to Cables or Ropes for Driving the same.
Year: 1887

page_text: to Cables or Ropes for Driving the same.
I HENRY HARRIS LAKE of the firm of Haseltine Lake & Co. Patent Agents,
Southampton Buildings, in the County of Middlesex, do hereby declare the nature of
this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
The object of this invention is to improve that class of mechanism for cable railways
which couples the car to the cable by a notched wheel or disc instead of by a grip.
The invention consists essentially in the construction and combinations of parts as
hereinafter described.
In the accompanying drawings
Figure 1, shews a side view of the mechanism and coupling wheel or disc, detached
from the car body.
Figure 2 shows in plan the mechanism illustrated in Figure 1.
Figure 3, is an end view of parts taken through line X X of Figure 2.
Figure 4 is an end view of the coupling wheel or disc, taken from the right through
the line z, z, of Figure 2.
Figure 5 is an end view of the brake-mechanism taken from the right through the
line Y, Y, of Figure 2.
Figure 6 is a front end view of operating levers looking from the right of
Figures 1 and 2.
Figure 7 shows in side-view certain details, hereinafter described.
In said Figures the several parts are indicated by letters as follows:-
A indicates the disc having teeth cut in its periphery for engagement with a traction
cable; a¹ a stationary shaft on which said disc revolves and to which it is attached by
means of flanged collars a², a², and bosses a³, aª which revolve with said disc.
The disc A, is adjusted on the shaft a' to prevent side-play by the collar u secured
to said shaft by aset screw and an interposed washer or liner w.
The frame B,

page_text: which carries the disc A, and its detailed parts is prolonged into armis b, b, which carry
weights (not shown) to counterbalance said frame, which is free to vibrate or oscillate
about the main shaft F, as a centre as hereinafter described. Said frame is braced
and connected together by the cross bars 64, 64, and also further connected by the
hollow brace or sleeve C³, upon which it is mounted. By means of said sleeve directly
mounted on the shaft F, the frame B, is free either to shift sideways or to vibrate on
the stationary main shaft F as hereinafter more particularly described. The arms b
forming part of the frame B, are made as separate pieces united to the parts B, through
their respective jaws forming a boss 11, by means of bolts b³ as shown in Figure 1.
The arms b, b, can however if desired be directly connected to the sleeve C³, instead
of to the frame B. The arm 62, is attached to the sleeve C3, by the bolts 6. Said arm
operates when vibrated to either lift or lower the frame B, and the disc A, by
oscillating the sleeve C³, on the shaft F as a centre.
The hangers C, one on each side, which support the ends of the stationary shaft F,
in suitable bearings provided with caps C, and bolts F are secured by plates C¹,
the body or framing of the car. The hangers C, are provided with cupped-ends c¹,
offset horizontally, as shown, and the plates C, have corresponding dished or cupped
discs c², secured in brackets forming parts thereof and depending therefrom. Between
the discs c¹, c² are inserted rubber balls 3, through which, the discs c¹, c* and the
hangers C, said hangers are united to the plates C₁ by bolts c, passed through the
brackets depending from the ends of said plates and secured by nuts, as shown in
Figure 1
The clutches D, D¹, are loosely mounted on the sleeve C³, D¹, however, being pre-
vented from rotary motion by means of the arm or rod d¹, which ends in a swivel-
fork-connection p, s, with the plate dt, which plate is bolted to the lower part of the
car-body, preferably under its front platform. The clutch D, is free to rotate on the
sleeve C³, when operated by the rod d, connected thereto at one end by a swivel-fork-
connection p, s, and by a similar fork connection at its other end to the brake lever d³,
which lever passes up through the platform of the car, conveniently placed to be
operated by hand. Said brake-lever is supported on a centre bolt n, provided with
end-nuts, in a bearing d³, bolted on top of the floor of said platform.
The brake-arm E, oscillates on a centre e³, as a fulcrum. Said centre may either
be part of a boss reduced as shown in Figure 5, or a pin fitted through an eye in said
boss, as shown in Figure 1. The brake arm E, ends in a fork e, which loosely
embraces the sliding brake-shoe G, the fork e being connected to said shoe by the
stud-bolts e. Said stud-bolts are screwed into holes made for the purpose in the boss
of the brake-shoe G. Said shoe is held from "wobbling" by means of a surface
bearing, shown by the dotted circle g, (Figure 2), which fits neatly to the inside of
the forked end of the brake arm E. The brake shoes G, G¹ are provided with false
or renewable faces g, gl of leather or metal, secured in any suitable or convenient
manner to said shoes, in order to take the wear due to friction against the wheel or
disc A. The stationary brake-shoe G₁, is provided with a shank g³ which is screw-
threaded a portion of its length. Said shank has a smooth bearing in a boss on
the frame B, and its end is further supported by an outside bearing 65, secured to
the frame B. The worm wheel 93, fitting neatly between the outside bearing U,
and the frame B, and free to revolve, but not to move sideways, is threaded to fit over
the threaded part of the shank g², and a worm-shaft g, operates said wheel. This
worm mechanism as an adjunct to the brake-shoe G¹, holds the same stationary after
its adjustment has been made through the instrumentality of said mechanism, but the
set-screw ¹, is added to more securely clamp the shoe to its shaft, after adjustment
by the worm-wheel g².
The complete operation of the mechanism above described is as follows:-
The arm b³, is connected, through the rod H, to the lever J (Figure 6) which lever
has a bearing on the bolt n, which passes through its eye, in common with the brake-
lever d³, in the bearing d³, on the car-platform. By moving therefore the lever J, the
arm 62, secured by the bolts ³ to the sleeve C³, on which the frame B, is secured,
gives motion to said frame and to the disc A, secured thereto, in a vertical direction

