Improvements relating to the Traction of Vehicles on Railways and Tramways, and to Apparatus for use in connection therewith.
Year: 1891

page_text: Date of Application, 24 h June, 1891
Complete Specification Lelt, 23rd Apr., 1392-Accepted, 24th June, 1892
PROVISIONAL SPECIFICATION.
[Communicated from abroad: by, MICHAEL MARTIN BAIR, of 60, Rue de La
Boetie, Paris, France.]
Improvements relating to the Traction of Vehicles on Railways and
Tramways, and to Apparatus for use in connection therewith.
1, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co., Patent Agents,
45 Southampton Buildings, in the County of Middlesex, do hereby declare the
nature of this invention to be as follows:-
My invention is designed to provide in a more convenient, economical and advan-
tageous manner than heretofore, for traction on railways or tramways by the aid of
electricity.
I accomplish this result by an improved arrangement for and method of working.
railways or tramways by means of electricity.
My said invention, moreover, comprises improved apparatus for use in connection
with my improved systein of electrically operated railways and tramways.
My invention chiefly relates to arrangements for working railways or tramways
by the aid of electricity through the medium of endless cables.
By applying the electricity for the driving of cables, I avoid the obvious dis-
advantages peculiar to those methods or systems wherein the electricity is used
through the medium of motors or batteries carried on the vehicles, such disadvan-
tages being the inconvenience arising from the effects of moisture
upon the contacts
and the necessity for the use of means for preventing the entrance of moisture into
the conduits in which the electric conductors are laid, the electric motors which 1
employ being enclosed so that no moisture is liable to reach them; also the danger
incurred by the use of exposed conductors carrying high tension currents and the
loss of power involved by the use of low tension currents, when the rails are used as
conductors; and the necessity for adding to the weight of the vehicles that of the
motors and the requisite gearing for connecting the same with the driving-wheels
of the said vehicles. Moreover I can work my improved system without the use of
overhead wires.
Heretofore, in working cable railways or tramways, it has been considered
desirable to make the endless cables as long as practicable, so as to minimize the
number of drums or pulleys around which the cables were passed, the friction at
any bend of the cable being very great. As each of such long cables must
necessarily be capable of drawing a considerable number of vehicles, such cables
have to be made of large diameter and very heavy, and consequently great resistance
is offered to the motion of the cable by the friction in the bearings of the drums or
pulleys and of the guide-pulleys and supporting-pulleys. According to my invention,
1 employ a combination of devices whereby I am enabled to economize power and
diminish friction to such an extent as to render practicable the working of a railway
or tramway in the manner herein specified, that is to say, I am enabled to advan-
tageously work a cable railway or tramway of any length by the use of short lengths
or sections of cable. I thus effect great economy in respect of the power required
to work such railways or tramways, as I can make the cable or cables of much less
diameter and consequently much lighter than the long cables hitherto employed. In
other words, I so arrange the lengths of the different sections or parts of the cable
that the maximum strain of traction on each length or section will not exceed the
capability of a cable of such small diameter as will permit it to run easily around
the drums or pulleys.
In carrying my said invention into practice, each of the sections of the railway
or tramway is provided with an endless cable passed around suitable drums or

page_text: pulleys, and the said sections are so arranged that a vehicle or car, on leaving the
cable of one section, will, by its momentum, be brought into position to engage with
the cable of the next succeeding section. I combine, with the cable of each of the
said sections, one or more stationary electric motors which may be enclosed in
suitable pits beneath the roadway, or in suitable buildings conveniently situated for
the purpose, and the armature shafts of which extend through ball or roller
bearings, such as are hereinafter mentioned, which are so constructed as to exclude
water or dust or other road refuse or moisture. These electric motors should be
of sufficient power to drive, by means of the cable, one or more fully loaded cars,
and the number of motors should correspond with the maximum number of cars
likely to be run at the same time on the section which they work. These are driven
by electric currents supplied by suitable mains from a generating station or other
convenient source of electrical energy.
