Improvements in Cable Railway Apparatus.
Year: 1888

page_text: Improvements in Cable Railway Apparatus.
I, HOBART W. MCNEILL, of Oskaloosa, in the State of Iowa, United States of
America, Mechanical Engineer, do hereby declare the nature of my invention for
"IMPROVEMENTS IN CABLE RAILWAY APPARATUS," and in what manner the same
is to be performed, to be particularly described in and by the following statement :-
This invention relates to cable railway apparatus of that class wherein motive power
to propel the cars is derived from an endless traction cable which travels within a suit-
able conduit or tube extending along and conveniently located between the rails of the
road-way; and more particularly does the invention relate to that class of cable rail-
way apparatus, wherein the propulsion of the car is effected by means of projecting
arms carried thereby and adapted to engage with suitable stops or trucks fixed at
convenient intervals along ths cable, an example of this type of cable railway apparatus
being illustrated in British Letters Patent No. 8,168, of the year 1886.
The improved apparatus is hereinafter described and illustrated in the accompanying
drawings, and its novel features are particularly pointed out in the claims at the end of
this specification.
Figure 1 is a view in vertical cross section through a section of the road bed, the
cable tube, and the truck and cable held within said tube. Fig. 2 is a detailed view in
vertical section of the cable truck. Fig. 3 is a plan view of the cable truck. Fig. 4
is a plan view of the improved drum or pulley. Fig. 5 is a view in central vertical
section through Fig. 4. Fig. 6 is an enlarged detail view in vertical section through
the rim of the drum or pulley. Fig. 7 is a section similar to Fig. 6, but showing the
modified form of the pulley rim. Fig. 8 is a fractional view in longitudinal section,
through a portion of the pulley rim, shown in Fig. 7.
A designates the conduit within which the traction cable B runs, this conduit being
similar in construction to that set out in the Letters Patent hereinbefore mentioned,
the sections of the conduit being bolted together, by means of suitable fish-plates (

page_text: that are connected by tie-rods c with the upturned ends of the stools D, that rests upon
the cross-tics of the road.
The wheels, E, of my improved cable truck, are preferably of cast iron with their
peripheries chilled in order to give great hardness thereto, so that all danger of the
flattening of the wheels incident to any slipping or skidding on the rails, is avoided.
The outer face of each of these wheels E is convex or inclined, in order to enable the
wheels to more readily pass the abutting joints of the tube sections without danger of
being caught thereby. The trunk wheels, E, are fixed upon the reduced ends of the
axle E, and the central portion of each axle passes through a suitable bearing formed
in the casting, E2, and is held against lateral movement with respect thereto by means of
the cast metal ring E3 preferably of lead or Babbitt metal which fills the central annular
groove e of the axle, and also the groove formed opposite thereto in the body and cover
of the casting. This soft metal ring E³ is introduced after the axle has been placed
within its bearing, and through the channel that communicates with the semi-
cylindrical seat formed in the upper part of the casting to receive the traction cable B.
The lower part of the casting, 2, forms an oil-box, E, through which oil is delivered
to the axle, E¹, by any convenient means, as for example, by pieces of lamp-wicking
or cotton waste dipping into the oil-box, and bearing against the surface of the axle ;
the oil being admitted to this oil-box in suitable manner, as by a hole through the
casting. In the upper part of the casting, E3, is secured, preferably by dove-tailed
joint, as seen in Fig. 1, the wrought metal pins E³, the upper ends of which pins pass
through suitable openings formed for the purpose in the top plate, E, of the casting.
The upper part of the casting and the under side of the top-plate or cover E6 are each
provided with a semi-cylindrical seat to receive the cable B, and when these parts are
joined together, there is formed an annular recess within which will be cast the metal
ring E, preferably of lead or Babbitt metal, that is introduced through a suitable hole
(not shown) in the casting, and conforms to the grooves between the strands of the
cable, and fills the annular grooves in the casting and top plate. By thus providing
a groove or recess to permit a cast metal ring to encircle the cable and engage with
the casting of the truck, it is obvious that an additional means is thus afforded for
preventing the longitudinal movement of the truck upon the cable, and of securing a
better joint between the cable and the truck. At the front and back of the truck, and
firmly fixed to the cable are stops or buttons F of any suitable construction, and these
stops or buttons, together with the cast metal ring E', serve to securely prevent
possibility of the slipping of the trucks upon the cable. The upper portion of the
casting, E, is provided with the front and rear extensions and e³, recessed to
receive the cable, the recesses of each of these extensions being preferably interiorly
bevelled or bell-mouthed, to permit a slight movement of the cable; the purpose of
these extensions being to afford a longer and easier bearing for the cable. By thus
uniting the casting that sustains the truck wheels, to the cable by means of a soft or
cast metal ring encircling the cable, and engaging with the casting of the truck, and as
well also by employing the stops or buttons, F, at front and rear of the trucks, the
cable trucks are sustained against all danger of longitudinal displacement, and as
well also, are much more snugly held in place upon the cable in such manner as to
reduce to a minimum the noise or jar of movement.
Upon each side of the casting, E, is formed an annular rib or collar that
enters a corresponding annular groove e formed upon the inner face of each of the
truck wheels, E. The grooves in the wheels, E, are of suitable depth to receive the
annular rib e and preferably also to admit the rings e of Babbitt metal, against which
the annular ribs of the castings will bear when the wheels are in position. Each filling
or ringe of Babbitt metal is preferably run into its groove after the wheels have been
set upon the axles, so that a snug joint between the annular ribs or collars of the wheels
is effected. My purpose in providing the casting with the annular ribs or collars et,
and in providing the wheels with the corresponding annular grooves e, is to avoid all
danger of dust or dirt working into the bearing faces of the truck axles, and also more
securely guard against any lateral movement of the wheels with respect to the casting.
Referring to Figs. 4, 5, 6, 7 and 8 of the drawings, G designates the body of the

