US408692A - Grip aid - Google Patents

Description

(No Model.) v 5 sheets-sheet 1. A. CAMPBELL. GRIP AND APPLIANCE FOR GABLE ROAD CARS.

Patented Aug, 13, 1889;

" INVENTOR By Q/V Attorney.

WITNESSES:

5 Sheets-Sheet 2.

(No-Model.)

A A. CAMPBELL. GRIP AND APPLIANCE FOR CABLE ROAD UAE$- No. 408,692.

Patented Aug..13', 1889.

.H ..I..H in x: ml g E M y WITNESSES: M

Attorney.

N1 PETERS, Phumulhogupher. w lhih mn. v.0

5 Sheets-Shet s.

(No Model.)

' A'. CAMPBELL. GRIP AND APPLIANCE FOR CABLE ROAD CARS.

No. 408,692. Patented Aug. v13, 1889'.

lNVENTORZ Attorney.

(No Model.) '5 SheetsSheet 4.

A. CAMPBELL. GRIP AND APPLIANOE FOR CABLE ROAD (JARS.

Patented Aug. 13, 1889.,

INVENTOR:

WITNESSES:

N PETERS. Phcwmnu npher. Wi hingtcn. 0.x;

5 Sheets-Sheet 5.

(No Model.)

I A. CAMPBELL;

GRIP AND APPLIANCE FOR CABLE ROAD CABS.

Patented Aug. 13

INVENTORI WITNESSES:

Jittmvwy.

N. PETERS, Phpimulhugfilphen Wilhlngion. D, C.

, wheel.

UNITED STATES PATENT OFFICE.

ANDRElV CAMPBELL, OF BROOKLYN, NElV YORK.

GRI'P AND APPLIANCE FOR CABLE-ROAD CARS.

' SPECIFICATION forming part of Letters Patent No. 408,692, dated August 13, 1889.

Application filed February 18, 1888. Renewed June 21, 1889- Serial No. 315,049. (NomodeL) To all whom it may concern:

Be it known that 1, ANDREW CAMPBELL, a citizen of the United States, and a resident of Brooklyn, Kings county, New York, have invented certain Improvements in Grips and Appliances for Cable-Road Cars, of which the following is a specification.

My invention relates'to equipments for cars adapted to be driven by socketed or ladderlike cables-that is to say, acable constructed of two twin cables connected at regular intervals by ties or cross-pieces; and the object of my invention is, in the main, to improve the grip or device whereby the .car is coupled to the moving cable.

In order to make my invention and purpose more clear, I will say that when a cable of the above character has been employed as a driver the car has been provided with a grip comprising a wheel mounted on the under side of the car with teeth to engage the sockets in the cable in the manner of asproeket- When the car is standing, the cable rotates this Wheel; but when the brake is set on the wheel until it is prevented from rotating the car must move wit-h the cable. The wheel is arranged to be lifted out of the cable-way for derailing the car or taking it into the car-house. Some practical difficulties are experienced in the use of a Wheel-grip of this kind, mainly owing to the stretching of the cable, which causes a variation in the pitch or spacing of the ties or bridges that connect the twin cables.

In my grip the teeth which engage the cable are not on and parts of a sprocket-wheel, but are carried by two endless chains, and they move when driven by the cable in a plane parallel with the cable-way and with their contact-faces at right angles to the line of travel of the cable from the engaging to the disengaging point. Provision is also made whereby the grip is caused to work smoothly even with a considerable variation in the pitch of the cable.

My invention will be hereinafter described, and its novel features carefully defined in the claims.

In the accompanying drawings, Figure 1 is a sectional elevation of a portion of a car provided with my improvements, the plane of the section being indicated by line 1 1 in Fig.