I combine, with each cable two or more motors which are to be used successively,
and each of which is capable of drawing a given weight, and I provide suitable
means whereby, should one motor cease working, the starting of another motor will
be automatically effected. When two or more motors are used in this manner, it
is advantageous to provide means whereby, should a motor cease working, a bell
will be sounded or other suitable signal operated at the generating or central
station, in addition to the automatic starting of another motor. Moreover, in some
instances, I provide means whereby, should the load on a cable be correspondingly
increased, an auxiliary motor will be switched into operation, and, when the speed
of the cable again becomes normal, will cease working.
If desired, I arrange, in combination with the motor, suitable accumulators
whereby the supply of current to the motors may be maintained should the electric
generators be accidentally stopped.
In order to diminish friction, 1 provide the drums or pulleys around which the
cables are passed, and all the guide-pulleys and supporting-pulleys for the cables,
with ball or roller bearings, which should be constructed in such a manner that
no lubrication is required, or so that the oil or other lubricant can be introduced
without liability to the entrance of water or dust or other road refuse into the oil-
holes.
It is necessary that, in addition to providing means for connecting the vehicles
with, and disconnecting them from the cable by hand when required, suitable pro-
vision should be made for the automatic release of the said vehicles from the cable
when they approach the end of one section of the railway or tramway, and for
the automatic connection of the vehicles to the cable of the next succeeding
section, when their momentum has carried them along far enough to permit such
connection.
For this purpose, 1 employ a grip which is so constructed that, whilst it can be
operated by hand in a manner substantially similar to those hitherto used on
cable-tramways, it will when the vehicle approaches the end of a section, be
automatically opened by inclines or projections ou or adjacent to the tube or
channel in which the cable is enclosed, and, when the car reaches the next section
of the tramway, will be automatically caused to seize the cable of that section. I
find it advantageous, for this purpose, to make the grip with pivoted jaws, so
arranged that, when they come in contact with the cable, the latter will, by its
action upon them, tighten or tend to tighten their grip on the said cable, and to so
arrange the pivots of the said jaws that they can be moved towards and away from
each other by hand, when necessary, for the purpose of gripping or releasing the
cable to start and stop the vehicle.
The cables which I use may be arranged either vertically or horizontally, and
the construction of the grips must be modified accordingly. When the cable is
arranged horizontally, I use one side of the said cable for drawing vehicles in one
direction, and the return side or portion of the said cable for drawing vehicles in
the reverse direction.
I also provide means whereby the supply of current to either of the motors, and

page_text: consequently the tractive force applied to the corresponding cable will be automati-
cally regulated or controlled according to the load, that is to say, according to
the number of cars attached to the said cable, and according to whether such cars
are loaded or light. The device which 1 employ for this purpose is actuated by
the variations of speed of the cable or motor. For instance I provide a governor
or regulating device whereby, when the speed of the cable or of the motor
diminishes below the normal, the supply of electricity to the motor will be
increased, or an auxiliary motor will be switched into the circuit as above
mentioned.
It may be advantageous, in some instances, to provide for reversing the direction
of movement of the electric motor or motors of each section, in order to reverse
the movement of the cable of the said section. Such reversal inay be effected, by
a suitable device placed at the terminus of each section or at a siding, by
changing the direction of the current in the armature or in the field-magnets of
the motor.
This arrangement might be useful in the case of a single line tramway, should
a vehicle accidentally run past a siding where it requires to wait for the passage of
another vehicle travelling in the reverse direction.
In railways or tramways worked by a combination of mechanical and electrical
devices, the electric current can be very conveniently employed for controlling a
kind of block system, for indicating at each siding whether or not a vehicle
coming in the opposite direction is upon the single line. The driver of each vehicle
can thus be shown whether he may continue his journey or whether he must wait
at the siding. This arrangement is very advantageous at curves or bends in
the line.
It is obvious that my improvements are applicable to railways or tramways
worked by chain-gearing or endless racks as well as to cable railways or tramways,
suitable means being provided for effecting the required throwing in and out of
gear.
It will be seen from the foregoing description, that, by my improvements, I
effect a saving of energy in various ways, for example, by dispensing with a motor
on the vehicle and thus decreasing the weight to be moved, by reducing the weight
of the cable, by diminishing the friction in the bearings, and by regulating or
controlling the action of the motors according to the amount of work to he
performed.
