressure should be admitted to these cylinders by any suitable valves to act
upon the pistons U2, U³, the entire apparatus heretofore described might be made use
of as a motor, the cable F, or its equivalent-a rail-being stationary for the traction
wheels D' E to act upon.
'
When this invention is made use of with a travelling cable, the cylinders in the
casting Care to contain oil or other suitable liquid supplied through the oil-cups u, u¹,
which lead into the respective cylinders and passage ways. These oil-cups are pro-
vided with cocks to confine the oil. We remark that the oil may be pumped in or
supplied in any other suitable manner, care being taken to displace all the air, so
that the cylinders and passage ways are entirely filled with the liquid, and this is to
be renewed from time to time as the same may be lost by leakage or otherwise.
Passage ways V, VI, are provided for each cylinder, with branches or ports leading
into the cylinders at opposite ends, and in each passage way is a valve or cock, by
which the same can be partially or entirely closed. We have shown one plug or
cock, W, having two cross holes through it corresponding to the respective passage
ways V V, and there is a lever or handle W₁ by means of which the plug can be
rotated and the passage ways opened or closed. When the cock W, is open, the
liquid circulates freely through the passage ways V, V₁ as the pistons U³, U³ are
reciprocated. If the cock W is closed, the pistons cannot move, because the liquid
cannot be compressed, and when the cock is partially opened a resistance is offered
to the movement of the parts, and this resistance can be graduated at will, so that the
speed of the car can be regulated to any desired extent. If the cock W is opened,
the car can stand still, and the pistons U, U³ will be reciprocated and the liquid will
churn back and forth through the passage ways V, V₁, and upon starting the car the
cock W is gradually and partially closed. If the car is to be driven at the same
speed as the traction cable, the cock W is closed as soon as the inertia of the car can
be overcome; but if the car is to travel at a less speed than the cable, the cock W is
left partially opened, and the speed of the car will be in proportion to the resistance
offered by the liquid to the movements of the piston.
and
It will be apparent that the gripping mechanism acts in the same manner when the
car is moving in either direction, and that the car containing the grip does not have
to be turned end for end on a turn-table, but is run off from one track upon the other
at the end of the line and the cable moving in the opposite direction is picked up
the car run the other way. So, also in going up hill, the leverage action to grip the
cable in proportion to the weight that is being drawn along will tend to move the
gripping devices toward the front of the car and grip the cable in proportion to
the traction power, and in going down hill the grip cannot slip upon the cable, but
the cable will hold back the cars and regulate their speed, because the tendency of the
cars to press forward causes the gripping devices to assume a position nearer to the
rear of the car, swinging the levers upon the respective joints and gripping the cable
in proportion to the weight to be resisted.
We have illustrated in Fig. 15 the manner in which the grip can be made to take
a longer bearing upon the cable. In this instance we have shown three pairs of
gripping wheels D', E', with the respective shafts, bed-pieces, link frames and links
to each shaft. When pairs of wheels are arranged in this manner, it is necessary to

page_text: connect the outer ends of the respective bed-pieces G by links, as shown, in order that
they may be moved together in either one direction or the other to act upon and grip
the cable, and by the extended bearing upon said cable lessens the risk of injury to
the surface of the same or to the surfaces of the wheels.
In cases where the gripping devices are entirely moved or controlled by positive
mechanism, a careless attendant or engineer may act too quickly and break some of
the parts. We lessen this risk by the use of compressed air to apply the brakes or to
remove the same and to apply the grip or release the same, and the connections are
such that the brakes are applied when the grip is released and vise versa.
A reservoir is made use of upon the car, into which air under pressure is supplied
either at stations or by the action of a pump driven by a connection to the car wheel
axle and the necessary pipes lead from this reservoir to the cylinders that apply the
gripping levers or other mechanism for grasping the cables, and there are cocks or
valves that controll the supply of air. And other cylinders and connections to the car
brakes are made use of, with cocks that admit air to pass from the reservoir into the
cylinder and apply the brakes or the reverse in relieving the brakes. We however
provide levers and racks and connections arranged in such a manner that when the
air under pressure is allowed to move the piston and mechanism therewith connected,
the gripping devices are brought into action to sieze the cable immediately after the
brakes have been loosened from the wheels, and the reverse, that is to say, the grip
is loosened from the cable just prior to the application of the brakes and we prefer to
effect this latter object by the action of compressed air upon a piston in another
cylinder.