2. Fig. 2 is a plan of the mechanism below the car-bottom, the latter being omitted. These are general views on a small scale illustrating the mechanism assembled together. Fig. 3 is a side elevation of the teeth and chains of the grip alone, the sprocket-Wheels that carry the chains being indicated merely by dotted circles, the other mechanism of the grip being omitted. Fig. 4 is a side elevation of the grip, showing the gear-wheels and sprocket-wheels, but omitting the chains and teeth, the pitch-line only of the chains being indicated by dotted lines. Figs. 3 and 4 are merely illustrative or explanatory views. They are drawn to a scale double that of Figs. 1 and 2. Fig. 5 is a transverse section through the grip device, taken in a substantially vertical plane, and Fig. 6 is a sectional plan of a part of the same device. These views are drawn to a scale double that of Figs. 3 and 4. The dotted line 5 5 on Fig. 1 indicates the plane of the section along which Fig/5 is taken. Fig. 7 is a sectional elevation of the device on the platform for applying the brakes to the grip, and also to the car-Wheels. This view is drawn to a scale double that of Fig. 1. Fig. 7 is a detached sectional and plan view of the pinions and adjacentparts seen in Fig. 7. This view is drawn to a large scale. Figs. 7 b and 7 are views of the device seen in Fig. 7 designed to illustrate its operation. Figs. 8, 9, 10, 11, and 11 are detail views, on a scale double that of Fig. 1, illustrating parts of the mechanism for raising and lowering the grip.

Figs. 8, 9, and. 10 are merely diagrammatic views. Fig. 12 is a plan, and Fig. 12 an elevation, of a modified form of the device illustrated in Fig. 7, and on the same scale.

I will now describe my invention, premising that it comprises the construction of the grip itself, the means for applyingthebrakes to the same, means for lifting the grip out of engagement with the cable in crossing other cables or passing from one cable to another, and means for lifting the grip entirely out of the cable-Way or conduit in derailing the car or in leaving the road to enter the car-house.

A represents the cable-way, athe grip slot or groove therein, and B the cable. This cable is, as before stated, made up of two cables arranged parallel and connectedat regular iii- ICO tervals by ties or cross-pieces I), the spaces b between said ties forming sockets to receive the teeth on the grip. This cable is supposed to be driven in the usual manner by a stationary engine at some point on the road.

0 represents the bottom of a car provided with my improvements. I have not deemed it necessary to show more of the car than is required to illustrate my invention, as the car may be of the usual kind. The car-body is mounted on wheels C (3, fixed, as usual, on axles C C One of the platforms 0 of the car is shown.

D D represents a stout frame supported on .the axles C at (I (Z. This frame maybe composed of two longitudinal beams connected by transverse ties or beams arching over from side to side. 'Within the space encompassed by frame D is suspended a frame E, which may be raised or lowered, as will be described.

D D are pairs of standards erected on frame D. In standards I) D a rock-shaft F is mounted, on which are fixed arms F F, which are coupled to the frame E by links F F The object of this device is to compel the frame E to preserve its horizontal position at all times. If simply suspended, it would rock or vibrate laterally. The raising and lowering of the frame E is effected by the following-described mechanism:

Chains or like flexible connectors c c are attached at their one end to opposite corners of frame E, pass over guide -shcaves f. f, mounted on the cross-beams of frame D, and are attached at their other ends to a horizontallyarranged double grooved sheave f, mounted also on frame D. These chains-e 6 support the suspended frame E. Connected with or forming a part of the sheave f is a sheave g, to which is attached and around which is wound a chain or like connector 71. The other end of this chain is attached to a sliding carriage or frame G, mounted in suitable bearings at t i on standards D D on frame D. This carriage G is adapted to move longitudinally of the car. \Vhen it is drawn forward, (by means to be described,) the chain 71/ rotates sheave g, and through it sheave f, and thus winds up chains 0 c and lifts frame E. The frame E carries the grip device; but before proceeding to describe this device I will describe the means whereby the carriage G is drawn forward, promising that two very similar devices are employed, one for lifting the frame E only high enough for the grip to clear the cable and the other high enough for the grip to entirely clear the cableway. The driver or gripman of the car controls this choice and decides which device will be put in operation. 011 the platform 0 is mounted in suitable bearings an upright shaft j, provided with some suitable crosshandle j on its upper end for operating it. On said shaft below the platform is fixed a cross-head j to one end of which is attached a rod H, which extends back to and is coupled with a crank-arm 7.: on a rock-shaft mounted on some part of frame I). On this rock-shaft are fixed at a little distance apart two toes or trippers ZZ one standing a little above the other, and in front of these toes are loosely mounted 011 a shaft in, fixed on carriage G, two elbow-levers n M, which have latch-hooks on their pendent arms (see Figs. 8, 9, and 10) turned in opposite directions. The backwardly-projecting arms of these levers n W stand, respectively, in the paths of the toes Z Z the former above its toe Z and the latter below its toe 1*. The hook on the lower extremity of the lever it engages a pin 0 in the inner face of a hooked draw-bar I, which is pivoted at 1) in carriage G, and has its hooked end projecting forward, or to the right, as seen in Fig. 2. Thus the hook on the lever 7L normally supports the draw-bar I in the position seen in Fig. 1. Parallel with draw-bar I, and pivoted at the same point in carriage G, is a draw-bar I which is precisely like the bar I, except that it is a little longer. This drawbar I has a pin 0 (see Fig. 9,) which is en gaged with the hook on the lever a: This hook supports bar 1*.

