Improvements in and connected with Gripping Devices for Suspended Cable or Rope Railways.
Year: 1896

page_text: PROVISIONAL SPECIFICATION.
Improvements in and connected with Gripping Devices for
Suspended Cable or Rope Railways.
I, ADOLF BLEICHERT of Leipzig-Gohlis, in the Empire of Germany,
Manufacturer do hereby declare the nature of this invention to be as follows-
Coupling arrangements for locking cable railway carriages or cars, by coupling
them to the traction cable, are not unknown, the arrangements of that class, which
have hitherto been introduced, being devised on the principle that the locking or
gripping checks or jaws are compressed by the weight of the load, the weight of
the vehicle acting upon the jaws direct. The compressing or gripping effect thus
produced is so slighi, however, that somewhat steep gradient cannot thereby be
overcome, nay, that even along a substantially horizontal road, having no other
slopes or inclines but those formed by the curves or bendings of the supporting
cable, these arrangements prove ineffective.
Now the subject of this invention is a coupling device for wire-cable railways,
wherein the weight of the carriage is transferred to the gripping or locking cheeks
through the medium of levers, screws, wedges or the like, in such a manner that
the pressure produced represents a multiple of the weight of the carriage; owing
to which arrangement the required coupling may be effectively carried out on slopes
or gradients of no matter what angle of inclination.
The rolling mechanism of the carriage consists of the two side frames or cheeks,
held together by spacing rods or bolts and carrying pivots or axles whereon are
mounted the wheels,-at their ends.
Between the side frames or cheeks there is located a sliding body which is
guided in the vertical direction by the guide-rails secured to the said cheeks. The
sliding body, at its lower end, carries a suspension bolt or rod for the suspended
frame which supports the body of the vehicle; while at the upper end of the
sliding body is situated the point of engagement for the longer arm of a doubie-
armed pivoted lever, acting not unlike tongs, the shorter arm of which, assuming
the shape of a gripping jaw is pressed against a second, similar, gripping jaw,
rigidly attached to the check or side piece of the rolling mechanism of the car;
so that the traction cable extending through the pair of gripping jaws is adapted
to be tightly compressed between them. The point or part at which the sliding
body is to actuate the double-armed lever is regulated by a set screw.
This screw
has a recess or notch, of suitable shape, for the reception of one of the arms of the
double-armed lever. By raising or lowering this adjusting screw, the situation of
the point of action or operation of the said double-armed lever may be varied, the
space between the gripping jaws being reduced or enlarged accordingly, so as to
suit the diameter of the traction cable.
In one form of apparatus, the transmission of the strain or pressure from the
point of engagement of the sliding body, or from the set screw on the double armed
or tong-shaped lever, to the gripping jaw, is supposed to take place at the ratio
of 1:3, so that, assuming the carriage to weigh, say, 500 kilogrammes, the traction-
cable will be gripped at a pressure or weight of 3 x 500 1500 kilogrammes.
Now if, with a greased cable, the coefficient of friction be set down at 1, then the

page_text: cable, on being gripped or locked as stated, will withstand a "pull" of 150 kilo-
grammes; or, in other words, the vehicle weighing 500 kilogrammes will be fit,-if
provided with the present coupling device,-to be used for gradients
500
150
500
250
1:31.
= 1:2,
In a modified form of this apparatus this transmission of lever action may be
expressed as 1:5. In this case, taking the weight of the vehicle to be also
500 kilogrammes, the cable will be gripped at a weight or strain of
2500 kilogrammes, so that this carriage might travel over gradients of
without any slipping of the traction-cable in the gripping jaws being likely to
occur. Hence it follows that this coupling mechanism may be employed with
absolute safety on the steepest inclines ever occurring in practice, provided their
ratio of transmission or pressure between the sliding body or support, sustaining
the weight of the carriage, and the gripping jaws is pre-determined or adjusted
accordingly.