In order to apply the grips and brakes to more than one car in a train, the air
pipes are led from one car to another and the same operations take place simul-
taneously in the different cars, and for this object two air pipes are applied, and the
attendant has control of cocks that admit compressed air into one or the other of these
pipes, and when admitted into one pipe, the devices are brought into action that take
off the brakes and start the car, and when excluded from this pipe, and the com-
pressed air admitted into the other pipe, the brakes are applied and the car
stopped.
With a pump actuated by the movement of the car wheels, we apply an automatic
device that stops the action of the pump when the necessary air pressure has been
obtained in the reservoir.
Referring now to Figs. 16 to 27 both inclusive :-Fig. 16 is a diagramatic plan of
the pipes and connections beneath the center and one end of the car, the platform
of the car being indicated by dotted lines. Fig. 17 is a section of the air pumping
cylinder. Figs. 18 and 19 are detached views of the levers and connections to the
grip and brake. Fig. 20 is a plan of the parts shown in fig. 19. Fig. 21 is a plan
view of the gripping device detached. Fig. 22 is a section at a, z, fig. 21. Fig. 23
is an elevation of the truck. Fig. 24 is a vertical section at the line x, x, of fig. 25.
Fig. 25 is a plan view of the truck. Fig. 26 is a partial section near the middle of
the truck at the line y; and Fig. 27 is a plan view of the frame for the grip and
wheels.
Let A represent a cylinder in which is a piston actuated by a rod, a³ to an
eccentric, A upon the axle of one of the car wheels, A. The truck-frame B³ is
preferably made of iron bars, and upon one of the cross bars B, of the frame is a
bracket A to receive the trunions of the cylinder A³ so that said cylinder may
oscillate as the piston and rod are actuated by the eccentric A. This pump A³ is for
compressed air. It may be of any desired size or construction, with inlet valves 10
and outlet valves 11, and there is a pipe e³, connected to the pump by a flexible
tube, e, and passing to the reservoir E³, for containing air under pressure and there
is an inlet-opening at 14 provided with a cock or damper by which the supply of air
to the pump can be regulated, and there is a spring gage at 16, with a piston and rod
or connection 15, to the cock or damper at the opening 14 and a pipe 17 leading from
the gage 16 to the air chamber, through which the compressed air passes by the

page_text: flexible branch pipe es to the pipe e³ that leads to the reservoir E³ so that when the
pressure in the air chamber and vessel E exceeds the maximum amount, the spring
gage 16 will, by the link piece, partially close the air inlet 14 and prevent a portion
or the whole of the air passing into the pump, thus regulating the amount of air
pumped, according to the amount of air and pressure required in the reservoir E.
It is to be understood that we do not limit ourselves to any peculiar construction
of the air pumping cylinder, so long as the said pump is adapted to forcing the air
and to stopping automatically when the maximum pressure has been exceeded.
F3 is a cylinder containing a piston rod and spring, similar to the cylinders and
pistons made use of in the ordiuary air brakes for a car, and G³ is a similar cylinder,
piston rod, and spring, the duty of the cylinder G³ and its connections being to
release the grip upon the cable E and to apply the brake to the wheels A', and the
duty of the cylinder F3 and its connected parts being to take off the brake from
the wheels A and to apply the grip to the cable E. The grip and brake and
connections will be hereinafter described.
We will next set forth the manner in which the compressed air in the reservoir E³
is made to act in either cylinder F3 or G³. Along beneath each car are two
pipes f, g, and these are to be coupled together at the ends of the cars by any
suitable coupling, as indicated at 20 and 21. These couplings are similar to those
used on air brakes in cars, and at the ends of the train the pipes f, g, are closed by
any ordinary cock or other appliance, as usual with air brakes. In each car, between
the pipe and the pipe 93, there is a branch pipe with a cock 23 and between the
pipe and the pipe is a branch and cock 24. Between the reservoir E' and
the cylinder F is a branch pipe and cock 26 and between the reservoir E³ and the
cylinder G is a branch pipe and cock 25. A small cylinder 27, containing a piston
rod and spring similar to the gage 16, Fig. 17 is applied between the pipe and
the cock 25 and a similar cylinder 28 with a piston, rod, spring and connection is
applied between the air pipe f³ and the cock 26. It is now to be understood that
when the brakeman or attendant opens the cock 23 on any one of the cars by means
of a handle or lever extending up through the platform or otherwise, the compressed
air from the reservoir E' passes through the pipe es and cock 23 into the air pipe g
and raises the pressure of air therein throughout the entire train and actuates all the
cocks 25 by the cylinders 27 and their connections, and causes the compressed air
from each of the respective reservoirs E to pass into each of the cylinders G³, and
relieve the grip upon the cable E and apply the brakes to the wheels. On the other
hand, if the attendant opens the cock 24 on either car, the compressed air passes
through the pipe e into the pipe raising the pressure in that pipe throughout the
entire train, and by means of the pistons in the cylinders 28 and their connections,
the cocks 26 are opened and the air under pressure from each reservoir E³ passes into
the cylinders F to relieve the brakes from the wheels and to apply the grip to the
cable E.