Now, if the gripman wishes to raise the grip entirely out of the cable-way, he can do this without stopping the car by simply turning shaft j, by means of handle j, a part way round in the proper direction to draw forward rod II. This action swings arm k and shaft 7:. and throws up too Z. This toe takes under and raises the arm of bell-crank it and dctaches the latch-hook on its end from pin 0 in draw-bar I. This position of the parts is seen in diagram, Fig. 8. The draw-bar drops onto a restq on the uprights on frame D and stands in the position seen in diagram, Fig. 10. On the car-axle C is fixed a crank .l, which has two crank-pins r r on opposite sides of its end arranged at different distances from the axle. The pin 1', which has the greater throw, will be in position as the car-axle revolves to engage the hook on the end of the draw-bar I, and as the crank passes on the carriage G will be drawn forward, through the medium of this bar, until the crank has turned far enough to pass out of engagement with the hook. This movement of carriage G will lift frame E and the grip mounted thereon. In Fig. 10 it is the longer draw-bar I that is shown, but the operation is the same in principle with both draw-bars. If the gripman wishes to raise the grip out of engagement with the cable only and not out of the cableway, he drops the longer draw-bar I". This is effected by turning shaftj in the opposite direction to-that described. This rocks the shaft 70 in the opposite direction. Toe Z depresses the arm of lever 02. and disengages its pendent latch-hook from pin 0 in draw-bar 1*. This operation is seen in diagram, Fig. 9. The hook on the end of the draw-bar I will be engaged by crank-pin 0. The dillerence in the positions, measured radially of the crank-pins r and r governs the extent of lift due to the momentum of the car, causes a cam K on the axle to take under and lift the draw-bar high enough for the latch-hook to engage and hold it up in its normal elevated position. I may say here that coil-springs on the shaft or bar m return. the levers n a to their normal positions against a stop in (Seen in Figs. 8 and 9.)

In order that the frame E and its appurtenances may not be thrown up at the forward end, I provide a means for holding it down which I will now describe. 1

L is a rock-shaft which is mounted in frame D and provided with arms L which take over the flange of frame E and keep it from rising, and with a weighted arm L, which tends to keep the said arms thrown into engagement. On the said shaft L, at one side of the frame E, is crank-arm L which carries a bowl or pin 3, which stands under the end of a pendent swinging bar M, the lower end of which is in the form of an inverted Y, the branches of which form two like cams.

The rod II is coupled to bar M, and when moved longitudinally in either direction the rod H swings said bar, thus causing one or the other of the cams on the bar to act on the bowl 8 and depress crank-arm L The effect of this is to rock the shaft L and swing the arms L out of engagement with frame E. Asthis frame would fall again after being raised, if left to itself, I employ a device forsupporting it in its elevated position and for lowering it. This device I will now describe.

To the front end of the carriage G is pivotally secured-a rack N, which is mounted in a guide or guides, of any suitable construction, on the bottom of the car or its platform. This rack meshes with a longpinion t, rotatively mounted on a fixed stud u, attached to the car-body. I have shown this stud as forming a part of a flanged plate '0, secured firmly to the under side of the platform 0. Pivoted on plate c is a dog or pawl w, which engages the teeth of thepinion t, and by holding it against rotation prevents the carriage G from moving back, and thus holds the frame E suspended. On the dog to is a cam-arm w", and