page_text: either up or down. Said movement of the frame B, is thus effected as clearly shown
in Figure 7. The sleeve C³, has at this point, a portion of its circumference of smaller
radius than the remainder, having two projections or stopsy. where the radii of
different lengths terminate. Portions of the circumference of each eye in the frame B,
are similarly of different radii, so that stop may be opposed to stop between the eye
and the sleeve, as clearly seen in Figure 7.
It is, therefore, evident, that whenever the projection a, is lowered by the rotation
of the sleeve C³, that the frame B, will follow said sleeve down, the part B, falling by
its own weight, or preponderance over the part b. It is also evident that, if the disc A, or
frame B, should be thrown up from any cause, said dise and frame will rise unimpeded
by said sleeve, no matter what the sleeves position, as its rotary, or angular motion is
limited. The arm 2 being secured to the sleeve (3 by bolts 63, will always, when
operated by the hand-lever J, lift the disc A, out of the cable-slot, as well as perimit it
to descend therein, as just described, but no part of the machinery offers any
impediment to the rise of said disc, should it meet with any obstruction while the car
is in motion.
The disc A, having been lowered into the slot in the cable-way and its notches
engaged with the cable, said dise will revolve with such speed as the travelling cable
may impart to it, the car in the meantime, remaining at rest. The next step is to start
the car in motion. This is effected by operating the hand lever d³, which, connected
by the rod d to the clutch or crab D, partly rotates or oscillates the same, thereby
sliding the clutch, or crab D¹, sideways on the sleeve C³, as said clutch D' is prevented
from rotating by the rod d', articulated thereto and to the plate d', on the body of the
car. The sliding motion thus given to the clutch D¹, throws over the brake lever E
which lever in turn moves the break-shoe G, hard against one side-face of the disc A.
The brake-shoe G¹, being adjusted so that it just clears the other side of the disc A,
said pressure of the shoe G, clamps the disc tight between the two brake-shoes, so that
it cannot revolve. Its stoppage therefore, being fast to the cable, starts the car.
Sufficient side play is permitted to the disc on its shaft a¹, to prevent the pressure
of the brake-shoe G from warping or springing said disc. Such tendency is moreover
neutralized by the nice adjustment of the brake-shoe G₁, effected by its worm-
gearing g, hereinbefore described. As the clutches D D¹, are each loosely fitted on
the sleeve C³, the one permanently non rotative and the other adjustably so, any
upward movement of the disc A, and consequently of its frame B, caused by any
obstruction, can readily take place, regardless of whether the brake-shoes G, G³, are
in or out of engagement with said disc, that is whether the starting-brake is on
or off.
It will be observed that the rods dd¹, and H are so connected at each end
respectively to the arm 63, the arms D, D₁, plate d, and hand-levers d² and J, by
forked-swivel joints ps that the whole frame B, with its attached mechanism can
freely slide sideways on the shaft F. This sliding motion or self adjustment is
necessary because the car-body is subject to oscillation, while the disc A, is held in
an absolute path by the cable way slot, and also because part of the car-body
supporting the hangers C, and the said disc adopt different paths in passing around
curves.
The disc A, being thus free to rise or fall automatically or by reason of meeting any
obstruction as hereinbefore described does so rise, and then fall after passing such
obstruction without in any wise jarring or straining the operating levers or other
connections. By this arrangement also, the disc A, can be automatically switched
from one slotted cable-way over to another, when the car is switched or directed at
an angle in its course, such switching or change of direction being frequently
desirable. By throwing back the sleeve C³, by operating the hand levers J over a
notched quadrant or otherwise and thus anchoring also the levers b³ the disc A is
lifted up entirely clear of the cable-way slot and held up clear of all obstruction.
In practice it has been found, that with all the above mentioned parts working well,
that both noise and uncomfortable sensations were produced by back-lash between the
discs and stops, and by vibrations in the connections and in the car-body. These