From the foregoing it will be apparent that one attendant on either of the cars, can
by operating the cocks 23, 24 upon either of the cars, apply the grip to the cable
upon all the cars of the train, or release that grip and apply the brakes to stop the
train, and, furthermore, where separate cars are used upon a cable road, they can be
operated separately as before described, and where one car is used for drawing or
stopping the train, that car is fully operated for the given purpose, when constructed
as before described.
In order to illustrate more fully the manner of applying the aforesaid improvement,
we will describe a manner in which the brakes and the grip can be arranged so as to
operate in the manner before described; but we remark that any suitable brake may
be made use of, and that the devices for gripping the cable may be of any desired
character. In the present case however, we have applied the gripping device with
a truck frame and wheels for a car.
r,,, s, represent the guide wheels for the cable E, the wheels
T, having
journals that are in boxes,, and there are springs,, that press the journals
towards the cable, the wheels 8, s¹ having similar journal boxes and springs. The
B

page_text: plate or frame G7 has a gripping piece G¹ at one side of the cable, and there is a
second gripping piece or jaw G¹³ at the opposite side of the cable.
R, R are the brake bars that act upon the respective pairs of wheels r, r, s,
and k, figs. 5, 19 21, 22, is the screw shaft by which the respective parts of the
gripping mechanism are actuated.
The screw shaft k is provided with a right and left hand screw thread and upon
the plate G of the grip G₁ there is a nut for the left hand thread and upon the
grip G is a nut for the right hand thread of k, hence when said screw shaft is
turned in one direction the grip pieces G¹ and G₁ are moved away from the cable
and the latter released and when said screw shaft k is turned in the other direction
the grip pieces G G are brought towards each other and grip the cable, it being
understood that said screw shaft k has no motion lengthwise of its axis.
The springs at S10, S1 between the brake bars R, R2 and the grip pieces G¹³, G¹³
respectively, allow the wheels r, 1 and 8, s¹ to be brought up and grip the cable
gradually and before the grip pieces G₁, G's actually grip the cable, so that the car
is moving about as fast as the cable before said grip pieces G, G¹³, grip said
cable.
is a wheel upon the end of the screw shaft k, by means of which the same is
revolved in one direction to apply the grip and in the other direction to release the
grip, and we combine therewith a gear, upon the shaft 1, that is supported in
bearings 1
upon the truck-frame, and there is a pinion, upon the shaft 1, against
which the rack bar n is made to act to turn the said pinion and screw shaft k in
either direction. This rack n' is supported in suitable guides upon the truck-frame,
and as a convenient means for giving motion to the same we make use of the lever n°
pivoted in the jaws n' upon the cross bar B of the truck-frame, and there is a link n
between the lever n and the rack nt, and to this lever n is connected the rod o
that leads to the equalizer o³, rod 0, and lever of that is pivoted to the piston-rod 08
of the cylinder F³, hence, when the piston in this cylinder F is moved by the air
pressure, as aforesaid, the lever o', rods o%, o, o move the lever no, link n³ and rack
bar n³, and apply pressure to the grip by rotating the screw shaft k. There is a
second lever o connected to the lever o' by the link o¹0, in order that a second
rod 0°, (see Fig. 16) may be led off to the second truck and frame of the car, to act
therein upon a gripping device for the cable, as before described; but this may be
dispensed with where the gripping device is applied to only one truck upon the car.