on plate 1; is pivoted a cam-lever w, the inner end of which is adapted to engage arm w and release the dog, and the outer end of which is connected to one end of the cross-head 7' by a rod m. When the cam-lever 0c is turned to its middle position, as seen in Fig. 2, it acts to lift the dog w out of engagement with the pinion, and thus allow the latter to rotate and the frame E to fall. Mounted rotatively on the stud it, below the piniont, is a sprocketwheel O, which carries a spring-pawl y, (see Figs. 11' and 11%) which is always in engagement with the pinion. A chain z connects this sprocket-wheel 1 with a sprocket-pinion z on an upright shaft P, rotatively mounted in suitable bearings on the car-platform c. This shaft P is provided with a suitable operating hand-wheel, whereby the gripman of the car may by hand elevate the frame E. This he effects through the medium of the sprocket wheels and chains, the pawl y, pinion 2, and rack N. When the frame is raised, the dog w holds it elevated. To lower it, it is necessary for the gripman to turn shaft P forward a little, in order to take the pressure off the dog, and then release the latter by turning handle j until they lever 03 and camarm w stand in the position seen in Fig. 2.

3 3, around which is an endless chain 4. These sets or pairs of sprocket-wheels are independently mounted in different planes, but their axes are all at right angles to the axis of the roadway. mounted in the main chain 2, as clearly shown. In the construction illustrated five teeth, equally spaced to suit the pitch of the cable, are employed. These teeth have tails 5*, and these tails are coupled to the auxiliary chain at by slotted connections. In Fig. 3, a represents the slot in the tail 5 and c the coupling-stud. The construction is such that when the car is standing and the cable moving the cable will drive the chains and teeth, one tooth being always inengagenient with a tie b of the cable. tooth in contact will stand at right angles to the axis of the cable, or substantially so, and the teeth will be tilted and thrown forward as they free themselves from the cable, so as to avoid any rubbing or grinding friction between the teeth and the cable-ties 1). Owing to the peculiar manner in which the teeth enter and leave the sockets in the cable, a moderate amount of variation in the pitch of the cable, due to its stretching, will make no appreciable difference in the operation of the grip. In order to steady and guide the teeth in their movements, I mount on the ends of the main pivots of the teeth at each side of the chain rollers 6 6, one of which (see Fig. 5)

rolls alon an n )er track 7 and the other take some of the strain off the pivots of the teeth and the chain. a

In. order that the cable may drive the car, it is necessary to stop one or both of the wheels The grip-teeth 5 5 are pivotally The vertical face of the 1 1 from rotating. I prefer to apply brakes to both simultaneously for this purpose; but as both braking mechanisms are alike I have only illustrated one in detail, (see Figs. 5 and 6,) and this I will now describe.

The sprocket-wheel 1 (seen in Fig. 5) is loosely mounted on atubular stud 10, secured in a casting 11, mounted on frame E. The web and inner face of the rim of wheel 1 are turned up truly to receive brake-blocks 12 and 12 one arranged on each side of the web of said wheel. These blocks maybe of woodof ring like form. Theblock 2 is secured in the face of a brakedisk 13, secured. to the end of astem jH which plays through and is splined in the tubular stud 10. On the outer end of stem 14; is an enlarged screw 15, which screws into a nut 16. This nut is of tubular form and is screwthreaded both externally and internally. The block 12 is secured in the face of a brakedisk 13*, which is secured (see Fig. 6) to two stems 11 11*, which play through the casting 11, and are attached at their outer ends to a nut 15*, which screws over the nut 16. Now, when this nut 16 is rotated in one direction, the effect is to draw the blocks 12 12* up tightly against the web of the sprocket-wheel 1, and when turned in the opposite direction to move them back and out of contact with the web. In order that I may rotate the nut 16 conveniently,I secure it to or in a toothed wheel 17 and drive the latter through the medium of a pinion 18, mounted in a bearing on frame E, a sheave 19 on the same axis as the pinion, and a chain, rope, or other flexible connector 20. Both of the sprockctwheels 1, as before stated, are provided with like braking devices, and each braking device has a toothed wheel 17, both of which mesh with the pinion 18. Thus the two braking devices are operated simultaneously through the medium of the brake-chain 20.

The screws on the nut 16 are rights and lofts, and the said nut is or. may be secured to the spnr-wheel17 adjustably, so that by detaching it from the spur-wheel it can be conveniently rotated so as to set up the brakeblocks to the web to compensate for wear.