One particularly important feature may be here called attention to in connection
with the apparatus above referred to and that is, that the gripping jaws are
situated entirely above the rolling mechanism. A carriage, provided with this
coupling apparatus, may, therefore, travel along the track-line over curves of no
matter what dimensions or amplitude, in a perfectly automatic manner, and without
its being necessary to loosen or detach it from the traction-cable. There are
provided, for this purpose, above the vehicle, within the gripping jaws, horizontal
guiding rollers for the traction-cable, so that, as the vehicle moves past, the said
gripping jaws locate themselves against or in contact with those rollers. According
as the curve to be described by the carriage in motion is a concave or convex one,
these guide rollers should be arranged either on one or the other side of the
gripping jaw. It will be understood, moreover, that the position of the supporting
cable, or the guiding rail, along or against which the carriages run, must also, at
such places, exactly correspond to the direction of the curve followed by the
traction cable, under the guidance of the guide rollers.
On
The means for opening and closing the gripping jaws acting like tongs,-or for
throwing them, or the carriage, in and out of gear with the traction cable,
consist of the guiding rings situated at the lower end of the sliding body and on
either side of the same, and adapted to turn about correspondingly rounded pro-
jections on the sliding body or support, and to move along a number of steel
rollers (this for the purpose of rendering them more readily movable), such steel
rollers being interposed between the rings and the round projections. Upon
entering a station, the cable railway carriage takes up its position upon a
suspended rail connected with the supporting cables by means of tongues.
both sides of this suspended rail, there are arranged angle-iron rails whereon, at a
given moment, the guiding rings, and also, consequently, the sliding body, with
the carriage suspended from it, find their support. The vehicle reaches a point
where the suspended rail descends, while the two angle iron rails retain their
horizontal position. The vehicle, accordingly, descends the slight gradient forined
by the said suspended rail; the guiding rings locate themselves and press upon
the angle iron rails, and the sliding body, with the carriage suspended therefrom,
is successively or gradually raised, thereby releasing the gripping jaws. In this
position, the traction cable is lifted out of engagement with the gripping
jaws, and the carriage becomes entirely free. From a certain point, the angle
iron rails will now descend, or be depressed, while the suspended rail of the
suspension line, continues to extend horizontally. Hence it follows that the sliding
body, together with the carriage, descends to its lowest position; the gripping
jaws close again, and the carriage is now conducted along the rails of the
suspended line, at the station, up to the spot where the charging and discharging
take place; after which, it reaches the starting point leading to the other
supporting cable.

page_text: The carriage arrives at a certain point, the suspended rail of the suspension line
is lowered; the guide-rings take up their positions upon the horizontal angle iron
rails, whereby the sliding support or frame is raised, together with the carriage,
and the gripping jaws are opened. In this position, the traction cable is inserted
between the gripping jaws from the top; the carriage now reaches the position
whence the angle iron rails begin to be lowered, thereby causing also the sliding
frame to descend, the consequence being that the gripping jaws are closed. At
this juncture, the carriage is firmly coupled with the traction cable, and now, being
pulled by this cable, takes up its position upon the supporting cable. The whole
process of coupling the vehicle in and out of engagement with the traction cable
thus takes place automatically, as the foregoing part of the specification clearly
explains. The attendant at the station has merely to receive the carriage as it
enters the station and, after having loaded or unloaded it, as the case may be, to
move it to the other supporting cable, taking no heed of anything else.
In another modification of this coupling device, the gripping jaws are situated
on the opposite side of the rolling mechanism of the vehicle, the consequence being
that the traction cable, when in operation, assumes a lower position upon the free
portion of the track or line; whereas in the forms of apparatus herein before
described the traction cable is supported by the guide rollers provided upon the
carriers of the supporting structure.
In order to open and close the gripping jaws, or in other words to throw them in
and out of gear, rollers are provided at both ends of the suspension rod. These
rollers at the stations, rest on the angle iron rails, as already explained, whereby
the sliding frame, together with its suspension rod, and the carriage suspended
therefrom, is raised, releasing or opening the gripping jaws.