Total 1041 day of Luna 1801
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements relating to the Traction of Vehicles on Railways and
Tramways, and to Apparatus for use in connection therewith.
I, HENRY HARRIS LAKE, of the firm of Haseltine Lake & Co., Patent
Agents, 45 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:
My invention is designed to provide in a more convenient, economical and
advantageous manner than heretofore, for traction on railways or tramways by the
aid of electricity.
My said invention comprises an improved system of electrically operated railways
or tramways, in which the traction is effected by the aid of electricity through the
medium of endless cables.

page_text: My said invention, moreover, comprises improved apparatus for use in connection
with my improved system of cable traction.
By applying the electricity for the driving of cables, I avoid the undermentioned
disadvantages peculiar to those methods or systems wherein the electricity is
used through the medium of motors or batteries carried on the vehicles. Such
disadvantages are the following, cic. :-The inconveniences arising from the effects
of moisture upon the contacts, and the necessity for the use of means for preventing
the entrance of moisture into the conduits in which the electric conductors are
laid, the clectric conductors which I employ being enclosed so that no moisture is
liable to reach them; also the danger incurred by the use of exposed conductors.
carrying high tension currents, and the loss of power involved by the use of low
tension currents when the rails are used as conductors. I further avoid adding to
the weight of the vehicles that of the motors and the requisite gearing for connecting
the same with the driving wheels of the vehicles. Moreover my improved system
can be worked without the use of overhead wires.
Heretofore in working cable railways or tramways, it has been considered
desirable to make the endless cables as long as practicable, so as to minimize the
number of drums or pulleys around which the cables are passed, the friction at any
considerable bend of the cable being very great. And hitherto each cable-
tramway-line has generally been worked by means of a single endless cable. As
each of these long cables must necessarily be capable of drawing a considerable
number of vehicles, such cables have to be made of large diameter and very heavy;
therefore great resistance is offered to the motion of the cable by the friction at
the bends, and in the bearings of the drums and pulleys, and a large percentage of
the power is consequently expended in overcoming such friction.
Now according to my invention, I employ a combination of devices whereby I am
enabled to diminish the friction and to so distribute and regulate the power
employed that I can advantageously work a cable railway or tramway of any
desired length by means of successive short lengths or sections of cable of small
diameter, that is to say, I use several short endless cables of small diameter
arranged successively in such a manner that a car or other vehicle, on leaving
one cable-section, will, by its momentum, be brought into position to engage with
the cable of the next succeeding section and the vehicles will thus be hauled from
one to the other end of the line by the said short endless cables acting in succession
upon the said vehicles. I combine with each cable-section, one or more stationary.
electric-motors which may be enclosed in suitable pits beneath the roadway or
in suitable buildings conveniently situated for the purpose, and the armature-shafts
of which extend through ball or roller bearings, such as are hereinafter mentioned
which are so constructed as to exclude water or dust or other road refuse or
moisture. These electric motors should be of sufficient power to drive, through the
medium of the corresponding short endless cable, any predetermined number of
fully loaded cars or in other words the number and strength of the motors should
correspond with the maximum number of cars intended to be run at the same time
upon the section which they work, and the number of cars allowed on any section
at the same time should be limited by means of signals. These motors are driven
by electric currents supplied by suitable mains from a generating station or other
convenient source of electrical energy.
By my invention I effect great economy in respect of the power required to work
cable railways or tramways as I am enabled to make the cables of much less
diameter and consequently much lighter than the long cables hitherto employed,
the lengths of the various sections being so arranged that the maximum stress on
each cable will not exceed the capability of a cable of such small diameter as will
permit it to run easily around the drums or pulleys.
I find it advantageous to combine with each of the short cables, two or more
electric motors each of which is capable of driving the cable in the normal working
of the line, and to provide suitable means whereby, should one motor become
inoperative, the starting of another motor will be automatically effected. Moreover,

page_text: in some instances,
provide means whereby, should the load on the one motor be
unduly augmented, an auxiliary motor will be switched into operation and will
continue to assist the first motor until the load is decreased to such an extent as
only to require the energy furnished by a single motor.