In Fig. 5 the flanged portion of the nut 16, which laps over on the outer face of wheel 17, is beveled at its margin, and a beveled ring 17 X issecured to wheel 17 to form a keeper for the nut. The nut is secured to the web of the wheel by a pin or pins 21, which may be made to enter registering holes in the parts and thus secure them against independent rotation. In order to oil the nut 16, I usually utilize its cavity as an oil-holder and close it with a screw-cap 16 Small holes for the passage of oil are formed in the wall of the nut, as seen in Fig. 6. The screw 15 I usually make hollow to provide a receptacle for oil, and furnish it with an aperture to receive oil, and passages in its wall to deliver it to the screw-thread, as clearly seen in Fig. 5. In order to protect the nut 16 from dust, I turn its inner end truly circular and form a circular flange 11 on the casting 11 to take over and fit said nut. The nut also has a flange which extends out to and fits snugly within the rim of wheel 17. This serves to protect the screw from dust at that side.

I may say here that I only employ the pinion 18, in order to drive the wheels 17 in the same direction, whereby I am enabled to construct the nuts 16 alike on both devices, as respects their screw-threads. If the wheels 17 meshed together, one driving the other, the screw-threads 011 the respective nuts 16 would have to be reversed.

The gripinan might employ any ordinary form of brake-actuating mechanism adapted to rotate sheave 19 through the medium of the chain or connector 20, but I prefer to employ the device illustrated in Figs. 7, 7, 7", and 7", and which I will now describe, promising, however, that one object I have in using this form of brake-operating device for the grip is that it enables the driver to set the brakes on the wheels of the car also, and thus avoids the necessity of using two brake wheels or handles. Fig. 7 is an elevation of the device seen in Fig. 7", taken from the direction indicated by arrow 7 In these views the pinions are indicated in dotted lines to avoid con fusion.

21 is a horizontally-arranged toothed wheel, rotatively mounted on a stud 22, fixed to the under side of the car-platform c, and 21 is a like toothed wheel mounted on thesame stud, which latter thus forms a common axis for said wheels. The two ends of the grip-brakechain 20 are attached to the face of the lower wheel 21 at nearly opposite points 6 6 its bight being secured to sheave 19. To the upper wheel 21 is attached at the point a one end of the car-brake chain 23, which chain extends back and is coupled to the evcner 24c (seen in Fig. 1) of the usual braking mechanism employed on streetcars. I have not deemed it necessary to illustrate the ordinary car-brake more fully than this, as it would only tend to confuse the drawings.

Vithin the hollow (see Fig. 7) between the two wheels 21 and 21 and coiled around the axis thereof is arranged a coil-spring 25, one end of which is secured to the upper wheel 21, and the other to the lower wheel 21*. In suitable bearin gs on the platform 0 is mounted an upright brake-shaft 26, provided with a suitable hand-wheel or crank 26 for operating it. On this shaft are two like pinions 27 and 27 arranged to mesh with the toothed wheels 21 and 21*, respectively. These pinions are splined on shaft 26 and are embraced between the two lower bearings of the shaft. On the wheels 21 and 21 are respectively stops 2S and 28*, (best seen in Figs. 7" and 7.) \Vhcn the brakes are off, the spring 25 rotates the wheels 21 21 in such a manner as to bring these stops up against the pinions 27 27 on opposite sides, and thus bring the splinegrooves 29 in the pinions (see Fig. 7 always back to one position and into coincidence or register, On the shaft 26 is a steep pitched screw 30, that plays in a nut 31, which forms a part of the bearing of the shaft. The object of this device is to enable the gripman to operate either setof brakes at Will by rotating one or the other of'the wheels 21 21 at will. Referring now especially to Fig. 7, it will be seen that the spline 32 on shaft 26 is quite short, and as the shaft moves up or down longitudinally when it is rotated, by reason of screw 30, it will also be seen that the spline may be run up into the upper pinion 2'7, when it and the shaft must rotate together and drive the wheel 21; or

by turning the shaft in the opposite direction the spline may be run down into the lower pinion 27 and said pinion must then turn with the shaft and drive-wheel 21*; but in passing out from the spline-groove of one pinion into that of the other it must be obvious that the spline would engage both pinions, and as both pinions cannot revolve together in the same direction, by reason of the stops on the wheels 21 21*, I cut away the metal of the pinions to the depth of the spline-groove, in the manner of one turn of a screw-thread, asv at g g in Fig. 7 the pitch corresponding with that of the screw 30. The spline 32 is equal in length, or nearly so, to double the pitch of the screw, and consequently when the spline passes from one pinion to the other it will engage one at the mo ment it passes out of engagement with the other, the spiral recesses g providing room for the movement of the spline in its transit from one pinion to the other.