In another form of this improved coupling apparatus, the gripping jaws are
located below the supporting cable and are co-axial with the vertical axis of the
same. Between the two cheeks or side pieces of the rolling mechanism there is,
here also, a sliding body which carries the guiding rings at its lower end; which
rings serve for engaging and releasing the gripping jaws acting like tongs as before
stated. One of the said cheeks is extended downwardly and terminates at its
lower end in a gripping jaw, with a hinge for the pivot or bolt on which the double-
armed lever is adapted to turn; which lever presses with its shorter arm, formed.
in the shape of a gripping jaw, against the other stationary gripping jaw, thereby
locking the traction cable in position. The connection of the suspension rod with
the double-armed lever is formed by a bar or rod, which transmits the weight of
the carriage, suspended from the said rod, direct, to the said double-armed lever
and also, therefore, to the gripping jaws. The rod consists of two parts connected
by a nut tapped with a right-and-left screw-thread, whereby, according to the
diameter of the traction cable, the space between the gripping jaws may be increased
or decreased.
When the carriage suspended from the rod moves along a sloping track, inclined
at an angle of about 30° it occupies, a perfectly vertical position, whereas the
rolling mechanism thereof, together with the coupling mechanism directly connected
therewith, is in an oblique position corresponding to the inclination of the supporting
cable.
The traction cable, in the arrangement above described is situated entirely
below the supporting cables and, save to the extent to which it is carried by
the vehicle itself,-it is supported by the guide rollers attached to the supports or
stays.
Instead of lever transmission, such as is herein described, transmission gearing
consisting of screws, wedges, or the like, may be employed.
ST1000
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.

page_text: Improvements in and connected with Gripping Devices for
Suspended Cable or Rope Railways.
I, ADOLF BLEICHERT, of Leipzig-Gohlis, in the Empire of Germany,
Manufacturer, 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 :-
Coupling arrangements for locking cable railway carriages or cars, by coupling
them to the traction cable, are not unknown, the arrangements of that class, which
have hitherto been introduced, being devised on the principle that the locking or
gripping cheeks or jaws are compressed by the weight of the load, the weight of
the vehicle, acting upon the jaws direct. The compressing or gripping effect thus
produced is so slight, however, that somewhat steep gradients cannot thereby be
overcome, nay, that even along a substantially horizontal road, having no other
slopes or inclines but those formed by the curves or bendings of the supporting
cable, these arrangements prove ineffective.
Now the subject of this invention is a coupling device for wire-cable railways,
wherein the weight of the carriage is transferred to the gripping or locking cheeks
through the medium of levers, screws, wedges or the like, in such a manner that
the pressure produced represents a multiple of the weight of the carriage; owing
to which arrangement the required coupling may be effectively carried out in
slopes or gradients of no matter what angle of inclination.
The accompanying drawings represent several different forms or modifications of
apparatus in which this invention is embodied.
Figure 1 is a transverse section of the carriage, the gripping jaws being
in gear.
Figure 2 is a sectional view on line ay zu Figure 1.
Figure 3 is a plan view of Figure 2.
Figures 4 and 5 are details to be hereinafter referred to.
Figure 6 is a sectional view illustrating a modification of Figure 1.
Figure 7 is a transverse section shewing the apparatus with the gripping jaws
open, the carriage being at a station.
Figures 8 and 9 illustrate the arrangement of the suspended rail at a station.
Figure 10 is a transverse section illustrating another modification of the
coupling.
Figure 11 is a diagrammatic view shewing the traction cable when it assumes
the lower position as hereinafter referred to.
Figure 12 is a diagrammatic view shewing the traction cable supported by the
guide rollers.
Figures 13 to 17 are views illustrating the use of the coupling apparatus when
situated below the supporting cable.
The rolling mechanism of the carriage consists of the two side frames or
cheeks A A¹ held together by spacing rods or bolts d d Figure 2 and carrying
pivots or axles z, 2, whereon are mounted the wheels,-at their ends.
