Improvements in Apparatus for Propelling and Regulating Auto- motor Cars, Carriages, Cycles, and the like.
Year: 1898

page_text: Date of Application, 18th Aug., 1898
Complete Specification Left, 18th May, 1899-Accepted, 18th Sept., 1899
Improvements in Apparatus for Propelling and Regulating Auto-
motor Cars, Carriages, Cycles, and the like.
I, HENRY FRANCIS JOEL, of 31, Wilson Street, Finsbury, London, E.C., Electrical
Engineer, do hereby declare the nature of this invention to be as follows:-
This invention relates to the means for propelling and regulating, cars, carriages,
cycles and the like, which are driven by a self contained motor, and consists of
improvements in the under carriage and support of the motors, allowing of
automatic self adjustment to the wheels when turning corners; in an electric
motor for transmitting the power of a battery to propel the carriage; and in a
regulating device therefor, as to the direction and speed of the carriage.
To carry my invention into effect I mount the motor frame either by springs, one
placed horizontally and one placed vertically to the fore and hind axle, or alternatively
I mount the motor frame or spindle upon bearings formed in the eyes or ends of the
usual elliptic carriage springs; or alternatively one end of a light motor-frame may
be pivotted at one end to one axle, and supported at the other by an extension of
the carriage frame, spiral springs being fixed under the carriage. All of these
attachments of the motor frame or motor spindle directly connect the motor by
elastic attachınents to the axles rather than to the body of the carriage or
car.
At the same time when, the car or carriage passes round a curve, I utilize the
inclination of the body of the car or carriage, under centrifugal force, relatively to
the axles or under frame, should there be one; or equivalently, I utilize the contrac-
tion and expansion of the ordinary elliptical spring, consequent upon such inclination
of the body of the carriage relatively to its axles, directly to stretch the driving band
of the wheel outermost to the curve, and slacken that of the wheel innermost to the
curve, or to force in, as a wedge at one side and partially to withdraw at the other
side, a jockey pulley adapted between the driving pulley of the motor, and a driven
pulley, which are connected by a strap or band on either side of the axle. Thus, the
automatic action of the tilting body of the car in either equivalent arrangement,
tightens the driving band for that wheel on the outer path of the curve to be made,
and slackens the band of the wheel on the inner path of the curve to be traversed
by the car.
.
The above devices for the support of the motor and for self adjustment as to the
relative driving of either wheel in turning curves may be applicable to any con-
venient form of motor, but preferably I use a special form of electric motor having
inside multipolar field magnets arranged to form a circle with interspacing poles, and
an outside armature.
This armature I make with a multiple wire or series of coils, threaded in and out
through slots, provided for the purpose in the laminated core of the armature.
'
This form of multipolar construction gives slow speed, and a very small waste for
connections between the operative parts of the winding.

page_text: To control such a motor, I provide a switch with movable contact arms arranged to
so connect and group the batteries and motors, that with a simple movement of the
switch handle "forwards or "backwards" five or more changes may be made to
regulate the speed or change the direction of the carriage, and between each move-
ment or change I interpose a resistance which is put in," taken out at every one of
the changes, so that the current is reduced before change sparking is prevented at
the points of contact, and the resistance in only in circuit during the period of change
of contacts.
Dated this 18th day of August. 1898.
motor Cars, Carriages, Cycles, and the like.
I, HENRY FRANCIS JOEL, of 31, Wilson Street, Finsbury, London, E.C.,
Electrical Engineer, 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 means for propelling and regulating. cars, carriages,
cycles, and the like, which are driven by a self contained motor, and consists in
improvements in the under carriage or frame, and in the support of the motor or
motors to prevent jar and vibration being communicated to the body of the car to
give an elastic support to the motor, and permitting a vertical rise and fall of the
motor relatively to the driving wheel to facilitate starting. And further these
improvements allow of automatic self adjustment of the wheels when turning corners
and consist further in the arrangement and disposition of parts of an electric motor
for transmitting the power of a battery to propel the carriage, and in a regulating
device therefor, as to the direction and speed of the carriage.
And in order that my invention may be the better understood I now proceed to
describe the same, reference being had to the drawings annexed hereto and to the
letters and figures marked thereon.
