Improvements in. Tramway Vehicles Driven by Motor Engines.
Year: 1892

page_text: Date of Application, 23rd Mar., 1892
Complete Specification Left, 16th Nov., 1892-Accepted, 14th Jan., 1893
PROVISIONAL SPECIFICATION.
[Communicated from abroad by CARL LÜHRIG, of Reichs Strasse, No. 30 Dresden;
Germany, Mining Engineer.]
Improvements in. Tramway Vehicles Driven by Motor Engines.
I, OLIVER IMRAY, of No. 28 Southampton Buildings, Chancery Lane, in the
County of Loudon, Chartered Patent Agent, do hereby declare the nature of this
invention to be as follows:-
30
This invention relates to the construction and arrangement of the motor engines
and driving gear of tramway vehicles propelled by motor engines; wherein such
driving gear, amounting in the instance given by way of example to eleven toothed
wheels, is carried by only two bearers, together with which they can be raised as
a whole from below towards the framing of the carriage in order to be fixed to
the transverse bearers thereof by only four screws.
It is a well known disadvantage that with tramway vehicles that are propelled
by gas or petroleum motor engines the unavoidable smell from the combustion
products easily passes into the carriage and becomes a nuisance to the passengers.
It has therefore always been necessary in such carriages either to provide a separate
compartment as engine room, or even to employ an entirely separate vehicle as
locomotive. The cumbrous appearance and the great expense of construction and
working caused by such arrangements, more particularly on account of the necessary
turntables or reversing sidings, have materially hindered the extended use of such
tramway vehicles driven by motor engines.
According to the present invention, the motor engines and driving gear have
been so arranged that nothing is to be seen of them from the outside, the motor
engines (two twin engines) being housed beneath the two longitudinal seats of the
vehicle, while their fly wheels are contained within the hollow sides thereof. By
this arrangement it has been possible to entirely cut off all communication between
the engines and the interior of the vehicle, in such manner that neither smell nor
noise can penetrate into the latter.
The gas or petroleum reservoirs are situated, together with the pressure regu-
lators and the exhaust chambers, beneath the bottom of the vehicle, and the entire
driving gear is arranged compactly in the smallest possible space in the middle of
the framing between the two wheel axles. The motor engines are each mounted
on a frame so that after lifting up the flap-like parts of the sides of the vehicle
from the outside, they can be drawn out with their frames, and be exchanged for
others kept in stock, without difficulty and in the space of a few minutes.
With the same rapidity and facility the driving gear can be removed as a whole
and be replaced by a new one, for which purpose it is only necessary to run the
carriage on to the pit siding and to undo the four fixing screws and screw them up
again.
The arrangement of the driving gear is shewn on the accompanying drawings in
which
Fig. 1 shows a cross section of the carriage frame with the driving gear.
Fig. 2 is a side view thereof, and
Fig. 3 shews a plan.
じ
On the two crank shafts c of the twin engines are fixed spur wheels A each
gearing with a larger wheel A'; both wheels A' are fixed on the shaft B. On
the latter are also the loose wheels H and Q of unequal diameter and between
these is the claw clutch sleeve G, capable of 'sliding on but rotating with the shaft,
so as to gear with the claw coupling of either the one or the other wheel H or Q,

page_text: according as it is desired to run with a quick or slow speed. The smaller wheel H
of the shaft B gears within a large wheel J on the countershaft K, while the large
wheel gears with one of equal size. R₁, so that by this means the shaft K has
either a quick or a slow speed imparted to it.
The motion is transmitted from this shaft 'to a 'second counter shaft N, either
directly, that is to say, in the same direction of rotation, by the wheel L on the
shaft K gearing with the wheel M of the shaft N, or indirectly, that is to say in
the contrary direction, by the wheel R on shaft. K. gearing with the wheel Pon
the shaft through the intermediate wheel Q loose on its shaft. The two
wheels M P are loose on their shaft N and have also clutch claws for coupling
with the claws of the clutch sleeve O between the two wheels, and which can slide
upon but rotates with the shaft N..so that by gearing either wheel with the shaft N,
this will be turned in the one direction or the other for the purpose of running
forward or backward.