Between the side frames or cheeks A A' there is located a sliding body B which
is guided in the vertical direction by the guide-rails CC Figure 3 secured to the
said cheeks A A¹. The sliding body B, at its lower end, carries a suspension bolt
or rod D, for the suspended frame E which supports the body of the vehicle;
while at the upper end of the sliding body B is situated the point of engagement
for the longer arm of a double-armed lever F pivoted at G, acting not unlike
tongs, the shorter arm of which, assuming the shape of a gripping jaw H

page_text: (Figures 1 and 5), is pressed against a second, similar, gripping jaw H', Figure 6;
rigidly attached to the cheek or side piece of the rolling mechanism of the car; so
that the traction cable extending through the pair of gripping jaws is adapted to
be tightly compressed between them. The point or part at which the sliding
body B is to actuate the double-armed lever F is regulated by a set screw J,
Figures 1, 4 and 6. This screw has a recess or notch at K (Figures 1 and 4), of
suitable shape, for the reception of one of the arms of the double-armed lever F.
By raising or lowering this adjusting screw J, the situation of the point of action
or operation of the said double-armed lever may be varied, the space between the
gripping jaws being reduced or enlarged accordingly, so as to suit the diameter of
the traction cable.
In the apparatus, of which Figure 1 is a cross section, the transmission of the
strain or pressure from the point of engagement of the sliding body B, or from
the set screw J on the double armed or tong-shaped lever F, to the gripping jaw H,
is supposed to take place at the ratio of 1:3, so that, assuming the carriage to
weight, say, 500 kilogrammes, the traction-cable will be gripped at a pressure or
weight of 3 x 500 = 1500 kilogrammes. Now if, with a greased cable, the
co-efficient of friction be set down at 0-1, then the cable, on being gripped or
locked as stated, will withstand a "pull" of 150 kilogrammes; or, in other words,
the vehicle weighing 500 kilogrammes will be fit,-if provided with the present
coupling device, to be used for gradients =1:31.
500
150
Figure 6 shows a modification of this apparatus in which this transmission of
lever action may be expressed as 1:5. Tu this case, taking the weight of the
vehicle to be also 500 kilogrammes, the cable will be gripped at a weight or strain
of 2500 kilogrammes, so that this carriage might travel over gradients of
500
250
= 1:2, without any slipping of the traction-cable in the gripping jaws being
likely to occur. Hence it follows that this coupling mechanism may be employed
with absolute safety on the steepest inclines ever occurring in practice, provide
their ratio of transmission or pressure between the sliding body or support B,.
sustaining the weight of the carriage, and the gripping jaws H H is pre-determined
or adjusted accordingly.
One particularly important feature may be here called attention to in connection
with the apparatus illustrated in Figures 1 to 6 of the accompanying drawings;
and that is, that the gripping jaws H H are situated entirely above the rolling
mechanism. A carriage, provided with this coupling apparatus, may, therefore,
travel along the track-line over curves of no matter what dimensions or amplitude,
in a perfectly automatic manner, and without its being necessary to loosen or
detach it from the traction-cable. As illustrated in Figures 1 and 6, there are
provided, for this purpose, above the vehicle, at a height corresponding to the
gripping jaws H H', horizontal guiding rollers L for the traction-cable, so that,
as the vehicle moves past, the said gripping jaws locate themselves against or in
contact with those rollers. According as the curve to be described by the
carriage in motion is a concave or convex one, these guide rollers L should be
arranged either on one or the other side of the gripping jaw. It will be
understood, moreover, that the position of the supporting cable or the guiding
rail, along or against which the carriages run, must also, at such places, exactly
correspond to the direction of the curve followed by the traction cable, under the
guidance of the guide rollers L.
The means for opening and closing the gripping jaws H H' acting like tongs,-
or for throwing them, or the carriage, in and out of gear with the traction
cable, consist of the guiding rings M situated at the lower end of the sliding
body and on either side of the same, and adapted to turn about correspondingly
rounded projections N on the sliding body or support B, and to move along a
number of steel rollers OO (this for the purpose of rendering them more rea lily

page_text: movable), such steel rollers being interposed between the rings M and the round
projections N (Figures 1, 2 and 6). Upon entering a station, the cable railway
carriage takes up its position upon a suspended rail P connected with the supporting
cables by means of tongues (Figures 7 and 8). On both sides of this suspended
rail, there are arranged angle-iron rails QQ whereon, at a given moment, the
guiding rings M, and also, consequently, the sliding body B, with the carriage
suspended from it, find their support. The vehicle reaches a point x-x, Figure 8,
where the suspended rail P descends, while the two angle iron rails Q retain their
horizontal position. The vehicle, accordingly, descends the slight gradient formed
by the said suspended rail P; the guiding rings M locate themselves and press
upon the angle iron rails Q, and the sliding body B, with the carriage suspended
therefrom, is successively or gradually raised, thereby releasing the gripping jaws.