page_text: drum or pulley, the rim g of which is provided with a deep groove around its
periphery, to admit the tongue or web h of the outer rim H. This outer rim, H, is
formned, as shown, of separate sections, and each section is shown as provided with a
seat to admit a truck of the traction cable B. The purpose in making the outer
rim, H, of the drum or pulley of separate sections is to enable the diameter of the
druin to be varied in order to compensate for any stretch of the cable between its
stops or trucks. The variation in the diameter of the drum or pulley is effected when
desired by means of the threaded bolts K and the tie-bolts L. The threaded bolts, K,
pass through correspondingly threaded holes in the rim g of the drum or pulley, and
their outer ends enter plain seats in the sections H of the outer rim. The tie-bolts L
pass through both the inner and outer rims, and are provided with set nuts, as shown.
It will therefore be seen that when it is desired to increase the diameter of the drum or
pulley, to compensate for the stretch of the cable between the stops or trucks, it is
only necessary to turn the threaded bolts K, thus forcing the sections H outward, and
after these sections have been forced outward to the desired extent, the nuts of the
tie-bolts L will be tightened, so as to hold the outer and inner rims of the drum or
pulley firmly together. Referring to the construction shown in Figs. 4 to 8 of the
drawings, it will be seen that within the groove or gorge of the sections H of the
outer rim are set the grooved rolls M, the axles m of which rolls pass through
the sides of the rim, and a convenient way of setting these grooved rolls within
the rim, is to cut out one side of the rim to a sufficient extent to permit the rolls
to be set in place, and afterwards to fill the space thus cut out with a bearing N
of Babbitt metal or other suitable material. From this construction it will be seen
that as the traction cable B passes around the drum or pulley, it will bear against
the rolls M, and as these rolls are at all times free to turn, it is obvious that if
the stops or trucks of the cable do not accurately enter their appropriate seats i,
but strike against the edges of the seats, the bearing of these stops or trucks
against the edges of the seats will cause the rim of the drum to slip or yield
slightly until the stops or trucks enter their seats.
In the construction shown in Figs. 7 and 8 of the drawings, the outer rim H of the
drum or pulley, is provided with a deep groove in which are set the blocks O that are
grooved to receive the traction cable. These blocks O are provided with elongated
openings through which pass the rollers P. that serve to sustain the blocks. The
journals p of these rollers P are suitably sustained in journal blocks or plates R that
are set within the sides of the rim of the wheel. From this construction it will be
seen that the blocks O are free to slip or yield slightly and hence if the trucks or stops
of the cable do not at once enter their proper seats in the outer rim, then the bearing
of these stops or trucks upon the edges of the seats will cause the blocks O to yield or
slip slightly until the stops or trucks enter their seats. Thus by constructing the rim of
the drum or pulley in the manner above described so that it shall yield or slip under
the strain of the cable, the stops or trucks of the cable will at all times be brought to
a true position within the seats of the pulley, and this will be the case even if there
should be a slight variation in the distances between the different stops or trucks.
In cable railway systems, it is very desirable that there shall be interposed at some
point between the engine and the driving cable, a safety clutch, which shall instantly
and with certainty cease to transmit the engine power in case any unusual strain or
resistance is encountered, and before the breaking point of the cable is reached. The
object of this part of these improvements is to provide such a safety clutch. Upon
the shaft S on which is mounted the drum or pulley G is fixed a collar G₁, and in this
collar and in the hub of the drum or pulley are formed seats or perforations that
receive the tempered steel rings T and T. Through the rings T and T¹ pass the
coupling pins V, one or more in number, and these coupling pins are preferably
formed of wrought iron. The steel rings T and T¹ form shears that serve to cut the
coupling pins when the strain upon the cable has reached the desired limit, and when
the coupling pins V have been thus severed, the drum or pulley G, will no longer
transmit power to the cable, although the shatt S and the engine will continue their
•

