Improvements in Apparatus for Propelling and Regulating Loco- motives, Motor Cars, Carriages, Cycles, applicable to Steam, Gas, Electric, Oil, or other Mechanically Propelled Vehicles.
Year: 1897

page_text: Date of Application, 5th Feb., 1897
Complete Specification Left, 5th Nov., 1897-Accepted, 5th Feb., 1898
PROVISIONAL SPECIFICATION.
Improvements in Apparatus for Propelling and Regulating Loco-
motives, Motor Cars, Carriages, Cycles, applicable to Steam, Gas,
Electric, Oil, or other Mechanically Propelled Vehicles.
I, HENRY FRANCIS JOEL, of 74, Windsor Road, Forest Gate, Essex, in the
County of Essex, Electrical Engineer, do hereby declare the nature of this inven-
tion to be as follows: :-
My invention consists in improvements of the gear & mechanism used to
transmit the power and motion of mechanical and electric motors, to propel
carriages, and other vehicles, and to automatically regulate the same.
In one application of my invention: -On the side of the driving wheel, or
wheels of a carriage, I fix a concentric tooth wheel, or rim with inside teeth, and
on the axle of the wheel I revolve the armature of an electric motor.
I gear the armature to the driving wheel by means of a belt and two pullies,
one pulley being fixed to and revolving with the armature, and the other pulley
on the end of an arm supported by and free to turn on the axle of the driving
wheel.
To the side of the pulley on the end of the arm, I fix a toothed pinion wheel,
When the
and this pinion gears into the teeth of the concentric toothed wheel.
armature is revolved it transmits its motion to the driving wheel through the gear
just described, and this gearing reduces the comparitively high speed of the
armature to the slower speed necessary for driving the carriage.
If the driving wheel is free to turn the carriage moves forward, if however the
driving wheel meets with an obstruction, or the brake is purposely applied to the
wheel, the armature continuing to revolve, the pinion will run back inside the
toothed wheel and will cause the arm on which it is supported to go back also.
In order to utilize this effect and the torque and momentum of the armature,
I cause the arm when going back, to press upon a spring, or springs, of suitable
form, until the energy and momentum of the armature is counter-balanced, and
accumulated by the spring, and is thus stored up, and will assist the armature in
its effort to propel the carriage wheel forward. If the electric current is cut off,
the momentum of the revolving armature alone, will act as described, but not to
the same extent. If the obstruction is a light one, say such as a slight rise, or
hillock, the stored energy will quickly assert its power and overcome the obstruc-
tion. If the carriage is travelling up an incline, and the resistance of the move-
ment becomes too great for the direct propulsion of the carriage at its normal
speed, then the driving wheels will again be retarded, and the pinion and arm
turn back against the spring, and the spring will re-act as before described. This
will go on, first in one direction and then back, giving periodic forward impulses
to the carriage, and thus in effect obtain a differential slow progressive movement
of the carriage. The propelling power will to some extent automatically adjust
itself to the conditions of the road. In some instances I propose to use two
springs one at the front as well as at the back of the arm, to oppose the arm in

page_text: both directions. This is useful should the motor tend to over-run forward, the
restraining back pressure of the arm in front would act as a check, and thus
become self-regulating as to speed and power. The arm in its normal use, would
be kept in position between the two springs ready to act in either direction.
As an alternative to using two springs, I use a fixed stop in front of the arm
carrying the pinion, to prevent its moving forward.
The motor and carriage can be run in either direction, backwards or forwards
when using this gear.
In place of a spring, or springs, I may use a weight, and I propose to utilize
the weight of the motor itself, and for that purpose I attach the motor to an
extension of the arm on the other side of the axle, opposite to that end carrying
the pinion, and I cause the backward motion of the arm and pinion to lift the
motor partly round the axle, more and more, until the increasing weight of the
motor as it rises balances the energy and momentum of the armature.
I may
still further weight the arm, by causing it to lift, or partly lift the batteries used
for motive power, and I may press against, and partly lift up, and use the whole
weight of the loaded carriage to equalize and absorb the energy of the armature.
I propose to use the backward motion of the arm to automatically actuate an
electric commutating switch, by adding batteries, or coupling two or' more
batteries in parallel, or series, or coupling iwo motors, or two armatures, or by
taking out resistances, or other such means of regulation as will enable inė to
augment the power, so that I may cause the power to gradually increase, as the
arm goes back, until it becomes sufficient to reverse the motion, and overcome the
resistance, and thus propel the carriage forward.
By attaching the electrical regulating apparatus to the arm when it is allowed
to move forward, (as well as backward,) I may decrease the power of the batteries,
or make other changes in order to lessen the power and speed of the motor, and I
thus can regulate the power and speed in both directions, automatically.