The shaft N is carried at the one end by a bearing in the bracket. T and at the
other end in a recess in the shaft G which latter carries. the two pitch wheels U,
of which the one has a pitch chain that is led to the front wheel axle F while
the other one is led to the back one F: The two discs S S of a friction clutch
are fixed respectively on the shafts N and Gandare kept apart by springs.
The shaft N can be shifted longitudinally in its bearings so as to bring the
friction clutch S S' into or out of action, this being effected by a screw W carried
by the block T and having at its other end a toothed wheel Z with which gears a
pinion on the upper shaft Y. This shaft is rotated by means of bevil pinions u 1
actuated by rods with chain wheel gear leading to each end platform of the
carriage. The shifting of the two clutches G, O, is also effected by means of
ŕods g, o, extending to the end platforms and by forks s thereon. Ou both plat-
forms are hand wheels for turning the rods and two reversing levers for
turning the rods g, o, so that the friction clutch SS' can be actuated for driving
the axles FF, that is to say for running or standing still, also, the clutch can
be actuated for running backwards or forwards as described, and lastly the clutch G
can be actuated for the quick or slow transmission of the motion of shaft B to the
shaft K, for running fast or slow.
The method of operating is as follows. The motor engines run continuously and
the motion of their crank shaft is transmitted by the wheels A A' to the shaft B.
The wheels HQ hereof being loose however, the other toothed gearing stands
still. By turning the hand wheel to the right the friction clutch S S' is put in
gear, but even then no motion will take place. For starting at a slow speed, the
clutch G is moved over so as to gear with wheel' H by moving the lever under
the hand wheel to the right. By this means the motion of shaft B is transmitted
through wheel J to the shaft K and from this to wheel M through wheel L, and
through wheels R and Q to wheel P. In consequence of the proportion of the
diameters of H and J the speed of rotation of shaft K will be proportioned to that
of shaft B about as 1: 3. The carriage will however still not start, as the
wheels M P are loose on, the shaft N. By moving over the second lever /¹ to the
right, the clutch O will be made to gear with wheel M for the forward motion,
whereby the shafts N and G will be rotated in the same direction as the shaft B.
If it be desired to increase the speed, the lever is moved over to the other
side so as to bring clutch G out of gear with wheel Q. The shaft K will then
run at the same speed as B in consequence of the equal diameters of Q and R.
If it be desired to pass from running forwards, to running backwards, the lever h
is moved over to the left, thus putting clutch O out of gear with wheel M and into
gear with wheel P, when, for slow backward motion the rotation of shaft K will
be transmitted through wheel K by means of wheel Q to the wheel P'and shaft N,
the wheels L M then running idle. On running quick backwards, the transmission
of the motion of shaft B is effected directly through wheels Q P to shaft N,
JH and R then running idle as well as L M.
A rotation of the hand wheel to the left, while at the same time applying the

page_text: brakes, will cause the friction clutch S S¹ to be put out of gear so as to bring the
vehicle to a standstill, it being for this immaterial whether the vehicle is running
forwards or backwards. The other gearing can then continue to be rotated by the
engines without causing any detriment.
This arrangement of the whole driving gear so as to work by itself and only to
be connected with the wheel axles through the friction clutch is of great importance
in the case of accidents or running off the rails.
Dated this 23rd day of March 1892
ABEL & IMRAY,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in Tramway Vehicles Driven by Motor Engines.
I, OLIVER IMRAY, of No. 28, Southampton Buildings, Chancery Lane, in the
County of London, Chartered Patent Agent, 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:-
This invention relates to the construction and arrangement of the motor engines
and driving gear of tramway vehicles propelled by motor engines, wherein such
driving gear, amounting in the instance given by way of example to eleven toothed
wheels, is carried by only two bearers, together with which they can be raised as
a whole from below towards the framing of the carriage in order to be fixed to the
transverse bearers thereof by only four screws.