The operation will usually be as follows: WVhen the grip-man wishes to stop the car, he will find the grip-brake set (as it must always be when the car is inmotion) and the spline 32 in the shaft 26 in engagement with the lower pinion 27 The first movement is to rotate shaft 26 backward or to the left. This serves to impart abackward rotation to the pinion 27 X and wheel 21 which releases the gripbrake and brings the stop on wheel 21 up against the pinion 27 as seen in Fig. 7 This back rotation of the shaft will have moved the spline up out of engagement with pinion 2'7 and into the neutral spaces 9'. Continued rotation of the shaft 26 in this direction will turn the wheel 21, through the pinion 27, and thus set the brakes on the carwheels, and this will stop the car. Thus, as the parts areherein shown, backward rotation of shaft 26 first releases the grip brake and then sets the car-brake. To release the car-brake, the shaft 26 is rotated to the right until the spline descends to the neutral or median position, (seen in Fig. 7,) and then both brakes will be off. To start the car, the gripman rot-ates shaft 26 to the right, when the wheel 21 will be rotated (in the direction of arrow 00 y in Fig. 7") and the grip-brake set. The wheels 21 and 21 to which the brake-chains are attached, actas cranks. The ends of chain 20 are so connected to wheel 21 that one is slackened up shows that the grip-brake is set and the car brake is off. In Fig. 7 the position of the parts shows that the grip-brake is off and the car-brake set. By attaching the ends of the grip-brake chain 20 to studs on the face of the wheel 21*, on opposite sides of its center, asseen at 6 6 one side of the chain is slackened to the same extentthat the other is taken up, and the leverage or purchase the gripman has on the brakeincreases as the brake is set by the line of strain being brought nearer to the axis of the wheel 21 This cannot be effected with the ordinary construction, where the chain is wound on a barrel, as in this latter case the leverage remains always the same.

Figs. 12 and 12 illustrate a simpler construction of the brake-applying apparatus. Int-his construction the shaft 26 is unprovided with a screw, and on it is fixed a pinion 27 which meshes with a toothed crank-wheel 21, rotatively mounted under the car-platform. The two brake-chains 20 and 23 are coupled to this wheel at the points 6, c and c asclearly shown. In Fig. 12 the brakes are shown as both off. A movement in the direction of arrow at y will set the grip-brake,while a movement in the opposite direction will set the car-brake.

' The brake-chains are simply represented in usually couple the boxing d (seen at the left in Fig. 1) to the frame D by means of a link 8X. The front end of this frame D may also be provided with a track-clearer D In the drawings, and particularly in Fig. 3, the sprocket-wheels 3 are represented as of less diameter than the wheels 1 and the lower sides of chains 2 and 4 as in the same horizontal plane. This is to causethe proper motions to be imparted to the teeth 5; but the relative proportions and arrangement of these parts and the angle formed by the tail of the tooth with its body may of course be varied somewhat without materially departing from my invention or materially affecting the operativeness of the device. The tail of the tooth that happens to be in engagement with the cable imparts the proper movement to chain 2.

Having thus described my invention,- I

claim- 1. A grip for a cable'road car, comprising two endless chains and their sprocket-wheels, and L-shaped teeth to engage the cable, said teeth being pivotally mounted in the main endless chain, with their tails pivotally c011- nected to the auxiliary endless chain, sub stantially as set forth.

2. The combination, in a grip device for a cable-road car, of two endless chains, as 2 and 4, arranged side by side, two pairs of sprocket wheels on which said chains are mounted, L- shaped teeth, as 5, pivotally mounted in the chain 2, and having slotted tails 5 pivot-ally connected to the chain 4, friction-rollers, as 6 and S, mounted in said chains, respectively, at the points where the teeth are pivoted, and the tracks on which said rollers run, substantially as set forth.