I also propose to apply this backward, or forward motion, to controlling the
regulating valves, cocks, or governors, of other than electric motors, for a like
purpose.
I propose to combine the stored energy of the spring, or weight, as before
described with the augmented power of the electric batteries and motors, or the
increased power of other motors, to obtain a maximum power with a minimum.of
carried weight, to overcome temporary obstructions.
17
As an alternative to fixing the driving gear direct to the carriage wheels I
may apply it to a central wheel, or fix the driving gear apart from the axle of
the carriage wheels and gear it to those wheels by chain or other known gear,
and instead of transmitting the motion of the armature by a belt and pullies as
described, I may use tooth gear, with three or more wheels, and reduce the speed
as may be desirable, and I propose to use the pullies and belt as first described, by
means of frictional pressure, directly, to drive the wheel, in this case I have. no
toothed wheels, or pinion, but simply run the belt between the pulley at the end
of the arm and the inner face of the concentric rim, which is specially prepared
for the purpose.
The pulley, with its belt, is arranged to be pressed “ on or "off"
the inside face of the rim, as may be desired for controlling purposes, and is also
adjustable in a horizontal direction, so that part, or the whole of the driven belt
may be put in gear, or frictional pressure between the end pulley and the rim, to
enable the power and speed, to be varied, more or less, as the belt surface is in
contact. When a brake is applied to the driving wheels, to stop or slow the
carriage, the storage of the energy of the moving parts, suddenly checked, takes
place, and can be used when the brake is taken off to assist to restart the carriage,
and I arrange that the belt gear, described in reference to the first application of
my invention, may be put "in" or "out" of gear, by being slightly slacked, so
that the tooth pinion and arm may act independently of the armature.
I may apply the gear to other motors and carriages, such as motor carriages
driven by steam, gas or oil engines, and I propose to do this using the momentum

page_text: and energy of the moving engine or gear alone, or in addition to a flywheel, and
to use the stored energy in the manner previously described to assist the motor
carriage in re-starting, or overcoming obstructions and ascending inclines.
Some of the advantages of this gear are:-
The momentum and torque of the revolving armature, or moving parts of the
engines, motors or gear, and if the carriages can be used for overcoming temporary
obstructions, or inclines, to give a differential slow speed to the carriage, and to
some extent automatically adjust the speed and movement of the carriage to the
various conditions of the road.
A smaller power motor and lighter weight of batteries, and a lighter build of
carriage may be used. The momentum of the carriage when the gear is used
with a brake can be stored up to assist the carriage in re-starting.
When the gear is used in combination with an electric commutating switch, or
other controlling device used for regulating the power of motors, it can be used
to act automatically to adjust the carriage to the varying conditions of the road,
and thus to save one regulating action & adjustment. The combination with the
momentum and energy accumulating spring, or weight, with the commutating
switch or control regulator, for increasing the power at the same time, gives
great power for overcoming obstructions and ascending inclines.
The double spring, or equivalent weight, or the double action of the arm on
the controlling switch or regulators, would to some extent act as an automatic
power and speed regulator in both directions.
Dated this 4th day of February 1897.
Improvements in Apparatus for Propelling and Regulating Loco-
motives, Motor Cars, Carriages, Cycles, applicable to Steam, Gas,
Electric, Oil, or other Mechanically Propelled Vehicles.
I, HENRY FRANCIS JOEL, of 74, Windsor Road, Forest Gate, Essex, in the
County of Essex, Electrical Engineer, do hereby declare the nature of this inven-
tion and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:―
My invention consists in improvements of the gear and mechanism used to
transmit the power and motion of mechanical and electric motors, to propel
carriages or like purposes.
In the drawings accompanying this description like letters are applied to like
parts.
Fig. 1. is a sectional elevation of my re-active compensating gear as applied to
a carriage wheel.
Fig. 2. elevation and front view of same.
Fig. 3. is an enlarged detail shewing the action of the re-active compensating
gear.
Figs. 4 & 5. shew an elevation and plan of a carriage as an example of the
application of the gear and driving mechanism.
Fig. 6. shews alternative spur gearing and an application of the re-active
compensating gear to an oil or other engine.
Fig. 7 shews the combination of the gear and switch and other control
apparatus.
Fig. 8 shews a simple form of power transmission gear adapted to the
compensating action.

page_text: In the figures the direction of the movement is shewn by the arrows.
In one application of my invention Figs. 1 & 2:-On the side of the driving
wheel C, or wheels of a carriage, I fix a concentric tooth wheel, or flanged drum R,
with inside teeth, and on the axle X, of the wheel, or drum, I revolve the armature
of an electric motor M. I fix the armature of the motor M, to a pulley B, which
revolves with it, and I gear this pulley by means of a belt, or link chain D, to the
driving pulley J, on the end of an arm A, supported by and free to turn on the
axle X.