In order to further diminish friction I provide all the drums or pulleys used for
driving, guiding, and supporting the cables, with ball or roller bearings which
should be constructed in such a manner that no lubrication is required, or so that
the oil or other lubricant can be introduced without liability to the entrance of water
or dust or other road refuse into the oil-holes.
It is desirable that, in addition to providing means for connecting the vehicles
with, and disconnecting them from, the cable by hand when required, suitable
provision should be made for the automatic release of the said vehicles from the
cable when they approach the end of one section of the railway or tramway, and
for the automatic connection of the vehicles to the cable of the next succeeding
section, when the momentum of the said vehicles has carried them along far
enough to permit such connection. By these means I obviate the liability to
accident in case the driver should neglect to disconnect the vehicle from a cable
before it arrives at the termination of either section.
It will be seen that, by my improvements, I provide for very efficiently dis-
tributing the power employed according to the varrying amount of work to be
performed on the different sections throughout the system.
In the accompanying drawings, I have shown how my said invention may be
conveniently and advantageously carried into practice.
Figure 1 is a plan, and"
Figure 2 a vertical longitudinal section illustrating the adjacent ends of two
of my short endless cables.
Figure 3 is a vertical transverse section on the line a, a, Figures 1 and 2, drawn
to an enlarged scale, and showing also the motors for driving one of the sections
of cable.
Figure 4 is a plan showing an electrically operated clutch hereinafter described.
Figure 5 is a side elevation, and
Figure 6 an edge view, partly in vertical section, showing one form of my
improved gripper hereinafter described.
Figures 7 and 8 are similar views showing another form or modification of my
improved gripper.
Figure 9 is a diagram. illustrating a combination of devices for automatically
switching in an auxiliary motor when required.
Figures 10 and 11 are diagrams, drawn to an enlarged scale, showing details of
the switches.
Figure 12 is a diagram showing another combination of devices for this
purpose, and
Figure 13 is a diagram showing a mechanical device for the same purpose.
A, A are the cable-sections or short endless cables; B indicates one of the
driving drums or pulleys, which, in the arrangement shown, is connected by bevel
wheels C, C with a driving-shaft D arranged to be operated by one or both of the
electric motors E, F, the working of which is suitably regulated or controlled as
hereinafter described. G is a tension-regulating pulley mounted in a carriage G
which is supported by rollers upon a surface G2 preferably inclined as shown, and
is connected with a weighted chain G³ passed over a pulley G'. H, H are pulleys
for supporting and guiding the cables.
The number of cable-sections or short endless cables used in any individual line
will depend upon the maximum load intended to be carried on that line, and
upon the number of cars which have to traverse the line in a given time. The
length of each cable-section and the strength of the motors for driving it should
be varied according to the crowded state or otherwise of such section in the normal
working of the line either individually or in conjunction with other lines.
As each car arrives near the termination of either section, the driver of the said

page_text: car should disengage the gripper from the cable. The car will then be moved
along by its momentum until it arrives over the next cable-section, when the driver
should cause the gripper to seize the cable of that section. The rails and central
groove may be curved outwards as shown, so that, in the transfer of the car from
one section of the cable to another, the gripper will be moved away from the cable;
or the said rails and groove may be straight and the cables be suitably deflected
by means of guide-pulleys, so that they will be moved out of and into the gripper
as required.
As no system of this nature which depends solely upon manual regulation could
be worked with safety to the public, I have devised means whereby the gripper will
be automatically opened and closed at the proper times as the car travels from one
section to another.
For this purpose I employ a gripper which is so constructed that, whilst it can
be operated, by hand in a manner substantially similar to those hitherto used on
cable-tramways, it will, when the vehicle approaches the end of a section, be auto-
matically opened by inclines or projections suitably placed for this purpose, and,
when the car reaches the next section of the system, the said gripper will be auto-
matically closed by other inclines or projections, and thus caused to seize the cable
of that section.