The brakes are most clearly shown in Fig. 18, wherein p represents the brake-
shoes, p the eccentric or toggle bars, and p the links to the head piece p², that is
suspended from the armi p8 at one end of the shaft po, that is supported by bearings
upon the cross-bar B₁ of the truck-frame, and near the inner end of the shaft p' is an
arm po, that extends up and is bent inwardly and terminates as an eye, through
which the rod of passes, and there a rod passing from the equalizer to the
lever, one end of which is pivoted to the piston rod q° of the air cylinder G³, and 9'
becomes the fulcrum for the lever q³, so that when the air is admitted into the
cylinder G and moves the piston and rod thereof the rod q is drawn upon, and
through the equalizer o and rod of the lever n is drawn back, moving the rack
bar n¹ rotating the screw k and releasing the grip, and by the further movement the
lever n coming against the eye of the lever po, moves the same, and by the arm p³
head piece p and link po, raises the toggle or eccentric bars p³ and applies the
brakes p to the wheels A. When the contrary motion is given, as before described, by
pushing the rods 0 and o* endwise, the pressure on the brakes is released and they
are disconnected by gravity, and the further movement given to the bar n' rotates
the screw and applies the grip. The slot in the lever n° and in the rod q* permits
the parts to be moved to release the screw and the grip upon the cable before
applying the brakes, and to release the brakes before applying the grip.
It is to be understood that if the brakes are applied to all four truck-wheels, the
brake apparatus before described will be duplicated, and there will be a second bar o¹,
from the other end of the equalizer o³, as seen in Fig. 16, and the two sets of brakes

page_text: will be operated simultaneously and uniformly. It is not necessary, however, to
duplicate the link n and rack-bar n°, as only one rack-bar is required upon the truck.
It will be further apparent that when the brakes are applied to each truck, the
levers 9, 9 should be connected by the link q', and the bar 9 and parts connected
therewith duplicated, so as to act upon the brakes of each truck in the same manner.
We remark that air instead of oil may be admitted into the cylinders C, C, fig. 10
for regulating the speed of the car and that air may be pumped from said cylinders
into the reservoir Es fig. 16 for actuating the grip and brakes.
Having now particularly described and ascertained the nature of our said invention
and in what manner the same is to be performed, we declare that what we claim is :-
1st. The combination with the frames B and C and the traction grip upon the
same, of the bed-pieces I, G, with jaws by which they are pivoted at their inner
ends, the link-frames K, K² the links M, M³, for connecting the link-frames, and the
links G, I, connected to the respective bed-pieces G and I, for swinging the same
and the link-frames into an inclined position to the frames B and C, and thereby
applying the grip, substantially as set forth.
2nd. The combination with the frames B₁ and C² and the gripping devices carried
by the same, of the bed-pieces G and I, pivoted at their inner ends, the link frames K
and K³, sliding upon the pieces G and I, the links M, M¹ for connecting the link-
frames, the spring N, and the toggles L, substantially as set forth.
3rd. The combination with the frames B¹, C³, capable of receiving an end wise
movement, of the shafts D, E, the traction wheels D' E', supported by such frames,
the bed-pieces G and I, pivoted at their inner ends to the frames, the link-frames K, K³,
the links M, M¹ connecting the link-frames, and. the links GI¹, connected to the
outer ends of the bed-pieces G and I, substantially as specified, whereby the
wheels E D are caused to grip the cable, or its equivalent, in proportion to the load
to be moved substantially as set forth.
4th. The frames B₁ C and the shafts D and E, supported by the same, the traction
wheels D E¹, the bed-pieces G and I, link-frames K K³, links M M³, for connecting
the link frames, the spring N between the link-frame K and the jaw g, and the
toggles L between the link-frame K and the jaw i and the links I' and G₁, substan-
tially as set forth.
5th. The combination with the wheels A, frame A2, and bed-plate A*, of the bed B,
adapted to slide upon the frame A³, and the vertical frame B¹ connected to the
bed B, the supporting plate C³ and swinging frame C², connected to and moving
with the bed B and frame B¹, the shafts D and E sustained by the respective frames Bi
and C, the traction wheels D¹ E¹, and mechanism substantially as specified for
pressing the wheel E¹ toward the wheel D¹ and grasping the cable or its equivalent,
and the cranks, connecting rods and cross heads, substantially as set forth.
6th. The combination with the traction wheels and the frames for supporting the
same, of the bed-pieces G I, hinged to the respective supporting frames, and the
links G¹ I', lever links G2 I', links G* I*, and connection H to the truck or car frame,
and the link frames K K2, and connecting mechanism substantially as specified, for
applying the traction wheels D' E' to the cable or its equivalent with a gripping
pressure resulting from the action of the load to be drawn tending to swing the bed-
pieces G and I into inclined positions substantially as set forth.
7th. The combination with the traction wheels D' E' and their respective shafts
and cranks, of connecting rods, cross heads, piston rods, piston and cylinders adapted
to contain oil or other fluid, and valves or cocks in the ports that connect the ends of
the respective cylinders, whereby the revolution of the traction wheels is controlled or
arrested, according to the positions of the valves or cocks, substantially as set
forth.

