A New or Improved Method of Facilitating the Starting of Tram Cars and other Vehicles of similar construction.
Year: 1893

page_text: Date of Application, 3rd Jan., 1893
Complete Specification Left, 3rd Nov., 1893-Accepted, 9th Dec.. 1893
PROVISIONAL SPECIFICATION.
A New or Improved Method of Facilitating the Starting of Tram
Cars and other Vehicles of similar construction.
I, THOMAS ANDREW MCKEE, of 1 Epworth Terrace, North Circular Road,
Dublin, Bachelor of Arts, do hereby declare the nature of this invention to be
as follows:-
A metal collar loosely embraces one axle of the vehicle, and from this collar a
lever projects at right angles to the axle. By means of a pawl and ratchet, or
other suitable clutching device, the lever and collar is rendered capable of being
revolved freely about the axle in one direction but when turned in the other
direction the axle is gripped by the pawl and ratchet or other device. A suitable
spring or weighted counterpoise causes the lever to maintain a perpendicular
position above the axle when no force is applied to it. One end of a metal rod is
pivoted upon that end of the lever furthest from the axle. At the other end of the
rod a pulley is attached, the pivot upon which it revolves being supported by
horizontal guiding slots in a metal piece which is fixed close beneath the floor of
the vehicle. One end of a short chain is fixed under the floor a little in front of
this (i.e. further from the lever) and the other end, after passing round the pulley, is
attached to one extremity of a sliding rod, which (supported by suitable guides)
passes to the front end of the vehicle and terminates in a hook, or other device,
from which the motive force acts.
The dimensions and disposition of these several parts is such that (when no force
is applied from the front part of the sliding rod) the pulley bearing rod, the sliding
rod, and those portions of the chain not in contact with the pulley, all occupy a
horizontal position and lie, as do also the lever and pulley, in the same vertical,
plane. The clutching device is so arranged that it grips the axle when the lever is
drawn upon by the rod attached. When force is applied from the sliding rod, the
chain draws the pulley horizontally and the rod upon which the pulley is fixed in
turn moves the lever, and with it the axle, until both the rod and lever ultimately
lie in the same straight line. By this time the pulley has passed forward to the
end of its guide grooves, and a "stop" fixed upon the sliding rod comes in contact
with a suitable fitting upon the frame of the vehicle from which point all further
motive force acts. In the case of tram cars and such vehicles which are run in both
directions, all the parts except the lever and collar, and clutching device are
duplicated for use at the other end of the vehicle. The pawl (or its equivalent if
other device be adopted) is so constructed that by turning it round upon its pivot
it will grip the axle when the lever is turned in the other direction. The ends of
the pulley bearing rods are so constructed that either of them in
attached to the top of the lever.
Dated this Second day of January 1893.
turn may be

page_text: COMPLETE SPECIFICATION.
A New or Improved Method of Facilitating the Starting of Tram
Cars and other Vehicles of similar construction.
I THOMAS ANDREW MCKEE, of 1 Epworth Terrace, North Circular Road,
Dublin, Bachelor of Arts do hereby declare the nature of this invention and in
what manner the same is to be performed to be particularly described and ascer-
tained in and by the following statement:-
This invention relates to that class of car starting apparatus wherein the initial
tractive stress or pull of the horse or other motive power is imparted to a lever
connected by a ratchet and pawl or clutch device with one of the car axles.
The object of the present invention is to so construct and arrange apparatus of
this class that the mechanical advantage or power afforded thereby will be greatest
at the commencement of the horses pull and will decrease gradually, as the tractive.
stress or pull continues, until lost, when the full drag of the vehicle will come upon
the horses without subjecting them to any sudden check or strain. Apparatus
constructed in accordance with my invention is automatic in action and requires no
attention from the driver or conductor it also leaves the car free to be pushed
independently thereof in either direction if necessary, as when run on the wrong
track for example. I am also enabled by my invention to utilize one lever for
starting the car in either direction.