In the drawings accompanying this description like letters are applied to like parts
excepting only in Figs. 17, 18, 19, 20 and 21.
Figure 1 shows a side view, and
Figure 2 a plan, of my improved underframe showing also the motors and the
attachments used to drive the carriage and means for automatically regulating the
same on passing round corners.
Figure 3 is a detail of the spring attachment of the frame to the hinder axle.
Figures 4, 5 & 6 show a modified method, of supporting the motor directly upon
the springs of the carriage, and means to allow the automatic regulation of the driving
gear when passing round corners.
Figure 7 is a diagrammatic view of the car body rocking obliquely on passing round
corners.
Figure 8 shows a detail view of my method of supporting the motor and of.a form
of gearing alternative to Fig. 4.
Figure 9 shows a plan of Fio 8.
.

page_text: Figure 10 shows the same method of supporting the motor with tooth gearing
acting as a compensating re-active gear.
Figure 11 is a diagrammatic front view of my electric motor.
Figure 12 is a section of my improved electric motor of which Figures 13, 14, 15,
and 16 are explanatory diagrams.
Figures 17, 18, 19 and 20 are details of my controlling or commutating switch
and
Figure 21 is a diagram of circuits and movements.
I construct an improved under frame, shewn in Figs. 1, 2 and 3, with light steel
tubes TT, joined with sockets, and made to follow the shape of the carriage C. I
attach this frame to the axles X X of the carriage wheels W W by means of bow
springs BB; the spring attached to the front axle is placed horizontally as shown in
Fig. 2, whilst the spring attached to the rear axle is placed vertically and underneath
it as shewn in Figure 3, and these springs are connected with the frame T by suitable
bolts and nuts of which the horizontal attachments to the hinder spring have a long
screwed bolt b and double adjusting nuts 61 61 by which the frame can be adjusted at
will relatively to the back spring B and axle X. This frame forms an elastic tie or
perch-pole between the axles, is not liable to distortion by the straining of the axles,
and affords means to the motors to rise and fall elastically to the driven axle without
disengagement therefrom.
Electric motors M M are self-contained, each in its own frame or cradle, and the
latter are supported on, and bolted to, the frame T, in the position as shown. I
further apply adjusting tension rods L L. between the bearings of the motor axles and
the hind axle X such tension rods having right and left handed nuts upon them. By
this means the motors can be accurately adjusted as to position to the back driving
wheels W W1, and will produce any desired pressure on the driving band, belt, or
chain, between the motor and the driving drum D. These motors have the armature
axles extended with pulleys P P¹ at each end.
Belts or chains connect these pulleys and gear with the concentric drums or
rims D D¹, fixed on the carriage wheels W W. A small jockey or friction pulley p
supported on an arm pivotted to the axle of the pulley P, runs between the pulley I'
and the drum D, and is larger than the space between P and D, and whilst assisting
to drive the wheel W also equalizes the friction on the axle of the armature pulley P,
and on the axle at the bearing of the carriage wheels.. The pulley p is mounted on
a standard fixed to the underside of the carriage body, and thus jams between the
pulley P and the drum D, when the carriage body leans over to one side. The
special advantages attained by this frame and gear are:-
(a) The motors are fixed on a springy bed independently of the carriage, and the
vibration of the motors is not communicated to the carriage, whilst the jars and
shocks of the carriage when travelling on rough roads are neutralised by the springy
bed.
(b) The frame T gives a direct drive to the front axle without liability to
distortion, and by the method of attachment with springs allows of the elastic rise of
the motor relatively to the back axle when starting without disengagement of the
driving connection of the motor pulley, and the driving wheel, which is so necessary
in a moving carriage.
(c) The carriage when turning round a sharp corner will, under the pressure of the
centrifugal force, force down the jockey pulley p between the driving pulley P and
the drum D on the outside of the curve, and thus increase the belt grip; and on the
inner side the pulley p will be lifted and slacken the belt on that side, and allow it to
slip, and the wheel W to move more slowly, whilst on the outer wheel W1 the belt is
tightened, and that wheel continues to move round quickly to make the turn. This
action is automatic and can be adapted as may be required.