page_text: movement. Hence it is obvious that by the employment of coupling pins of the proper
size and character the amount of power that the drum or pulley shall transmit, can be
determined with exactness, since it is dependent upon the resistance that the coupling
pins offer to the shearing action of the steel rings. Thus, for example, if it is desired
to fix the limit of strain upon the traction cable at one half its breaking strain, it is
only necessary to employ such coupling pins as will yield to the shearing action of the
steel rings, when a resistance equal to one half of the breaking strain of the cable is
encountered.
It will be readily understood that this improved clutch mechanism can be applied at
any point between the engine and the cable, although I regard the main driving drum
or pulley as the most approved point for its application.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :
1. The combination with a traction cable, of a truck, having a suitable recess
therein, and a cast metal ring or filling within said recess, and upon which said truck
is held in a manner free to turn, and suitable stops at the front and back of the truck;
to guard the same against longitudinal displacement, substantially as described.
2. The combination with a traction cable, of a truck, a connection between the
body of the truck and the cable, and with respect to which connection the body of
the truck is held in a manner free to turn, and independent buttons or stops attached
to the cable at front and back of the truck to guard the truck against longitudinal
displacement, substantially as described.
3. The combination with the main body of the truck and the truck wheels, of
suitable dust collars extending between said main body and wheels, substantially as
described.
4.-The combination of the main body of the truck having annular ribs upon the
sides thereof, the truck wheels having annular grooves to receive said ribs, and soft
metal rings within said annular grooves, substantially as described.
5. The combination with the truck axles, of wheels having convex or inclined outer
faces, substantially as described.
6. In cable railway apparatus, a sprocket drum or pulley having an automatically
shifting rim, substantially as described.
7. In cable railway apparatus, a drum or pulley having an automatically shifting
rim, provided with sprocket seats thereon, substantially as described.
8. In cable railway apparatus, a drum or pulley having sprocket seats thereon, and
an intermediate series of freely revolving rolls, substantially as described.
'
9. The combination with a drum or pulley having an inner fixed rim, of an outer
sectional rim adjustable thereto, and provided with sprocket seats in its sections,
substantially as described.
10. The combination with a drum or pulley having a grooved inner rim, of an outer
segmental rim tongued to said inner rim, and provided with sprocket seats in it's
sections, and held in adjustable relation to said inner rim, substantially as described.
11. In cable railway apparatus a safety clutch mechanism, comprising suitable
shears and one or more coupling pins extending between said shears and adapted to
be severed thereby, substantially as described.
12. In cable railway apparatus, the combination of a drum, wheel or like part
having a perforation therein with a hard shearing edge, a shaft whereon said part is
mounted, provided with a fixed collar or projection having a perforation therein with
a hard shearing edge, and a comparatively soft pin held in said perforation, and
adapted to be severed when the strain on the drum, wheel or like part, reaches a
certain limit, substantially as described.
13. In cable railway apparatus, the combination of a drum, or wheel G, having
one or more perforations, a shaft S, on which said drum or wheel is mounted, a fixed
collar or projection G₁ having one or more perforations, hard metal shears T and T¹ 5

page_text: within the perforations of the drum or wheel, and the collar or projection and a coupling
pin or pins within said shears, substantially as described.
14. In cable railway apparatus, the combination with a drum or wheel for trans-
mitting power to a traction cable, of a shaft for said drum or wheel, a collar or
projection fixed upon said shaft, said drum or wheel and said collar or projection being
provided with suitable shears, and one or more coupling pins, substantially as
described.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London,
Agents for the Applicants.