page_text: undesirable features have been obviated by making the disc A of two or more pieces
in thickness as indicated by the Figures 1, 2, 3 Figure 4. Such pieced construction
takes away metallic ring and deadens noise. Such sound-deadening effect is further
aided by making one of such thicknesses of a piece of some dead substance as paper
or wood. Three pieces however, of the same metal (preferably steel) have been found
the best number to effect the purpose and the use of such number of pieces of metal
dispenses with any absolute necessity of using special sound-deadening material.
Vibration is, of course, also much neutralized, or prevented by the use of the large
ball-rubber washers c³ in the main hangers C, and still further also, by taking the
spring" out of the floors of the cars, by making the same of very heavy flooring
material. The application of extra heavy flooring for such purpose has been found
very efficacious.
"
Having now particularly described and ascertained the nature of my said invention
and in what manner the same is to be performed as communicated to me by my
foreign correspondent I declare that what I claim is.
First. In combination with a cable-car, a rocking-frame pivotted to automatically
oscillate vertically and slide laterally on a common centre, and carrying a driving
disc or wheel adapted by notches or teeth to engage with or couple the car to a
traction-cable, whereby said frame is free to rise whenever said disc meets an
obstruction, to thereafter fall and permit said disc to reengage the cable, and also
slide laterally as guided by said disc's deviation from a straight line, substantially as
and for the purposes set forth.
Second. In combination with a cable-car a disc or wheel for coupling the car to its
driving cable, constructed of two or more thicknesses of material at least one of said
pieces made of metal, and the other or others of metal and some sound deadening
material, one or both, whereby the noise of the mechanism is materially lessened
substantially as and for the purposes set forth.
Third. In a cable-car-mechanism an oscillating sleeve as C³, mounted upon a fixed
shaft and provided with a stop as c, an arm as a rod as H and a hand lever as J,
in combination with an oscillating frame as B, mounted on said sleeve and provided
with a corresponding stop in its eye and carrying a cable-coupling disc as A whereby
said disc is both thrown up out of connection with the traction-cable and allowed to
again reengage the same by operating said lever J, substantially as and for the
purposes set forth.
Fourth. In a cable-car-mechanism an oscillating sleeve as C³ mounted upon a fixed
shaft and provided with a stop as y, in combination with a coupling disc as A, carried
in an oscillating frame as B, mounted on said sleeve and provided with a corresponding
stop in its eye with lost motion between said stops, whereby said disc, when coupled
to the cable is permitted to automatically rise to obstructions and to automatically fall
thereafter by the preponderence of said frame, and reengage the cable substantially
as and for the purposes set forth.
Fifth. In a cable-car-mechanism in combination with a driving wheel or disc as A,
a brake-shoe as G¹, provided with gearing for adjustably fixing the same nearly in
contact with one side-face of said wheel, substantially as and for the purposes set
forth.
Sixth. In a cable-car-mechanism in combination with a driving wheel or disc as A
and a fixed brake-shoe as G¹, a pair of clutches as D, D', the former clutched rocking
the other sliding upon a common centre, a pivotted brake lever as E and a brake-
shoe as G, secured thereto whereby said brake-shoes are caused to clamp or release
said disc, at will, by operating said rocking clutch, substantially as and for the
purposes set forth.
Seventh. A cable-car-mechanism secured to a car, consisting of the following
named elements in combination namely; a frame, carrying a cable-coupling disc,
pivotted to rise and fall with said disc; a brake-mechanism for said disc loosely
mounted on a common centre with said frame and connected by pivotal connections 5
to the car and to a hand-lever thereon, whereby said frame is permitted to slide

page_text: laterally on its pivotal centre whenever said disc is deflected from a straight line in
its passage through the slot in the cable way without disturbance of or hindrance by
its car-connections substantially as and for the purposes set forth.
Eighth. In combination with a cable-car a shaft, for carrying the mechanism for
connecting the car and cable, suspended from the body of the car in elastic bearings
whereby jar or shock is taken up by the elasticity of said bearings in both horizontal
and vertical directions, substantially as and for the purposes set forth.
Ninth. In combination with a cable car, a shaft, as F, carrying the mechanism for
connecting the car and cable, suspended in hangers as C, coupled to brackets as C³,
on the body of the car, by means of cupped flanges as c¹ c² rubber balls as e³ and
bolts as c¹ substantially as and for the purposes set forth.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.