Patent GB-190120088-A (GB)
Title: Improvements in and relating to Power Transmitting Mechanism chiefly designed for use in connection with the Propulsion of Vehicles.
Inventor: ARNOLD BION JOSEPH
Filed: 1901-10-08
Granted: 1902-10-08
Abstract: 20,088. Arnold, B. J. Oct. 8. Electric locomotives and motor vehicles.-Relates to means by which a motor giving off uniform power and running at a constant speed, such as a singlephase alternating-current electric motor, is adapted to drive a variable load at a variable speed by the agency of a system of power storage adapted to absorb the surplus power when the load is light, and to give it up when the load is heavy, as well as to drive the load indeperdently of, or in addition to, the motor, or to start the motor from a state of rest. Electrical controlling- arrangements are also included. The invention is described in connection with an electric tramcar. Referring to Figs. 1 and 5, each axle of the car carries a motor, the armature D and field magnets E of which are loose but may be coupled to the axle by electromagnetic clutches T and are geared to the crank shafts of fluid-pressure engines H. These engines are adapted to work either as compressors, or as motors, and are in connection with storage reservoirs, the connections being provided with spring air inlet valves, spring valves leading into the reservoirs, and slide valves operated by solenoids to allow the compressed air to issue from the reservoirs. The valve gear of these engines is normally set for compressing, but each may be reversed by a solenoid when it is required to act as a motor. The two elements of the motor, the field and the armature, have a constant relative speed. The armature engines and the field engines of the two axles may be coupled together so as to form compound engines. The field and armatures of the electric motors may be mounted on the shafts of the engines instead of on the axles of the car. The controlling arrangements, Figs. 8 to 11, comprise a source of direct current, such as a motor generator p<1>, connected with a secondary battery q<1> and provided with an automatic cut-out P<2>. The controlling and reversing switches Z, Z<1> are interlocked by means of a notched disc O<1> on the spindle of the switch Z<1>, and a plunger Q' connected to a crank-pin on the spindle of the switch Z ; the handle A<1> may be swung from Ba to 3 when the handle B' is at either of the positions 2, 3, 4, 5 ; when B' is at 0 or 1, the handle A' can be moved only between Ba and Oa. When A' is at Ba the handle B' is unlocked. The spindle of the switch Z may be used to operate the valve C' of the air brake. The handles A', B<1> may be removed from their spindles when in the positions Oa, 0 ; in all other positions they are locked thereto. The solenoid O<1> controls the connection of the motor on the car with the main circuit ; T and S indicate the circuits through the clutches of the armature and field respectively ; the solenoid R controls the reversing-valve of the engine H which is geared to the field, and m<1> the valve by which it is supplied with compressed fluid ; the solenoids r<1>, n' serve the like purposes for the engine which is geared to the armature. These circuits are connected to corresponding contacts on the reversing-switch, other contacts i<1>, j<1>, k<1>, l<1> on which are coupled respectively to contacts P, J<1>, K<1>, L' on the controlling-switch ; of these I' is in permanent connection with the return wire. When the handles are in the positions marked Oaand 0, the circuits are all open, and the car is at rest ; by turning A' to Ba the air brakes are set on and the reversing-switch is unlocked ; B' may then be moved to 1, this opens the supply valves of both engines and reverses their valve gears so that the field and armature are driven at equal speeds in opposite directions. When the handle B<1> is moved to 2 the supply valves are closed, the valve gears assume their normal positions and, the main circuit having been completed, the engines act as compressors. The air brakes are now released by turning A' to Ra; this action also connects L<1> to I' and reverses the valve of the armature engine ; the engine H continues compressing until it is brought up by the resistance. The handle A<1> is then moved to 1, this throws J into circuit and thereby causes the field to become clutched to the axle and reverses the valve of its engine. By moving the handle A' on to 2 the armature engine becomes a compressor, the field will then commence rotating, and the car will begin to move ; further movement to 3 opens the supply valve of the field engine which then acts as a motor to assist in the rotation of the field and axle. If the handle A' is now turned back to Oa both engines will act as compressors. During these operations, the main circuit has remained open ; when the handle B' is moved on to 3 it continues open, but the other connections are reversed and the car moves backwards. When the handle B' is moved to the positions 4 and 5, the main circuit is broken and the car is driven backward and forward respectively by fluid pressure only. The forward direction is produced when the car wheels rotate with the field, and the backward when they rotate with the armature, and the switch connections at the opposite ends are arranged accordingly. Figs. 16, 17, 18, and 19 show a non-conducting socket coupling for connecting the circuits in two cars ; the terminals M<2>, R<2>, S' of the field-controlling circuits are in the projection of one part and in the socket of the other, those N<2>, r<2>, T<2> of the armature circuits are in the socket and projection respectively. As shown, the coupling is ready to connect the tail of the one car to the head of another ; if however the second car has become reversed and presents its tail to the tail of the first car, the field circuit of one car will be connected to the armature circuits of the second, so that they will both be operated in the same direction.