According to my invention my apparatus in its simple form consists of a lever
so connected by a ratchet and pawl or clutch device with one of the axles of the
vehicle as to move freely thereon in one direction but to grip and rotate the same
when drawn in the reverse direction (that is to say in the direction of movement of
the vehicle). A rod or link is pivotted at one extremity to the free end of said
lever the other extremity of the rod or link being connected with a sliding draw
bar to which the tractive stress or pull of the horses is applied. In its normal
position, when the apparatus is at rest, the lever is at right angles to the rod or link
and also to the line of traction, and thus the greatest mechanical advantage is
obtained at the moment the tractive stress or pull commences; as however the
lever is drawn forwards by the continuation of the tractive stress, the angle
between it and the rod or link and line of traction gradually increases, and the
mechanical advantage consequently gradually decreases, until the lever and rod or
link come into line with one another when the mechanical advantage of the lever is
entirely lost. I prefer however that the moment before the lever and rod come into
line a stop on the draw bar should come into contact with a stop on the vehicle, the
tractive stress or pull is thus transferred from the starting apparatus to the car
itself, thereby preventing wear of the apparatus, and such transference is also
effected without jerk or strain upon the horses. When the tractive stress or pull
ceases, the apparatus is returned to its normal position by a suitable spring or
springs. I prefer to increase the mechanical advantage of the lever by providing a
pulley and chain connection between the rod or link and the draw bar, as hereinafter
described. With the exception of the lever the various parts of the apparatus
would usually be duplicated as hereinafter described so as to assist the starting of
the car in either direction.
I will now proceed to describe my invention and the manner of performing the
same more fully having reference to the accompanying drawings which illustrate a
car starting apparatus embodying my invention and arranged to assist in starting
a car in either direction. Similar letters refer to corresponding parts in all the
figures.
Fig. 1 is a view of a diagrammatic nature, shewing the application of my invention
to a tram car.

page_text: Fig. 2 is a part sectional side elevation, Fig. 3 a plan, and Fig. 4 an edge view,
of the double action ratchet lever.
Figs. 5 and 6 are diagrams illustrating the positions assumed by the lever and
rod or link, at the moment after the commencement of the tractive stress, and at
the moment the same is transferred from the lever to the car.
Figs. 7 and 8 are detached views of one of the springs for restoring the parts to
their exact normal position when the tractive stress or pull ceases.
Figs. 9 & 10 are detached views shewing an arrangement of compression spring
in lieu of the extension spring illustrated in Figs. 7 and 8.
In the diagram Figs. 1, 14 and 18, A represents the floor of the tram car, and
Bindicates the wheels. C is a double action ratchet starting lever secured to one
of the axles D of the wheels B, said lever being so constructed and arranged, as
hereinafter described, as to assist the starting of the car in either direction. E is
the rod or link before referred to pivotted to free end of lever C and connected
with the draw bar F by the chain G, secured at one end to the car and at the other
end to the draw bar. E, F, and G', are the duplicate pivotted rod, draw bar, and
chain, for moving the car in reverse direction. HH' are suitable springs for
maintaining the various parts of the apparatus in tension and restoring them to
their normal position when the tractive stress ceases. The construction of these
springs will be hereinafter fully described.
I will now describe the construction and arrangement of the double action ratchet
starting lever C, referring to Figs. 2, 3, 4-a a' are two ratchet wheels with teeth
in reverse directions keyed on the car axle D. b, b, are two cheeks, through
apertures in which the axle D passes freely, connected together by the bolts e c—
d' are the respective pawls of the ratchet wheels, swinging freely on the pivot d
-e e' are downward projections on the rods E E which engage respectively with
the upward projections ff on the pawls d d'; consequently so long as the lever C
and rods E E' are in their normal position at right angles or practically so to each
other (as clearly seen in Fig. 2) the pawls are held just clear of the ratchet wheels
and the car can thus be pushed in either direction freely, independently of the
starting apparatus. As however the car springs would raise the car body upon
the same being lightened, and thus cause the chains G G¹ to slightly lift the draw
bar ends of the rods E and E', which would permit the pawls d d to drop and
engage with their ratchet wheels and stop the car from moving in either direction,
I prevent the falling of the pawls under these circumstances by forming their
upward projections each with a lateral extension or projection 9 a', thereby
permitting the downward projections e and e' upon the rods E E¹ to each act upon
both pawls d and d'. By referring to the diagram Fig. 24, it will be seen that the
effect of lightening the car will now be only to lift the pawls still further from
the ratchets; an increase in the load will also bring about the same result. The
arrangement of the projections on the pawls will be clearly seen in the detached
views Fig. 34.