To the side of the pulley J, on the end of the arm A, I fix a toothed pinion P,
and this pinion P, gears into the teeth of the concentric toothed wheel R, or
flanged drum. When the armature of the motor is revolved it transmits its
motion to the wheel C, through the gear just described, and this gearing reduces
the comparitively high speed of the armature to the slower speed necessary for
driving the carriage. If the driving wheel, or drum is free to turn, the carriage
moves forward, if however the driving wheel meets with an obstruction, or the
brake is purposely applied to the wheel, the armature continuing to revolve, the
pinion P, will run back inside the toothed wheel R, and will cause the arm A,
on which it is supported to go back also.
In order to utilize this effect, and the torque and momentum of the armature
and other moving parts, I cause the arm A, when going back to press by means of
a crank arm E, upon a spring S, or springs S, S, of any suitable form, such as
shewn in the drawings, until the energy and momentum of the armature, and
moving parts, is counterbalanced, and accumulated by the spring, and is thus
stored up, and will when the brake is taken off, or the obstruction be surmounted,
re-act and assist the armature in its effort to propel the carriage forward, and in
effect become a re-active compensating gear, capable of storing up potential force
upon the stopping of the car, or driven mechanism and of returning the said
stored up force to the motor at the moment of re-starting. If the electric current
is cut off, the momentum of the revolving armature alone, will act as described,
but not to the same extent. If the obstruction is a slight one, say such as a
slight rise, or hillock, the stored energy will quickly assert its power and overcome
the obstruction. If the carriage is travelling up an incline, and the resistance of
the movement becomes too great for the direct propulsion of the carriage at
its normal speed, then the driving wheels will again be retarded, and the pinion P,
and arm A, turn back, and press the crank arm E, against the spring S, and the
spring S, will re-act as before described. The propelling power will to some
extent automatically adjust itself to the conditions of the road. When the brake
is applied, the energy usually lost, is with this gear stored up and assists to re-
start the vehicle, this is especially useful in a crowded thoroughfare. In some
instances I propose to use two springs S, S, as in the Figures 1, 2 & 3, one at the
front as well as at the back of the arm A, (and crank arm E,) to oppose the arm in
both directions. In Fig. 2, I have shewn the arm A, in two such positions in
dotted lines. This is useful should the carriage tend to over-run forward, the
restraining back pressure of the crank arm E, in front would act as a check, and
thus become to some extent, self-regulating as to speed and power. The crank
arm E, in its normal use, would be kept in position between the two springs S,S,
ready to act in either direction.
The motor and carriage can be run in either direction, backwards or forwards
when using this gear.
In place of a spring, or springs, I may use a weight attached or connected to
the arm A, or the crank arm E.
Fig. 3. is an enlarged detail of the arm A, and gearing. In the position shewn
the arm A, is thrown back and is pressing against the spring S, through the crank
arm E. The pinion P, would if there were no check or opposing weight, or
inertia, tend to under run, or turn back, and the arm A, be pressed back to its
normal upright position, as shewn in dotted lines. In effect the opposition of the
driving mechanism such as the torque on the armature or moving parts of

page_text: engine, is sufficient to prevent this, and the carriage wheel when released, or free
to do so, is moved forward. Should however the driving mechanism not check
this tendancy to under-run and move the arm A, back, then a ratchet wheel R,
fixed to the side of the pinion P, and pawl pivoted to the arm A, as shewn in
dotted lines, will effectually prevent this, and the carriage wheel when it is
released, under the re-action of the spring S, will be moved forward.
I use the motion of the arm A, to automatically actuate an electric commutating
switch as shewn in Fig. 7. In one application, say to overcome a temporary
obstruction on the road, I cause the power of the electric current to gradually
increase, as the arm goes back, until the combined power of the spring and
electric motor becomes sufficient to reverse the motion, and overcome the resistance
or fobstruction and thus propel the carriage forward, or I may cause the electric
power to be decreased by interposing resistance or otherwise if the arm moves
forward, say when the carriage is going down hill or tends to over-run forward,
and I thus can regulate the power and speed in both directions automatically.
When the brake is purposely applied I may automatically disconnect the electric
current from the motor, and when the brake is taken off, the current is auto-
matically re-connected, or alternatively to this, I may gradually interpose resist-
ance to reduce the electric current when the brake is applied and take it out again
when the brake is taken off.
.
I also propose to apply this backward, or forward motion, to controlling the
regulating valves, cocks or governors, of other than electric motors for a like
purpose.