A brake for a grip for a cable-road car, consisting of brake-disks 13 and 1 3 and their brake-blocks, said blocks being arranged on opposite sides of the web of the grip-wheel, a screw 15, connected rigidly to one of said disks, a nut 15*, connected rigidly to the other of said disks, and a nut 16, screw-threaded externally and internally and intermeshing with the screw 15 internally and the nut 15 externally, whereby rotation of said nut serves to operate both brake-disks simultaneously, as set forth.

4. The combination, with a sprocket-wheel 1 of a grip device, of the brake-disk 13, furnished with a block 12, a stem 1t, and a male screw 15, said stem extending through the tubular journal of the wheel 1, the brakedisk 13 furnished with a block 12*, stems 14 and a nut or female screw 15 a nut 16, furnished with a male screw which engages nut 15 and a female screw which engages screw 15, and an operating-wheel 17, secured to said nut 16 concentrically, substantially as set forth.

5. The combination, with the grip-carrying frame E, its supporting chains and their sheaves, of the carriage G, a hooked drawbar, as I, pivoted therein, a supporting-hook which holds up said draw-bar, a trip, as Z, for releasing said hook, an operating-rod II, a crank-arm 7;, connecting said rod II with said trip, the car-axle, the crank J thereon provided with a crank-pin r, and the cam on the axle for raising said draw-bar, substantially as set forth.

6. The combination, with the rod II, the crank-arm 7a, to which it is coupled, the rockshaft 7e, and the toes I Z forming trips, of the carriage G, the hooked draw-bars I 1*, of unequal lengtlninounted in said carriage, the elbow-levers a a mounted on said carriage and having pendent hooks which engage pins 0 0 respectively, in said draw-bars, the axle of the car and the crank J thereon, provided with two crank-pins r 1' arranged at different distances from the axle, substantially as and for the purposes set forth.

7. The combination, with the frame D,carried by the car-axles, and the grip-carrying frame E, suspended in said frame D, of the rock-shaft F in frame D, provided with arms F, and the links F connecting said arms with the frame E, substantially as and for the purposes set forth.

8. The combination, with the frame D and the grip-carryingframe E suspended therein, of the rock-shaft Ii,provided with an arm L that takes over some part of frame E normally, a weighted arm L and an operatingarm Lthavinga pin or bowl .9, of the pendent bar M, having two cams on its lower end, adapted to act on said pin or bowl, whereby the shaft I1 is rocked by the swinging of said bar M, as set forth.

9. The combinatiomwith the grip-carrying frame, its supporting and elevating chains and sheaves, and the carriage G, of the rack N, coupled to said carriage, the pinion 2, engaging said rack, the dog or pawl 70, engaging said pinion, said dog being provided with a tail 10 the lever 01;, the upright shaftj, the cross-head j on' said shaft, the comiecting-rod at, which couples one end of said cross-head to said lever 00, the wheel 0, mounted loosely on the same axis with pinion t, the pawl 7 carried by said wheel and engaging said pinion, the upright shaft I its pinion z", and the chain or belt connecting wheel 0 with pinion 2 substantially as set forth.

10. The brake-applyin g device for the gri pbrake, comprising the upright operatin -shaf t 26, a pinion carried thereby intermeshi ng with a spur-wheel, the said spur-wheel, and the brake-chain 20,its ends connected to studs in the face of the said wheel at opposite sides of its center, whereby the said chain is slackened on one side to the same extent that it is taken up on the other, and whereby the brakingleverage is increased, as set forth.

11. The brake-applying device comprising the combination of the spur-wheels 21 and 21 connected together by a spring 25 and provided, respectively, witlrstops 2S and 28*, the ear-brake chain 23, connected with wheel 21., the grip-brake chain 20, connected at its ends with wheel 21*, the nut 31, the operating-shaft 26,provided with a screw 30 in said nut and a short. spline, and the pinions 27 and 27* on said shaft, meshing, respectively, with said wheels 21. and 21 and provided with spline-grooves and spiral spline-recesses, whereby both brakes may be operated suecessively from the same shaft.

In witness whereof I have hereunto signed my name in the presence of two subseril'iing witnesses.

ANDREW CAMPBELL.

\Vitnesses:

* HENRY CONNETT, J. D. CAYLINGEN.

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