The gripper shewn in Figures 5 and 6 is constructed with a fixed lower jaw J
and a movable upper jaw J, and with rollers J2 for supporting the cable and
keeping it from contact with the fixed jaw J when the gripper is open. The
movable jaw is connected by a link K' with a lever K, which is arranged to be
operated by hand to open and close the gripper. This lever is provided with a
spring bolt or catch L which is adapted to engage with teeth on the segment K
so as to lock the lever K in any position to which it may be adjusted. The
locking-bolt L is coupled by a rod and link L to a sliding piece M provided
with an inclined projection M", which is arranged to come in contact at the
proper time with an inclined surface on a projection N formed on or attached to
the interior of the underground tube, so that before the car arrives at the end of
a cable-section, the lever K will be unlocked to permit the automatic opening of
the gripper.
To provide for the automatic opening and closing of the gripper, the movable
jaw Jis made with a projection Js having an inclined surface J which is adapted
to come in contact with rollers P, P¹ mounted on pins or studs fixed in the under-
ground tube or arranged in any other convenient manner; the gripper is thus
opened before the car arrives at the end of a cable-section. The projection
also provided with an inclined surface J adapted to come in contact with
rollers Q, Qalso mounted on suitable pins or studs, and whereby the gripper is
closed when the car arrives in the proper position over the next cable-section, the
lever K being then automatically locked in position by the bolt L.
is
In the gripper shown in Figures 7 and 8, the movable jaw J¹ is connected with
the lever K by means of a pin or stud J working in a cam-groove K³ in the short
arm of the said lever.
-
The opening and closing of the gripper may be effected by other suitable means,
if desired. For instance, the movable jaw may be operated by means of a wedge
moved to and fro by a lever, or other suitable device arranged to be actuated either
by hand or automatically for the purpose above specified. I can, if desired, use a
gripper constructed with pivoted jaws, so arranged that, when they come in
contact with the cable, the latter will, by its action upon them, tighten or tend
to tighten their grip on the said cable, and so arranged that the pivots of the
said jaws can be moved towards and away from each other by hand, when
necessary, for the purpose of gripping or releasing the cable to start and stop the
vehicle.
I find it more advantageous, however, to employ one of the forms of gripper
shown in the drawings or a gripper operating in a somewhat similar manner.
The electric motors E, F are compound wound motors adjusted for a constant

page_text: speed. The power communicated to the cable by the said motors, will, therefore,
be automatically regulated within certain limits, according to variations of the load
to be drawn by the cable.
"
In the working of the system of cable traction or haulage illustrated in the
drawings, each of the short endless cables A. is, with ordinary loads, driven by only
one of the electric motors, for instance the motor E, the armature of the other
motor meanwhile running idly.
To provide for the switching in of the second or auxiliary motor F should the
load become too great for the first motor, or should the first motor for any reason
become inoperative, I find it advantageous to employ a combination of devices such
as have shown in Figures 9, 10 and 11, in which the diagrams of the motors are
marked No. 1 and No. 2 respectively. A', A' are the armatures of the motors;
M'. M² and S¹, S³ indicate respectively the field-magnet coils in the main and
shunt circuits, fare fusible cut-outs in the motor circuits. In this arrangement,
the current enters the system at the point marked 1, which is the junction of the
outgoing main and the wire leading to the motors. At 2 the current has two paths
open to it; one through the series coils of the motor No. 1 and through the coil ou
the electro-magnet g, thence through one coil of the solenoid and through the
fuse to the return main at 3; the other path is through the switch, the
resistance R', the motor No. 2 and the coil to the lower contact-piece on
the pivoted armature g' of the magnet g (which armature, when the current is off,
rests on the contact piece k) and then through the fuse to the main at 4.
The current through No. 1 however, at once raises the armature g¹ from the
contact piece k, thus cutting out the motor No. 2 and inserting, by means of the
upper contact piece on the said armature, the shunt coils S' of the motor No. 1. The
solenoid is wound with a sufficient number of turns from the motor No. 1 to
maintain its core in the position shewn, against the downward thrust of the spiral
spring T, Figure 10, as long as the load on the motor No. 1 does not exceed a safe
working load. The solenoid his wound in the same direction with two similar
coils, one to carry the current from motor No. 1 to the main at 3, the other to carry
the current from motor No. 2 to the main at 4. When the load on motor No.