I propose to combine the stored energy of the spring, or weight, as before
described with the augmented power of the electric batteries and motors, or the
increased power of other motors, to obtain a maximum power with a minimum
of carried weight to overcome temporary obstructions.
As an alternative to fixing the driving gear direct to the carriage wheels I may
apply it to a central wheel, or fix the driving gear apart from the axle of the
carriage wheels and gear it to those wheels by chain or other known gear, an
example of this application is shewn in Figs. 4, & 5, in which the motor M, is fixed
on an independant axle Y, under the body of the carriage and its power and
motion are transmitted to the axle X, by means of the compensating gear and
chain wheel as shewn.
A suitable balance gear is placed on the axle X, to allow the two wheels to move
at different speeds for turning.
The battery Z, can be fixed under the carriage as shewn, or an oil or other
motor can be fixed there to drive the carriage by means of the compensating gear.
Instead of transmitting the motion of the armature by a belt and pulleys as
described, I may use tooth gear, as shewn in Fig. 6, with three or more
wheels B, %, and P, and reduce the speed as may be desirable.
I propose to use the pulley B, and link chain E, as first described, and to
simplify the transmission of power by directly attaching the link chain D, to run
over the pulley P, which is made smooth for the purpose and cause the pulley P,
to be pressed up against and in contact with the inside of R, which has suitable
pins or sprocket teeth to gear into the link chain, by this means I drive the
wheel C, direct without the intervention of the sprocket wheel J. I shew two
examples of this in Fig. 8,-an ordinary bicycle chain gear, and also a laminated
saw tooth chain gear. I propose to use my jamming grip and belt, or chain, to
drive the wheel C, and cause the pulley P, to be put in, or out of gear, as described
in my Patent No. 43, 1897, and the arm A, may be a spring arm as shewn therein,
or the pulley P, and chain 1), may be pressed up by means of a spring and parallel
slide bearings carrying the pulley P, fixed on the side of the arm A.
I may apply the gear to other motors and carriages, such as motor carriages
driven by steam, gas or oil engines, and I propose to do this as in Fig. 6, using
the momentum and energy of the moving engine 0, or gear alone, or in addition
to, a flywheel H, and to use the stored energy in the manner previously described

page_text: to assist the motor carriage in re-starting, or overcoming obstructions and ascend-
ing inclines.
Some of the advantages of this gear are:-
The momentum and torque of the revolving armature, or moving parts of the
engines, motors or gear, and of the carriages, can, with the re-active compensating
gear, be used for overcoming temporary obstructions, or inclines, and to some
extent automatically adjust the speed and movement of the carriage to the various
conditions of the road.
A smaller power motor and lighter weight of batteries, and a lighter build of
carriage may be used, as there is no necessity to carry additional power to overcome
obstacles, as is usual.
The momentum of the carriage when the re-active compensating gear is used
with a brake is stored up to assist the carriage in restarting.
When the gear is used in combination with an electric commutating switch,
or other controlling device used for regulating the power of motors, it can be used
to act automatically to adjust the carriage to the varying conditions of the road,
and thus to save one regulating action and adjustment.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is:
1. In self propelled vehicles or driven mechanism, the driving and regulating
gear consisting of an arm pivoted on the driving axle carrying at the end of arm
rotary means for engaging with and driving the inner flanged periphery of the
driving wheel, said arm being controlled as to its angular position upon the said
axle by springs or a weight or weights to form a re-active driving compensation
gear adapted to store up potential force upon the stopping or retardation of the
vehicle or driven mechanism, and to return the said stored up force
to the motor, carriage, or driven mechanism to assist in re-starting
the vehicle, or to overcome the temporary retardation, substantially as shewn and
described in reference to Figs. 1, 2, 3, 4, 5, 6 and 8.
2. In self propelled vehicles or driven mechanism means for transmitting the
motion of the motor to the periphery of a driving wheel, consisting of in combina-
tion of a linked chain driven from a sprocket wheel on motor shaft and engaging
direct upon sprocket teeth within the flanged periphery of the driving wheel having
coincident axis with the motor-shaft and an arm centred on said axis, carrying a
plain drum at end adapted to cause engagement between said linked chain and
toothed flange of driving wheel substantially as described in reference to Fig. 8.
3. The combination of the electric motor controlling switch, or of a controlling
valve or slide, when applied to oil, steam or other motor, with the re-active com-
pensating gear as claimed in Claim 1, for automatically regulating the power of
said motors substantially as described.
4. The combination and arrangement of parts of re-active compensation gear
and driving mechanism, substantially as shewn and described in reference to
Figs. 1, 2, 3, 4, 5, 6, 7, and S.
Dated this 5th day of November 1897