It is a well known disadvantage that with tramway vehicles that are propelled
by gas or pretroleum motor engines the unavoidable smell from the combustion
products easily passes into the carriage and becomes a nuisance to the passengers.
It has therefore always been necessary in such carriages either to provide a
separate compartment as engine room, or even to employ an entirely separate
vehicle as locomotive. The cumbrous appearance and the great expense of con-
struction and working caused by such arrangements, more particularly on account
of the necessary turntables or reversing sidings, have materially hindered the
extended use of such tramway vehicles driven by motor engines.
According to the present invention, the motor engines and driving gear have
been so arranged that nothing is to be seen of them from the outside, the motor
engines (two twin engines) being housed beneath the two longitudinal seats of the
vehicle, while their fly wheels are contained within the hollow sides thereof. By
this arrangement it has been possible to entirely cut off all communication between
the engines and the interior of the vehicle, in such manner that neither smell nor
noise can penetrate into the latter.
The gas or petroleum reservoirs are situated, together with the pressure
regulators and the exhaust chambers, beneath the bottom of the vehicle, and the
entire driving gear is arranged compactly in the smallest possible space in the.
middle of the framing between the two wheel axles. The motor engines are each
mounted on a frame so that after lifting up the flap-like parts of the sides of the
vehicle from the outside, they can be drawn out with their frames, and be exchanged
for others kept in stock, without difficulty and in the space of a few minutes.
With the same rapidity and facility the driving gear can be removed as a whole
and can be replaced by a new one, for which purpose it is only necessary to run the
carriage on to the pit siding and to undo the four fixing screws and screw them
up again.
The arrangement of the driving gear is shewn on the drawings accompanying
my Provisional Specification in which
Fig. 1 shews a cross section of the carriage frame with the driving gear.
Fig. 2 is a side view thereof, and

page_text: :
.
On the two crank shafts of the twin engines are fixed spur wheels A each
gearing with a larger wheel A both wheels A" are fixed on the shaft B.
On the latter are also the loose wheels H and Q of unequal diameter and
between these is the claw clutch sleeve G capable of sliding on but rotating with
'the shaft, so as to gear with the claw coupling of either the one or the other
wheel H or Q, according as it is desired to run with a quick or slow speed. The
smaller wheel H of the shaft B gears with a large wheel J on the counter-
shaft K, while the large wheel Q gears with one of equal size R, so that by this
means the shaft K has either a quick or a slow speed imparted to it.
The motion is transmitted from this shaft to a second countershaft N either
directly, that is to say, in the same direction of rotation, by the wheel L on the
shaft K gearing with the wheel M of the shaft N, or indirectly; that is to say in
the contrary direction, by the wheel R on shaft K gearing with the wheel P on the
shaft N through the intermediate wheel Q loose on its shaft. The two wheels M P
are loose on their shaft. N and have also clutch claws for coupling with the claws
of the clutch sleeve O'between the two wheels, and which can slide upon but
rotates with the shaft N so that by gearing either wheel with the shaft N, this
will be turned in the one direction or the other for the purpose of running forward
or backward.
The shaft. N is carried at the one end by a bearing in the bracket T and at the
other end in a recess in the shaft G' which latter carries the two pitch wheels U,
of which the one has a pitch chain that is led to the front wheel axle F while the
other one is led to the back one F. The two discs S S¹ of a friction clutch are fixed'
respectively on the shafts N and G¹ and are kept apart by springs.
The shaft N can be shifted longitudinally in its bearings so as to bring the
friction clutch S S¹ into or out of action, this being effected by a screw W carried
by the block T and having at its other end a toothed wheel % with which gears a
pinion on the upper shaft Y. This shaft is rotated by means of bevil
pinions actuated by rods t with chain wheel gear leading to each end platform
of the carriage.