The batteries are fixed under the seats in the receptacles G; the steering gear is
in front, and a controller is placed at the side of the front seat, the whole making a
self contained, practical, and elegant motor carriage.

page_text: Figures 4, 5 and 6 shew another method of fixing the motors. In this case, the
axle A, carrying the motor M with pulleys PP¹ at the ends, passes directly through a
bearing e, el, formed at the end of the elliptic carriage springs EE, which thus
support the motor. The motor M in this instance being placed in the centre of the
axle A, and kept equidistant from the axle by the light frame t. The internal field
magnets of the motor revolve and drive the two pulleys PPI the external armature
being stationary.
When turning round a corner the body of the carriage is thrown over a little as
shown in the diagram Fig. 7, the spring E inside is pulled up, and opened, thus
bringing the pulley P nearer to the drum D, and causing the belt to slacken, whilst
the outside spring E! is compressed and slightly elongated, thus tending to tighten the
belt and keep the outside wheel going at its full speed, with the same object and
the same result as in the example shewn in Figs. 1, 2 and 3.
Another method of gearing is shewn in Figs. 8 and 9. The motor M and pulley P
are fixed on a light metal frame F pivotted at one end to the axle X of the carriage
wheels W, and supported at the other end by means of an extension of the frame F
and a double spiral spring S S¹, fixed under the carriage C, so that the whole frame F
with the motor and gear is free to move up and down on its pivot at the axle, and
the springs SS¹ form an elastic support for the motor, and softens any shock, or
vibration, when travelling along rough roads. This frame allows the motor to be
coupled or geared directly to the wheel. In this arrangement the arm carrying the
jockey pulley p, which is slightly longer than the space between P and D, is carried
on a rod or link H Figs. 8 and 9 attached to the underside of the carriage, the object
being to automatically adjust the belt as in the preceding examples. When the
carriage is thrown over, the link H presses the jockey pulley as a wedge between the
pulley P and drum D, and so increases the grip on the latter, and also the driving
friction of the jockey pulley.
The reverse action takes place on the other side. Fig. 10 shows a modification
in which the motor, carried similarly on a radial spring-pressed frame F gears by a
pinion on its armature spindle into internal cogs on the driving drum D.
Figures 11, 12, 13, 14, 15 and 16 illustrate my electric motor.
This motor is made with internal electric magnetic fields L L of a special con-
..struction and patented to me under No. 43 of 1897 in which a number of poles 2, 4
or any multiple, are arranged to be in the same plane of rotation, and interspace
therein as shewn in Figs. 11, 12 and 13 (in the drawing six pairs of poles are shewn).
A central wire magnet coil V is enclosed by the iron or steel of the field magnets on
three sides, and thus utilizes the utmost effect of the current in the wire coils. The
field magnet cores L are made as in the before mentioned specification, with the
poles NS NS in opposite pairs, with the ends turned up to form polar faces, and these
are turned true to run inside and as close as possible to the armature core Y or
equivalently the field magnets may be fixed and the armature core may revolve.
This pair of poles NS, NS are exact duplicates one to the other, and when brought
together the turned up poles interspace, and with the inside bosses (as shewn in
sections at Fig. 12) form the central core, and leave the necessary space for the wire
coils around this core. The armature core is made of laminated iron rings with a
number of oblong holes punched round the ring through which the armature
wires w w are passed. These armature wires w ware wound in circuits through
twelve poles as shewn in the diagram Fig. 16, to form twelve consequent poles corre-
sponding with the twelve field magnet poles. There are twelve such circuits which
are wound to overlap horizontally and join round the complete ring, as shewn in the
diagram Fig. 15 and the diagram Fig. 16, explanatory of this coiling. These circuits
are connected in this to a commutator of which the sections are a division of the
number of cross wires in the armature. The commutator is shown in sec" Fig. 12,
at Z, the brushes being fixed to a field magnet core L. The armature is carried by a
number of arms y y together with the cominutator Z and pulley P and it revolves on
the axle A. The pulley P can be coupled to shafting or drive by means of a belt or

page_text: chain on the drum D, and is very conveniently arranged for that purpose. A supple-
mentary field inagnet wire may be wound round the top edges of the poles N S to fix
the poles as shown in Fig. 14 to prevent leakage between adjacent poles, and to more
evenly distribute the magnetic fields, and thus by better definition of the com-
mutating point of the current, to prevent any possible sparking at the commutator.