page_text: 8th. The combination with the truck and wheels and the frames B¹ C", of the traction
wheels, bed-pieces G I, hinged to the frames C B', the link frames K K², links M M',
toggles L, toggle link L', crank shaft L³, and lever L substantially as specified.
9th. The combination with the truck and wheels and the frames B¹ C³, of the
traction wheels, bed-pieces & I, hinged to the frames C B¹, the link-frames K K²,
links M M', toggles L, toggle link L' crank shaft L' and lever L', foot Q³,
lifter Q and incline Q3, substantially as set forth.
cam-
10th. The combination with the frames B1 03, and the bed B and supporting
plate C³, of the hinge block and hinge upon which the frame C swings, the mechanism
carried by the respective frames B₁ C respectively, substantially as specified, for
clamping the traction cable, the bed-plate A for supporting the parts, the links that
connect the bed-plate A to the bed-pieces G and I of the gripping mechanism, and
the lever P and links P2 for moving the frames B₁ C2 endwise and increasing or
jessening the grip upon the cable, substantially as set forth.
11th. The combination with the cable and gripping devices, of levers at each side
of the cable, a link connecting the fulcra of such levers together, and links between
the outer ends of such lovers and the car substantially as and for the purposes set
forth.
12th. The combination with the cable and the gripping devices, of levers at opposite
sides of the cable, two links for connecting the fulcra of the levers on one side to the
fulcra of the levers on the other side, and connections from the outer ends of the
levers to the cars whereby the resistance in moving the cars either in one direction or
the other, applies the leverage to the gripping devices, substantially as specified.
13th. The combination with a car brake and a mechanism for gripping or releasing
a traction cable, of an air reservoir, an air cylinder, its piston, rod, and connections,
substantially as specified, for releasing the grip and applying the brake to the wheels,
and a second air cylinder, its piston, rod, and connections for releasing the brake
and applying the grip to the cable substantially as specified.
14th. The combination with a traction cable and grip, of a car truck and wheels,
an air pump receiving its motion from the wheels, a reservoir into which the air is
pumped, a cylinder, rod, and connections for actuating the gripping device, sub-
stantially as set forth.
15th. The combination with the car truck, traction cable, and gripping device, of
an air pump actuated by a connection to the car wheels, a reservoir into which the
air is pumped, a cylinder, and devices for actuating the grip for the cable by the air
pressure, and an automatic gage for stopping the pumping of the air when the
maximum pressure is attained, substantially as set forth.
16th. The combination with the traction cable and its gripping device, of a
reservoir containing air under pressure, cylinders and pistons, rods, and connections
for applying the grip and removing the brake and removing the grip and applying the
brake, and cocks or valves, and air cylinders and pistons for actuating the same, and
air pipes and cocks, substantially as specified whereby the grip and the brake
respectively are controlled whether in one or several cars substantially as set forth.
17th. The combination with the traction cable, grip for the same, and the cars and
car brakes, of two air-pipes extending the length of two or more cars, the coupling for
connecting said pipes, a reservoir for containing compressed air, and cocks by means
of which the compressed air is directed to the brake mechanism or to the grip
mechanism at will substantially as set forth.
18th. The combination with the grip mechanism and traction cable, of the truck
frame and wheels, the brake mechanism, and the lever, rack, and connections, substan-
tially as specified, for releasing the grip and then applying the brake, and releasing
the brake and then applying the grip, substantially as set forth.

page_text: 19th. The combination with the car wheels and brake and the grip mechanism for
connecting the car to a traction rope, of an air reservoir, and mechanism actuated by
the compressed air for applying the grip in grasping the travelling rope, and
mechanism actuated by the compressed air for applying the brake when the grip is
released substantially as specified.
20th. The combination with the grip mechanism for connecting the car to a traction
rope, of an air pump and reservoir, a connection to the axle of the car wheels to drive
the pump, and mechanism actuated by the compressed air for applying the grip in
grasping the travelling rope substantially as set forth.
21st. The combination with the car and wheels, of an air pump receiving its
motion from the wheels, a traction cable and grip, and mechanism for actuating the
grip by the compressed air substantially as specified.
22nd. The combination with a positive cable gripping mechanism, of wheels at
opposite sides of the cable and frictional brakes acting on the wheels substantially as
specified.
23rd. The combination with a positive cable gripping mechanism, of wheels at
opposite sides of the cable, frictional brakes acting on the wheels, and springs between
the brakes and positive cable grip substantially as specified.
Dated this 4th day of July 1887.
BREWER & SON,
Agents for the Applicants.