In this position, the traction cable is lifted out of engagement with the gripping
jaws, and the carriage becomes entirely free. From a certain point y-y, the angle
iron rails QQ will now descend, or be depressed, while the suspended rail P of the
suspension line, continues to extend horizontally. Hence it follows that the
sliding body B, together with the carriage, descends to its lowest position;
the gripping jaws close again, and the carriage is now conducted along the rails
of the suspended line, at the station, up to the spot where the charging and
discharging take place; after which, it reaches the starting point leading to the
other supporting cable.
The operation just described is illustrated in Figure 9. The carriage arrives as
indicated by the arrow, at the point,, the suspended rail P of the suspension
line is lowered; the guide-rings M take up their position upon the horizontal
angle iron rails QQ, whereby the sliding support or frame B is raised, together
with the carriage, and the gripping jaws are opened. In this position, the traction
cable is inserted between the gripping jaws from the top; the carriage now reaches
the position y y' whence the angle iron rails QQ begin to be lowered, thereby
causing also the sliding frame B to descend, the consequence being that the
gripping jaws are closed. At this juncture, the carriage is firmly coupled with
the traction cable, and now, being pulled by this cable, takes up its position upon
the supporting cable. The whole process of coupling the vehicle in and out of
engagement with the traction cable thus takes place automatically, as the foregoing
part of the specification clearly explains. The attendant at the station has merely
to receive the carriage as it enters the station and, after having loaded or unloaded
it, as the case may be, to move it to the other supporting cable, taking no heed of
anything else.
In Figures 1 and 6 the gripping jaws HH' are shewn in gear, that is to say with
the traction cable gripped or locked in position; whereas Figure 7 represents the
apparatus with the gripping jaws open or out of gear, and with the sliding frame B
raised by the action of the guiding rings M.
Figure 10 represents another modifications of this coupling device, wherein the
gripping jaws H H¹ are situated on the opposite side of the rolling mechanism of
the vehicle the consequence being that the traction cable, when in operation,
assumes a lower position shown in Figure 11 upon the free portion of the track or
line, supported on guide rollers u u; whereas in the forms of apparatus represented
in Figures 1, 6 and 7, the traction cable is supported by the guide rollers S
provided upon the carriers R of the supporting structure as illustrated in Figures 1
and 12.
In order to open and close the gripping jaws H H or in other words to throw
them in and out of gear, rollers T T are provided at both ends of the suspension
rod D, as shown in Figure 10. These rollers, at the stations, rest on the angle iron
rails QQ, as already explained, and as illustrated in Figures 8 and 9, whereby
the sliding frame B together with its suspension rod D, and the carriage suspended
therefrom, is raised, releasing or opening the gripping jaws.
Figures 13 to 17 represent a form of this improved coupling apparatus, in which
the gripping jaws H H are located below the supporting cable and are co-axial

page_text: with the vertical axis of the same. Between the two cheeks or side pieces of the
rolling mechanism A A¹ there is, here also, a sliding body B which carries the
guiding rings M M at its lower end; which rings serve for engaging and releasing
the gripping jaws H H', acting like tongs as before stated. One of the said
cheeks A is extended downwardly and terminates at its lower end in a gripping
jaw H', with a hinge for the pivot or bolt G on which the double-armed lever F is
adapted to turn which lever presses with its shorter arm, formed in the shape of
a gripping jaw H, against the other stationary gripping jaw H', thereby locking
the traction cable in position. The connection of the suspension rod D with the
double-armed lever F is formed by a bar or rod V, which transmits the weight of
the carriage, suspended from the said rod D, direct. to the said double-armed
lever F and also, therefore, to the gripping jaws H H. The rod V consists of
two parts connected by a nut W tappel with a right-and-left screw-thread, whereby,
according to the diameter of the traction cable, the space between the gripping
jaws H H may be increased or decreased.