The arms y may be fixed on both sides or if required two armatures may be run one.
on each side supported by independent sets of arms.
Assuming there to be 12 consecutive poles in the field, and 145 slots in the
armature, two or more wires may be passed through each slot, each of such wires
being cut exactly to similar length, the projecting ends being bent obliquely; in
opposite directions, to form an easy junction with an adjoining wire, and to uniformly
interspace to form an annular flange on each side of the armature in the plane of
revolution. The top wire of every 12 pairs of cross effective wires is connected on
each edge of the armature core alternately on one side and on the other, to the
adjoining twelfth bottom cross wire, thus making a continuous winding throughout
the armature with twelve passes through the armature for each complete travel over the
whole armature, and each successive lap winding is thus one slot or step behind
the previous lap winding, and so on in succession, forming a perfectly symmetrical
and efficacious winding, all the separate windings being of equal resistance, with a
minimum of non active connections between the operative parts, and the form of the
annular flange of connections offers least resistance to windage.
The advantages I claim for the improved motor, are, that by the new system of
winding of the armature, and the mode of using sections for the threading wires and
of connecting them upon the edge of the periphery extreme efficiency, minimum
of waste in connections, and a uniformity of resistance throughout all coils, is
obtained.
I construct a controlling or commutating switch with moveable contact arms,
arranged to so connect and group the batteries and motors that with a simple move-
ment of the switch handle, forwards or backwards, five or more changes are made; to
regulate the speed or change the direction of the carriage, and between each move-
ment, and the change and break of one group of circuits to another, I interpose a
resistance, which is put in and taken out at every one of the changes. This resist-
ance reduces the current before the change takes place, and in that way saves
sparking at the points of contact, whilst it is only in the circuit during the period of
contacts.
In Figure 17 I show one group of contact arms X* and in Figure 18 a companion
group Z. These contact arms A* B* C* D* etc. shewn in section in Fig. 19. are
placed in central supporting discs or wheels X* Z* fixed to the axle Ŏ. The
connecting wires are attached to these contact arms. The contact arms are made of
thin plates of spring metal placed one over the other, and together, make a springy
rubbing contact. The connecting plates p* p* see Figs. 17 and 18 for joining the
spring contact arms are placed in two divided rings round the outer circumference of
the wheel P*, see Fig. 19, part one side and part the other: The handle U is
connected through the cylindrical casing to the wheels P* and R* which are free to
turn on the axle O which is a fixture in the standards. The object obtained is to
pass the contact plates p* p* in. proper order under the contact arms A* B* C* D*
etc., and to connect or disconnect the contact arms, one to the other, as required &
also to pass the resistance contacts v* under the arms T*. The movement of the
handle in the example shown is indicated by the numerals 1, 2, 3, 4 and 5 Figs. 17
and 18, which embrace an arc of the circumference, each division being exactly 5,
and the following table with explanatory diagram of circuits as in Fig. 21 in
which N* N* are the armature coils M* M* are the field magnets & Q* Q* accumu-
lators enables the different combinations as indicated on that table to be followed the
letters on the table & diagram Fig. 21 indicating respective connections between the
arins of the switches of 17 and 18 & the last column the resistances thrown in during
change by the arm T* & contact wheel R* Figs. 19 & 20.

page_text: The resistance wheel R* which is also actuated by the handle U, and the double
contact arm T* of that switch both turn on the axle 0 at the same time as the
wheel P*, but R* and T* are so geared and speeded up by the epicyclic train of
wheels and pinions R1 R2 R3 and R4 (see Fig. 20) of which R is a dead wheel, that
this contact arm makes just one half revolution or 180° for each th movement of
the switch wheel P*.
The resistance contact T* passes over the resistance connections V* V* V* V* (see
Fig. 20) at each change from a central point shewn on the diagram Fig. 21, and it
puts in resistances both before it breaks the circuit & before it remakes a fresh com-
bination of circuits. At the points of "break" and "make" of this arm T* spring
break flash points S*S* and fixed pins s s act to effectually prevent any arcing of the
current at those points.