The shifting of the two clutches G, O, is also effected by means of rods g, o,
extending to the end platforms and by forks thereon. On both platforms are
hand wheels for turning the rods t and two reversing levers for turning the
rods
9, 0, so that the friction clutch S S' can be actuated for driving the axles FF,
that is to say for running or standing still, also, the clutch O can be actuated for
running backwards or forwards as described, and lastly the clutch G' can be
actuated for the quick or slow transmission of the motion of shaft B to the shaft K,
for running fast or slow.
The method of operating is as follows:
The motor engines run continuously and the motion of their crank shaft is
transmitted by the wheels A A' to the shaft. B. The wheels HQ hereof being
loose however, the other toothed gearing stands still. By turning the hand wheel
to the right the friction clutch S S' is put in gear, but even then no motion will
take place. For starting at a slow speed, the clutch G is moved over so as to
gear with wheel H by moving the lever under the hand wheel to the right. By
this means the motion of shaft B is transmitted through wheel J to the shaft K
and from this to wheel M through wheel L, and through wheels R and Q to
wheel P.
In consequence of the proportion of the diameters of H and J the speed of
The
rotation of shaft K will be proportioned to that of shaft B about as 1:3.
carriage will however still not start, as the wheels M P are loose on the
shaft N. By moving over the second lever ' to the right, the clutch O will be
made to gear with wheel M for the forward motion, whereby the shafts N and G¹
will be rotated in the same, direction as the shaft B.
If it be desired to increase the speed, the lever is moved over to the other
side so as to bring clutch G out of gear with wheel Q. The shaft K will then
run at the same speed as B in consequence of the equal diameters of Q and R.

page_text: If it be desired to pass from running forwards to running backwards, the lever h
is moved over to the left, thus putting clutch O out of gear with wheel M and into
gear with wheel P, when, for slow backward motion the rotation of shaft K will
be transmitted through wheel R by means of wheel Q to the wheel P and shaft N,
the wheels L M then running idle. On running quick backwards, the transmission
of the motion of shaft B is effected directly through wheels Q P to shaft N,
JH and R then running idle as well as L M.
A. rotation of the hand wheel to the left, while at the same time applying the
brakes, will cause the friction clutch S S' to be put out of gear so as to bring the
vehicle to a standstill, it being for this immaterial whether the vehicle is running
forwards or backwards. The other gearing can then continue to be rotated by the
engines without causing any detriment.
This arrangement of the whole driving gear so as to work by itself and only to
be connected with the wheel axles through the friction clutch is of great importance
in the case of accidents or running off the rails.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. In tramway vehicles driven by motor engines, mounting the motor engines
under the seats of the vehicle upon a frame, by which they can be removed from
the outside on turning up a flap-like portion of the side, while the entire driving
gear (consisting in the arrangement shewn of 11 wheels) is mounted as a whole ou
two bearers TT, by which it is fixed from below to the carriage frame C, whereby
the engines and gearing are made separately readily exchangeable, and the
penetration of smell and noise to the interior of the vehicle is prevented, substantially
as described.
2. In the exchangeable construction of the driving gear referred to in the
preceding claim, the arrangement whereby it is made to work by itself after
putting the shaft G₁ out of gear with the driving shaft N, on account of the
driving wheels M and P being loose on the latter, and being only connected there-
with by putting the clutch O in gear with the one or the other, substantially as
described.
3. In the arrangement of driving gear referred to in the preceding claims, the
provision of a separate toothed wheel transmission for each kind of motion, such as
for slow forward motion (H J L M), quick forward motion (Q R L M), slow
backward motion (H JR QP) quick backward motion (QP); the arrangement
being such that the transmission wheels that are not active for the time being run
continuously idle, in order to prevent the necessity of sliding them out of gear, and
thus allowing of a sudden transition from one kind of motion to another, substantially
as described.
Dated this 15th day of November 1892.
ABEL & IMRAY,
Agents for the Applicant,