Improvements in Self-propelled Vehicles.
Year: 1896

page_text: PROVISIONAL SPECIFICATION.
Improvements in Self-propelled Vehicles.
1, LOUIS KRIEGER, of 168, Boulevard Malesherbes, Paris, France, Engineer, do
hereby declare the nature of this invention to be as follows:-
This invention relates to an electrical apparatus designed to drive the wheels of the
fore-carriage of any vehicle, whilst allowing of the steering of the said vehicle by
means of the fore-carriage.
In order to enable the nature of my invention to be thoroughly understood, I shall
first set forth the principle of the saine and then illustrate its application to any type
of vehicle.
To facilitate comprehension, I have illustrated the arrangement of my invention
diagrammatically, by the accompanying drawings but by way of example only.
Fig. 1 is a diagram of the general arrangement of my electrical apparatus ;
Fig. 2 is an elevation showing 'the application of my apparatus to any type of
vehicle;
Fig. 3 is a plan of the motor fore-carriage;
Figs. 4, 5, 6, 7, and 8 are views showing details of the switch employed in my
apparatus;
Figs. 4 and 5 are elevations of the two sides of the switch;
Fig. 6 is an elevation of the current-supply end;
Fig. 7 shows a vertical section; and
Fig. 8 shows a horizontal section taken on the line 1-2.
Figs. 9 and 10 are respectively an elevation and a plan of a modification of the
application of my apparatus.
According to my invention the wheels of the fore-carriage of a vehicle are converted
into driving-wheels by driving each of them separately, either by an electric motor or
by one of the armatures of a double machine.
The number of the wheels of the fore-carriage may vary. When there are more
than two, only one wheel on each side of the fore-carriage can be driven.
With this arrangement the two following conditions must be complied with :-
(1) Movement in a straight line must be retained.
(2) The fore-carriage must be adapted to be steered.
The general arrangement of my apparatus comprises essentially, as shown in the
diagram Fig. 1:-
(1) Two electric motors A' A2, one on the right and one on the left, B' B' being
the armatures of the same and C¹ their field-magnets;
(2) A storage battery D ;
(3) A coupler E;
74) mitch F; and
(5) A steering apparatus G.
The current passes from the battery D through the coupler E, through the
field-magnets C mounted in series one after the other, and then through the
switch F, and divides at the steering apparatus G to operate the armatures B' B*
mounted in parallel.
The two field-magnets are in series, and their entirety is in series with the group
L
The magnetic #nx is
(5) A steering apparatus G.
The current passes from the battery D through the coupler E, through the
field-magnets C mounted in series one after the other, and then through the
switch F, and divides at the steering apparatus G to operate the armatures B' B'
mounted in parallel.
The two field-magnets are in series, and their entirety is in series with the group
of the two armatures, which are connected together in parallel. The magnetic flux is

page_text: therefore the same for the two machines, and whatevor their load may bo, they will
always rotate at the same speed, so long as one of them is not differently regulated.
The vehicle will then travel in a straight line.
If the two windings of the field-magnets are identical, one may connect the latter
in parallel and even be enabled, by means of a coupler, to connect them together
either in series or in parallel.
The field-magnet winding of each motor should be one half weaker than that
corresponding to the current passing through the armature; that is to say, if
25 amperes pass through the armature, the field-magnet winding must be made
for 50 amperes, Actually, the total current passes into each field-magnet-ri:.
50 amperes so as to give 25 for each armature.
In a double machine, there is only one field-magnet for the two armatures.
The normal progression in a straight line should be capable of being modified
at will. This result is effected by means of the switch F capable of producing,
in addition, braking by electric means and reversal of the direction of motion.
Inside the switch F there moves n double rubbing-piece a a' capable of sliding over
the several contacts b, 1, 1, 1, 1, 1, 1, 18, 1º.
Resistances are connected to the contacts b¹ b².
The contacts are connected through the current-supply terminals either
directly to the storage-battery or through the field-magnets C. The contacts
are connected through the exit terminals to the switch F and the armatures B' B³.
The double rubbing-piece a al may occupy all intermediate positions between
a₁, a₁ and a, a.
The position a₁ a₁₁ corresponds to forward travel in the space covered by the
contacts and . Reduction of speed is obtained by including resistances c'.
The position as a corresponds to electric-braking in the range of the
contacts and 7. The armatures B1 B2 are short-circuited with the resistances e³,
whose number diminishes from a, a, towards a, a,', and becomes nil at the last
contact . The field-magnets receive current from a single auxiliary accumulator
or storage-battery D,
The position aa, relates to rearward travel in the range of the contacts;
the current has ita direction changed in the armatures.
The reversal of the direction of movement is effected by electrically braking one or
other of the two eléctric motors by short-circuiting the corresponding armature by
means of the apparatus G.
This latter is provided for that purpose with four contacts d', d, de, d' arranged
in two annular and concentric rows. The contact d' extends over slightly more than
half the circumference; and the contact d has a range slightly small than half the
circumference. These two contacts are arranged on one and the same circumference.
The two contacts dd, which are on a circumference inside the foregoing one, have
the same extent.
Over these contacts there are adapted to move two rubbing-pieces e el mounted on
the same diameter. These two rubbing-pieces are electrically insulated and are
designed to connect tho two annular rows of contacts. -
Each of the same is capable of moving over one quarter of a circumference to the
right and to the left of the diameter, which is at right angles to the line of separation
of the contacts d³ d'.
When the rubbing-pieces e e¹ occupy the position el ell, the two ends of the
contact d' are connected to the contacts d' d', and the current passes into the two
armatures. The vehicle then travels in a straight line.
When they occupy the position eels, the current passes into the armature B, but
the armature B is then short-circuited, and the fore-carriage turns to the right
hand. When on the contrary, they are moved into the position eel, the current
passes into B', whilst B is short-circuited, and the fore-carriage turns to tho
left-hand..
The steering-apparatus has its centre at the point of rotation of the fore-carriage.
In cases where the latter is provided with a swivel-pin or king-bolt or a pivot in a