The ends of the rods E E¹ are forked (see Fig. 3) and within the forks are
mounted upon axles the pulleys k k¹, around which pass the pitch chains G G¹
before referred to.
are guides on the ends of the pulley axles which travel on the horizontal
angle iron slides m suitably secured beneath the car.
The diagram Fig. 5 shews the position of the lever C and rods E E' after the
draw bar F (Fig. 1) has been pulled outwards an inch or so. The pawl d (as
clearly shewn in this fig.) is allowed to fall and engage with its ratchet wheel almost
immediately the lever C is moved from its perpendicular position relatively to the
rod or link E and as the pull on the draw bar continues the angle between the
lever C and rod E is gradually increased until the lever and rod assume the position
shewn in the diagram Fig. 6, i.e. until they are n. arly in a straight line. It is
thus clear that the mechanical advantage afforded at the start by the use of
the lever (which advantage of course depends upon the useful length of the
lever) gradually decreases as the angle between the lever and rod E increases,

page_text: until it is practically nil when the rod and lever arrive at the position shewn in
the diagram Fig. 6, at which movement a stop n (Fig. 1) on the draw bar comes
into contact with a stop o on the car frame, and thus transfers the pull from the
lever to the car. All check or strain upon the horses is thus avoided.
Assuming that in the drawing the useful length of the lever C is half the radius
of the wheel B, the mechanical advantage afforded thereby at the start, when at
right angles to the line of traction, is 1:1. By the introduction of the simple
pulley and chain G between the lever and the draw bar, this advantage is doubled
and becomes 3: 1 at the start.
The return of the apparatus to its normal position when the tractive stress ceases
is as before mentioned effected by the springs H H which are of similar construc-
tion and are respectively connected with the draw bars F F' by means of stops free
to slide upon such draw bars and held against the stress of the springs by suitable
projections on the draw bars. This arrangement permits each draw bar to be
pulled outwardly independently of its spring whilst its inward movement beyond its
normal position (by the outward pull of the other draw bar) is resisted by its spring,
the apparatus will thus always be restored to its, normal position by the spring
connected with the idle draw bar at the rear of the vehicle. Suitable fixed stops
on the car engage with the sliding stops on the draw bars and are so placed as
to check the return movement of the latter by the springs at the moment the
lever has reached its exact normal position. Thus even should the strength of
the springs alter by use the lever will still be returned to exactly the same
position.
I will now particularly describe the construction and arrangement of one of the
springs H H having reference to the detached views Figs. 7 and 8.
pp are two plates suitably secured by bolts q to joists 7' beneath the floor of
the car;
each plate has an opening therein for the passage of the draw bar F.
The spring His secured at one end directly to the plate by the pin p
and wire lacing (not shewn), but at the other end is secured by pin p³ and
similar wire lacing r (Fig. 8) to the bevel disc p which fits a correspondingly
shaped aperture in the plate pl. The disc pt constitutes the sliding stop on the
draw bar and the plate p¹ the fixed stop on the vehicle which engages therewith.
12 is a collar on the drawbar F which holds the disc against the stress of the
spring. Assuming the draw bar to be the active one (or that to which the horse is
directly attached) the pull upon it will be in the direction of the arrow and it can
therefore move in that direction independently of its spring H, supposing however
the draw bar F to be the idle one, then the stress or pull thereon will be in the
reverse direction, and its movement in this direction will be resisted by the spring
which will be extended by the pressure of collar p³ on disc pt.
Figs. 9 and 10 shew a modified arrangement of spring the principle being the
same as in that just above described, but the spring being a compression in lieu of
an extension spring.
ss' are dependent lugs secured to the car through openings in which the draw bar F
passes. H² is the spring, confined between the lugs and the collar 2 on the draw
bar, which collar constitutes the sliding stop and is held against the stress of the
spring by a cottar s³. The opening in the lug s¹ (which lug constitutes the fixed
stop on the car) is shaped as shewn in Fig. 10 so as to permit the passage of the
cottar. In this as in the first described arrangement it is clear that the movement
of the draw bar in one direction will be resisted by the spring H2, but that the
draw bar is free to move in the other direction independently of the spring. In
both arrangements the fixed stops p' and ' are so placed as to check the return
movement of the draw bar by the spring at the moment the lever reaches its exact
normal position.