becomes too great, the core of the solenoid is pulled further up owing to the
increase of current through the armature of the motor No. 1, and the piece 2 pro-
jecting from the prolongation of the core comes in contact with the switch 4,
which is then thrown on to the contact m, thus completing a circuit through the
motor No. 2, the electro-magnet n, the resistance R, the coils of the electro-
magnet p, the switch l, m, the second coil of the solenoid and the fuse f' to the
return main at 4. Thus, when the load on motor No. 1 diminishes owing to the
introduction of the second motor, the current through the solenoid from the two
motors will be sufficient to maintain the switch against the contact m.
winding of the solenoid coil from motor No. 2 must be so proportioned that, when
the current through the motors diminishes below a certain limit. by reason of
decrease in the load on the cable, the two coils will no longer be able to hold the
switch in contact with m, and thus the current will cease to flow through the
magnet p. The above mentioned resistance R is great enough to allow only
sufficient current to flow through the magnet (when the switch is moved on to
the contact m) to overcome the pull of the spiral spring q (Figure 11). This
brings the switch in contact with s and switches in the motor No. 2, the current
flowing through the switch and through the second coil of the solenoid and the
fuse to the main at 4. At the same time the armature t is attracted to the
core n' of the electro-magnet n by the current flowing through the motor No. 2
and through the coil n. Thus the shunt coils S2 of the motor No. 2 are at once
brought into action, the shunt current flowing from and through the solenoid v
to n'. These switches are arranged with springs, so that, when the current ceases
to flow through the series coils of the motors, the magnets will cease to attract the
armatures g' and t, and the shunt coils S' and S will be cut out.
The

page_text: In order that too much current may not flow through the armature of motor.
No. 2 when switched on under a heavy load, I provide a switch similar to the
switch Figure 10, the solenoid v of this switch being in series with the shunt coils
of the motor No. 2, as above stated. Thus, when the motor is started, the current
flows through j, the contact piece and the resistance R' to motor No. 2, this last
named resistance R' being sufficient to prevent in the first instance, too much
current flowing through the armature of motor No. 2. As soon as the shunt coils
of motor No. 2 become sufficiently excited, the switch is brought in contact
with 2, thus cutting out the resistance R' and the switch j remains on till the
current in the shunt coils is too weak to hold the core of the solenoid v against the
thrust of its spring. This arrangement is necessary in cases where the motors are
used independently of each other as hereinafter described.
U
In order to prevent sparking at the contacts of the switches, I use quick make
and break switches, such for example, as are shown in Figures 10 and 11, in which
in is a spring having a pointed projection e resting against a similar projection w
ou the arm of the switch. The spring e thus tends to press the switch quickly in
one direction or the other when once has passed the central point of w. Other
suitable forms of quick make and break switches may, however, be employed.
I also provide the pieces 23 Figure 10, with set-screws, so that they can be
adjusted to actuate the switch as required.
Should the first motor become inoperative or the fuse be burnt out, the current
will cease to flow through the coil g, and the armature being thus released will
be drawn by its spring into contact with the piece k, thus switching in the motor
No. 2, and at the same time short-circuiting or cutting out the coils and and
resistance R until the motor No. 1, is repaired, which operation is, in this case,
effected during the period the cable is not at work.
In Figure 12 I have shown another automatic system of switches for the
switching in of an auxiliary motor when the first motor becomes inoperative, or
when the load on the first motor becomes too great.
a is a coil connected in series with the shunt S' of No. 1 motor, which coil
operates a pivoted insulated beam b, causing the latter to electrically connect the
mercury cups c, c or c¹, c¹ according to whether the core or plunger a¹ is up or down.
This device serves for automatically cutting out the motor No. 1, and switching in
the motor No. 2, should the first motor for any reason become inoperative or should
the fuse be burnt out.
d is a coil of thick wire in series with the main winding of motor No. 1; the
plunger d of this coil is attracted against an opposing spiral spring so arranged
that the compression thereof can be regulated by hand. The plunger d' is provided
at the upper extremity with a suitable metallic projection which serves to connect
the two contacts d², d³, when the said plunger is at either extremity of its move-
ment, and thus provide a passage for a current from any suitable source to the
coil e.