page_text: straight line with the centres of rotation of the wheels, if an axle with sleeves is
employed, this apparatus, being fixed to the fore-carriage or connected to the axle-
journals, turns through the same angle as that through which the wheels turn.
Therefore, if the handle be turned through a certain angle, then, as it is connected
to the rear-carriage by the arm of the driver, as soon as the fore-carriage has turned
through that angle, the rubbing-piece e e' will be situated again in their position e e¹
for motion in a straight line.
The fore-carriage can therefore never be at a greater angle with the rear-carriage
than the angle which the driver imparts to the handle which serves to control the
steering gear.
This arrangement thus compensates when travelling in a straight line for any
accidental deviations of the fore-carriage.
Figs. 2 and 3 illustrate the application of these several devices to any type of
carriage.
Upon the shaft of each electric motor thero is keyed a pinion gearing with a
toothed wheel g carried by the corresponding driving wheel of the fore-carriage.
The two electric motors are arranged at each end of the axle of the fore-
carriage, either one on each side, or both in front or both at the rear of the said
axle, or either in front or behind the same in the case of a double motor.
The accumulators are enclosed in boxes carried by the framing i. With the
object of obviating the action of the vibration due to the inequalities of the ground,
the boxes may be placed on springs.
In the steering-gear G, the rubbing-pieces e e¹ are mounted on an operating-
shaft i provided at its upper end with a handle j.
The coupler E consists of an insulated hexagon capable of movement about its
centre. This hexagon is provided on its sides with two copper strips E¹ E³, of
which one covers two sides of the hexagon, and the other covers three sides..
Four rubbing-pieces y, y, z, z', arranged as shown in Fig. 1, are adapted to
work on the said strips..
The rubbing-piece y is connected to the negative terminal of the battery I;
y' is connected with the negative terminal of the battery II; with the positive
pole of the battery I, with the positive pole of the battery II; and y and z
are connected to the general circuit.
In the drawing, the two positive poles of the batteries I and II, are shown as
connected through the strip E, and the two negative poles through the strip E¹.
The two batteries are connected for quantity.
On turning the coupler from left to right through of a revolution, y and z will
be connected through the strip E, and will connect the negative pole of the
battery I with the positive pole of the battery II. Only the outermost or extreme
terminals are connected to the general circuit. The batteries I and II are connected
for tension. The current starts from , passes into the field-magnets through the
switch F, then to the steering-apparatus G, where it is divided between the two
armatures, returns from G, passing again through F and returns thence to the
negative pole of the battery through the rubbing-piece z¹.
On returning the coupler from right to left through of a revolution, the batteries
are re-connected for quantity.
This coupler can thus only move through of a revolution, and enables two speeds
to be obtained, one double the other.
The coupler E may be fixed, for example, to the apron or the splashboard of the
carriage, or be arranged to be operated at the same time as the apparatus For.to
form an integral part of the latter.
The switch F, which is situated inside the box-seat and whose principle has been
hereinbefore described comprises what may be called a box which is without bottom
and whose sides m³, m², m³, m carry the several contacts. Inside this box there is
adapted to move a double rubbing-piece a a' whose strips a move over the contacts
of the sides m' m², and the part a of which is capable of sliding with moderate
friction inside a groove formed by the contacts of the sides m³ m*.