The controlling switch is fitted in a neat circular case; and is very convenient and
reliable in action. Intermediate plates are placed between the contact plates in use
to prevent the spring contact arms from leaving the surface. A spring lever catch
with a toothed or indented quadrant arm is arranged with the handle to make
positive stop points for the position of the handle, when moving, so that the man in
charge may know how far to move the handle and when it is in the exact right
position. The advantages I claim for this controller are:--
(a) The commutating switch acts to couple the motor and batteries in series or
in parallel as required, and also acts as a reversing switch to alter the
direction of the motor and carriage.
(b) A resistance is interposed between the points of "make" and "break” and
is not in the actual circuit when working.
(c) The mechanical construction is new and very simple and gives positive
'springy rubbing contacts of ample surface.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, I declare that
what I claim is :-
1. In a self propelled carriage or the like, the combination with an independent
spring supported car body of an electrical multipolar motor or motors, adapted for
continuous currents, mounted either direct upon the axle springs or upon a frame
elastically connected to the driving axles, so that the motor has an elastic play
relatively to the driving wheel without disengagement, means for controlling the

page_text: current to the said motor, and means for tightening the driving band upon that
wheel external to a curve, and slackening the same on that wheel on the inner side
of a curve, by the centrifugal rocking motion of the body of the car, on passing such
curve, substantially as described.
2. In a self propelled carriage or the like, the arrangement and combination of
parts of the under frame, connected to the front axle by an elliptical or bow spring,
placed horizontally, and to the binder axle by an elliptical or bow spring, placed
vertically, with screw adjustments between the motors and the driven axle, to adjust
exact position of motors thereto, affording an elastic tie or perch pole between the
axles, not liable to distortion by the straining of the axles, and affording means to
the motors to rise and fall elastically relatively to the driven axle, substantially as and
for the purposes described.
3. In a self propelled carriage or the like, the arrangement of a wedging jockey
pulley connected to the body of the car, by which the movement of the body of the
car relatively to the axle, on turning a curve tightens the grip of the driving band of
that wheel outermost to the curve, and slackens the grip of the driving band to that
wheel innermost to the curve, substantially as described.
4. In a self propelled carriage or the like, the arrangement of mounting the
spindle of the motor in the eye of the usual elliptic spring, causing the driving
band to that whee! outermost to the curve to tighten and that innermost to the
curve to slacken, by the centrifugal movement of the body of the car relative to the
axle, substantially as described.
5. In a self propelled carriage or the like, an electric motor adapted for continuous
currents, characterised by multiple internal electric magnetic fields, having poles
interspaced from duplicate reverse castings, the interspaced poles falling in a single
plane of rotation, and characterised by an external armature core of laminated iron
rings, having holes punched therethrough, through which sectional armature wires
are passed; the ends being connected up to form a flat ring on either side of the
armature in the plane of revolution, to avoid windage, and to give maximum
efficiency by minimum waste and exact similarity in resistance of connections sub-
stantially as described in relation to Figs. 11, 12, 13, 14, 15 and 16.
6. In an electric motor, suitable for motor vehicles an armature in which the
operative wires are first cut in uniform sections, threaded through holes or slots in
said armature, and the projecting ends of said wires are bent obliquely in opposite
directions, to effect an easy and symmetrical junction with an adjoining wire, so that
such connections interspace uniformerly one with another, to form an annular pro-
jecting flange, on either side of the armature, in the plane of revolution of the latter,
to give a minimum of non-active wire, an equal resistance in each coil, and to reduce
windage, substantially as described.
7. In a self propelled carriage or the like, a controlling or commutating switch for
an electric motor, so arranged that a movement of the switch handle "forwards " or
"backwards" makes 5 or more changes in the driving power, or in the direction of
movement of the carriage, a resistance being put in and taken out at each one of.
such changes, preventing sparking, whilst the resistance is only in circuit during
change, substantially as described in relation to Figs. 17, 18, 19, 20 and 21.
1000
בר נo Ot ein
1000
FELL & JAMES,
1, Queen Victoria Street, London, E.C., Agents for the Applicant.