This coil operates a pivoted lever e and causes it to make or break
connection between the mercury cups c², c². R is a suitable resistance inserted in
series with the shunt winding S of No. 2 motor, and so arranged as to allow of the
passage of a small current through the fields of this motor to keep them constantly
magnetized while the motor is not at work. Directly the lever el connects the two
cups c, c², the main circuit of No. 2 motor is completed and at the same time the
resistance R is short-circuited.
The operation of this system of switches is as follows:- -When the motor No. 1
is driving the cable and the load on the cable does not exceed. the normal working
load, sufficient current flows through the coil d to hold the plunger d¹ in its central
position as shown. Should the current in No. 1 motor approach the maximum safe
load, owing to the increase of work which it has to perform, then the coil d will
draw down the plunger and cause a current to flow through the coil e, which
will instantly draw up the lever e' thereby inaking connections between cc and
bringing No. 2 motor into operation. When the load on No. 1 is sufficiently

page_text: diminished, the pull of the coil d will be overcome by the spring, and the plunger d'
will rise and break connection between and d³ and No. 2 motor will be instantly
switched off.
Since when motor No. 2 is switched into circuit the load and consequently the
current in the circuit of motor No. I and the current flowing in coil d is reduced
to about one half it is necessary that the plunger d' be so arranged that when
pulled down by the coil d so as to make contact a considerable reduction of the
current in the said coil must take place before the spring can break the contact.
This may be effected by combining with the plunger d' an insulated spring d* which
will hold down the said plunger against the force of its spring until the required
diminution of current has taken place in the coil d.
In the event of No. 1 motor becoming inoperative, the coil a will allow the
beam to drop and make connection through c'e' to No. 2 motor and will
simultaneously break the circuit of No. 1 motor through ce The plunger will
at the same time rise to the upper end of its stroke and cause the coil e to complete
the circuit of No. 2 motor through
Instead of the solenoid (Figure 10) I may employ a mechanical governor, such
for example as an ordinary ball-governor, Figure 13. As long as the speed of the
cable is normal, the governor balls are driven outwards and the switch arm
remains on the insulated piece m¹. When the speed falls, the piece ³ is lowered,
thus throwing the switch arm on to m which corresponds with the contact m in
Figure 10, and the motor No. 2 is started in the manner herein before described.
The lower projection is set so as not to throw the switch back to m' till the
speed of the cable has risen above the normal and the second motor is no longer
required.
Instead of mounting the armatures of the two motors on the same shaft, as shown
in Figure 3, and allowing one armature to run idly while only one motor is required,
I sometimes mount the said armatures on separate shafts and provide for the
connection of these shafts by a clutch y as shown in Figure 4. This clutch is
arranged to be operated automaticallý by a solenoid y' through the medium of a
lever y, the said solenoid being caused to attract its core and move the same against
the resistance of its spring by a current automatically switched on when the load
on the first motor increases beyond the desired limit.
In some instances I provide for connecting the motors individually with the
driving-shaft by means of separate clutches, so as to permit the repair of one motor
while the other motor is running, thus avoiding interference with the traffic. In
such cases the controlling coils for the clutches are arranged in the two motor
circuits respectively.
When two or more motors are used as above described, it is advantageous to
provide means whereby, should the first motor become inoperative, not only will
another motor be automatically started, but a bell will be sounded or other suitable
signal operated at the generating or central station.
The traction-cables which I use may be arranged either vertically or horizontally,
and the construction and arrangement of the grippers and of the devices for
operating the same must be modified accordingly. When the cable is arranged
horizontally as shown, I use one side of the said cable for drawing vehicles in one
direction and the return side or portion of the said cable for drawing vehicles in
the reverse direction.
To diminish the friction and thus reduce as much as practicable the power
required to drive the cables or cable-sections, I mount the shafts or axles of the
driving-pulleys, the tension pulleys and the supporting and guiding pulleys for the
cables, and also the armature shafts of the motors, and the shafts of the gearing
connecting the same with the driving pulleys, in suitable ball or roller bearings,
and I prefer to employ for this purpose ball-bearings such as are described in the
Specification of Letters Patent dated 16th December 1890 No. 20,508, which are
closed at both ends so as to effectually exclude moisture, dust and other foreign
B

page_text: matter; or suitable bearings of compressed graphite contained in water-tight
boxes.