"
The draw bars F F¹ are suitably supported beneath the car so as to slide freely,
and preferably travel upon or between suitable friction rollers u. At their front
ends they are preferably of H section where supported by such rollers.
w (Fig. 1B) represents an attachment for connecting the swing bara for the

page_text: traces with either of the draw bars. The slotted portion w slips over the web of
the H section portion of draw bar and is secured by the pin w³.
By this.
method of attachment there is no projecting fixture on the end of the draw bar,
which is consequently free to slide under the car when drawn in by the pull on the
active draw bar.
It will of course be understood that the apparatus may be somewhat varied in:
detail to permit of its application to cars of different construction.
Having now particularly described and ascertained the nature of the said inven-.
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. The herein described method of facilitating the starting of tram cars and like.
vehicles consisting in the employment of a lever mounted upon one of the car axles
and having a rod or link pivotted to its free end and connecting it with a sliding.
draw bar to which the tractive stress or pull of the horses or motive power is
applied, the said lever at the commencement of said pull being at right anglés or
practically so to the said rod or link and the line of traction, and this angle-
gradually increasing as the pull continues until the lever and rod or link are prac-
tically in one straight line, whereby the greatest mechanical advantage of the lever
is gained at the start and is then gradually lost, substantially as and for the purpose.
specified.
2. In combination with car starting apparatus, as set forth in the preceeding
claim, a stop on the draw bar and a stop or projection on the car engaged thereby
at the moment the mechanical advantage of the lever is lost, substantially as and.
for the purpose specified.
3. In car starting apparatus, in combination with a starting lever on the car axle,.
a rod pivotted thereto, and a sliding draw bar, arranged to operate together as.
described in the first claiming clause, a pulley and chain connecting said rod and
draw bar so as to increase the mechanical advantage of the lever, substantially as.
described.
4. In car starting apparatus, a ratchet lever C, the rod E, pivotted thereto and
carrying the pulley k, the chain G, the sliding draw bar F, and springs for main-
taining the apparatus in a constant state of tension and for restoring the same to
its normal position, the whole combined and operating together substantially as.
described and illustrated.
5. In car starting apparatus, in combination, a ratchet lever on one of the car
axles, a swinging pawl d pivotted thereto, a projection f on said pawl, a rod E.
pivotted to said lever, and a projection e on said rod which engages with the
projection on the pawl d'and prevents the same from engaging with the ratchet
wheel a so long as the lever and rod E are at right angles, substantially as described
and illustrated.
6. In car starting apparatus, in combination with two ratchet wheels a a' on the
car axle, the lever C, the rods E E' having the downward projections e e', and the
pawls d d having the upward projections ff provided with lateral extensions or
projections 9 g, arranged and operating together substantially as and for the
purpose described and illustrated.
7. In combination with apparatus for starting cars in either direction as herein-
before set forth, the peculiar construction and arrangement of springs hereinbefore.
described whereby the apparatus is maintained in a state of constant tension and
always restored to its exact normal position, consisting of two springs connected
one with each draw bar and acting alternately in opposite directions, and fixed
stops on the car engaging with stops free to slide in one direction on the draw bars.
and held against the stress of the springs by collars or projections on the draw
bars, substantially as described and illustrated.
8. In combination with car starting apparatus as hereinbefore set forth springs.
constructed and arranged substantially as described and illustrated in Figs. 7
and 8.

page_text: 9. In combination with car starting apparatus as hereinbefore set forth the
modified construction and arrangement of springs substantially as described and
illustrated in Figs. 9 and 10.
10. The combination of the double action lever C, the rods E E¹ pivotted
thereto and carrying the pulleys k k', the chains G G¹ connecting said rods with
the draw bars FF, and the detacheable attachment w for the horses, substantially
as described and illustrated.
- 11. The general construction arrangement and combination of parts constituting
apparatus for facilitating the starting of tram cars and like vehicles substantially
as described and illustrated.
E. P. ALEXANDER & SON,
Fels. Chartd. Inst. Patent Agents,
19, Southampton Buildings, Chancery Lane, London, W.C.,
For the Applicant.