Figure 16 represents a cable railway carriage, fitted with a coupling arrangement
such as this, and supposed to be moving along a sloping track, inclined at an angle
of about 30°. The carriage suspended from the rod D occupies, as shown, a
perfectly vertical position, whereas the rolling mechanism thereof, together with
the coupling mechanism directly connected therewith, is in an oblique position
corresponding to the inclination of the supporting cable.
Figure 17 represents the free section of the cable railway line, where the
carriages are used with the last described coupling device. The traction cable, in
this arrangement, therefore, is situated entirely below the supporting cables, and,
say to the extent to which it is carried by the vehicle itself, it is supported by the
guide rollers u u attached to the supports or stays.
Instead of lever transmission, such as is herein described, transmission gearing
consisting of screws, wedges, or the like, may be employed.
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. A coupling mechanism or gear for locking or for pressing the vehicle against
the traction cable, in wire-cable or suspension railways; its main feature being,
that the weight of the vehicle is transmitted to gripping jaws for the purpose of
enhancing the locking or gripping effect, through the medium of a lever, wedge,
screw or the like; when the said gripping jaws will compress or grip the cable
between them with a prescure representing a multiple of the weight of the
carriage.
2. A coupling such as is referred to in the first claim the main feature of which
is a sliding body or frame such as B, guided by the structure or frame-work of the
rolling mechanism of the vehicle, and supporting the said vehicle, and adapted to
move into engagement with a lever F, which consequently with the gripping
jaw H is brought into contact with a corresponding gripping jaw H', firmly
connected to the frame of the rolling mechanism of the vehicle thereby locking
the cable, inserted between the two jaws, securely in position.
3. In the form of mechanism referred to in the second claim, the arrangement
of an adjusting or set screw, such as J, within the sliding body or frame B, wherein
one end of the double-armed or tong-shaped lever F rests, in such a manner that
by adjusting the said screw, the gripping jaws H H may be adjusted according to
varying thicknesses of cable.
4. In the coupling referred to in the first claim, the arrangement of the gripping
jaws above the rolling frame work of the carriage, for the purpose of enabling
such carriage to travel over concave as well as over convex curves without the
necessity of disconnecting it from the traction cable.
5. A device for engaging and releasing the coupling referred to in the first
claim, consisting of guiding rings such as M, attached to the sliding body of frames,

page_text: such as B and adapted, as the carriage enters or departs from a station, to run up
against, or off from, rails such as Q, thereby causing the vehicle to be raised or
lowered as the case may be, together with its sliding frame, and also therefore,
throwing the gripping jaws into or out of engagement with the cable.
6. A modification of the apparatus referred to in the fifth claim, wherein rollers,
such as T T', Figure 10, which serve to raise the sliding piece or frame B, are
secured to the ends of the rod, such as D from which the carriage is suspended.
7. In the coupling mechanism characterized in the first claim, the arrangement of
the gripping jaws, such as H H', upon that side of the rolling mechanism which
is turned outwards, or away from the traction cable carriers, for the purpose of
supporting the traction cable by guide rollers such as u, u, arranged at a corre-
sponding depth, as shown in Figure 11.
8. A modification of the coupling gear referred to in the first claim, wherein the
gripping jaws are arranged below and co-axial with the vertical axis of the
supporting cable, and in which the sliding body or frame B comes into engagement
with the long arm of the tong shaped lever F through the medium of a rod, such
as V, of adjustable length, so that the shorter arin, of such lever, formed in the
shape of a gripping jaw H, becomes pressed against another, similar gripping
jaw, H', attached to the downwardly extended rolling frame work of the
carriage.
Dated this 24th day of February 1897
HASELTINE, LAKE & Co.,
45 Southampton Buildings, W.C., Agents for the Applicant.