In railways or tramways worked by a combination of mechanical and electrical
devices, the electric current can be very conveniently employed for controlling a
kind of block system for indicating at each siding whether or not a vehicle coming
in the opposite direction is upon the single line. The driver of each vehicle can
thus be shown whether he may continue his journey or whether he must wait at the
siding. This arrangement is very advantageous at curves or bends in the line.
If desired, I arrange in combination with the electric motors, suitable accumulators
whereby the supply of current to the motors will be maintained should the electric
generators be-accidentally stopped.
When the cable traction system is so arranged that the cable is conducted from
the line into and out of an engine house in which the driving motors are placed, I
provide means substantially as herein before described whereby the gripper will be
automatically disengaged from the cable before it arrives at the gap in the cable
and will be automatically caused to seize the cable when it has passed the said
gap.
It will be seen from the foregoing description that by my improvements I effect
a saving of energy in various ways, for example, by dispensing with a motor on
the vehicle and thus decreasing the weight to be moved; by reducing the weight
of the cable; by diminishing the friction in the bearings; and by regulating or
controlling the action of the motors according to the amount of work to be
performed.
I further provide suitable signals for indicating the number of vehicles upon
either section at any time so that the cable shall not be subjected to a greater load
or stress than that for which it is intended.
My improved system of cable traction or haulage is advantageously applicable
not only for the drawing of cars on tramways, but also for the drawing of trucks
on railways in or connected with mines or the like.
It is obvious that where practicable, instead of placing the cables in tubes or
conduits, they may be arranged in any convenient manner above ground.
Having now particularly described and ascertained the nature of this 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. A system of traction consisting of cables arranged in sections and driven
by electrical motors, substantially as described.
Second. A combination of cable and electrical traction wherein two or more
sections are driven by electric motors and so arranged that the transfer of the
vehicles from one section to another may be effected either by the driver, or
automatically, as, and for the purpose, specified.
Third. A system of traction wherein the cable is supported and guided by pulleys
provided with ball-bearings, and driven by electric motors arranged in parallel,
substantially as hereinbefore described.
Fourth. The method of providing for the traction of vehicles by successive
sections of cable arranged in combination with means whereby the said vehicles
will be automatically disconnected from one section and connected with the next
succeeding section as required, substantially as hereinbefore described.
Fifth. The combination, with an electric motor for working a traction cable,
of an auxiliary electric motor and means for automatically starting the said
auxiliary motor when the load on the cable exceeds a predetermined limit, and
stopping such auxiliary motor when the load is diminished to another predetermined
limit, substantially as hereinbefore described.
.
Sixth. The combination, with an electric motor for working a traction cable, of
another electric motor, and means whereby, should the first motor become
inoperative, the second motor will be automatically set in operation to work the
said cable, substantially as hereinbefore described.

page_text: Seventh. The combination, with an electric motor for working a traction cable,
of another electric motor, and means for automatically switching in the latter
either when the first motor becomes inoperative or when the load on the first motor
exceeds a predetermined limit, substantially as herein before described.
Eighth. A gripper for cable-traction constructed in such a manner that it can
be opened and closed as required by hand, and provided with suitable means
whereby the opening and closing thereof will be automatically effected, substantially
as, and for the purposes set forth.
Ninth. The combination of devices, substantially as described with reference to
Figures 9, 10, and 11, or to Figure 12, or to Figure 13 of the drawings whereby I
provide for the automatic switching in and out of the auxiliary motor, as, and for
the purposes, above specified.
Tenth. The combination, with an electric motor for driving a traction-cable, of
another electric motor, and an electrically operated clutch whereby the same will
be automatically thrown into and out of gear with the driving shaft, substantially
as, and for the purposes, set forth.
Eleventh. The modification of my invention wherein I provide for working either
of the electric motors independently of the other, substantially as hereinbefore
described.
Twelfth. An electric cable tramway consisting of the parts substantially such
as are herein described, and operating as, and for the purposes, specified.
Dated this 23rd day of April 1892.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.