page_text: The two rubbing-pieces a a¹ are arranged in the form of a cross, and are insulated
from each other and also from the bar that carries them. They are mounted in such
a manner that their points of contact are in one and the same plane.
Upon the upper inner surface m¹ there are arranged the contacts b¹ for forward
travel, the contacts for electrical braking, and the contact 63 for rearward motion.
The contacts are separated from the contacts by a "dead" contact 610.
The lower surface m is provided internally with the contact 6 corresponding to
forward travel, and to breaking, and with the contact for rearward travel.
The rubbing-piece a connects these two series of contacts together. One of the
side walls for example m³, carries the contacts 60, 1, 6s for forward travel, braking,
and rearward travel respectively. On the other side. wall m* there is situated the
single contact, which occupies the whole length of the switch. The rubbing-
piece a connects these other two series of contacts.
The contacts 6, 3, 6, are plates or small flat copper bars over which the
rubbing-piece a slides so as to make an elastic contact.
The contacts 6, 67, 68 are elastic brass strips acting as tongs between which
engages the rubbing-piece a', which consists simply of a flat metal bar.
The several connexions of these contacts are arranged at n¹, n³, n³, n' on the
outer faces m³ m² of the apparatus. Each of these connexions is provided with a
terminal o¹, o, o³, or os, as shown in Figs. 4, 7, and 8.
The contacts b¹ corresponding to forward travel, and the contacts & for braking,
are connected electrically with resistances formed by strips p p². These rheostat
strips surround the apparatus and are electrically insulated therefrom by means of
insulating pulleys g.
The double rubbing-piece a a¹ is mounted on a spindle jointed to the operating
lever l¹.
The operation of the apparatus is then as follows:-
It is first assumed that the rubbing-pieces are in the positions shown in the
diagram i.e., in the position a₁ a₁'.
The current coming from the coupler E, passes first into the field-magnet C¹, as
indicated by arrows, then into the field-magnet C2, and thence to the contact 6°. The
circuit being closed by the rubbing-piece a', which is in the position a₁¹, the current
passes from the contact to the contact 6, and thence through a connexion n¹ to
the contact 6, whence it passes out through the terminal ol (Figs. 1 and 4) to the
contact d³ of the steering-gear, where it divides to go to the two armatures B' B³,
and returns thence to the contacts d d of the steering-gear.
If the carriage is travelling in a straight line, the current passes through the
bridge-pieces e, e to the contact d', thence to the contact 6* of the switch F, entering
by the terminal o³ (Figs. I and 4)..
The current then passes through the rubbing-piece a¹ up to the first contact of
the series 6, passes out of the apparatus by the terminal o³ (Figs. 1 and 4), and
returns to the coupler E.
It will now be assumed that it is desired to reduce the speed. The rubbing-
pieces a¹ and all are moved to the left.
As the contact be is of a certain length, the movement of the rubbing-piece a¹ has
no effect.
In the length of the contact be there are three contacts 61 connected together by
the resistances e in such a manner that by moving the rubbing-pieces, the two
resistances c will be included successively into the circuit, thereby diminishing the
voltage at the terminals of the armatures and consequently diminishing the speed of
the vehicle.
If it is desired to brake the vehicle, the double rubbing-piece a a¹ is pushed still
further so as to bring it into the position a² a¹.
In that position, the current which, in coming from the coupler E, passed through
the field-magnets CC, and which went to the armatures, is not cut at two points,
the outward path. in consequence of the isolation of the contact 66, and in the return
path in consequence of the isolation of the several contacts 6. But in consequence

page_text: of the coupling up of the contact
through the connection n', to the last contact of
the series 6, the circuit of the armatures is closed upon itself through the resistances c³,
the rubbing-piece a³, and the contact b*.
On the other hand, the rubbing-piece a closes the circuit of the accumulator D₁
one of the poles of which is connected with the contact & through the terminal o* in
the circuit of the field-inagnets, passing through the contact 6, the field-magnet
circuit, and the direct connexion a made with the main circuit.
The current from the accumulator D then excites the field-magnets, and the
current produced in the armatures by the momentum of the vehicle is absorbed by
the resistances c.
If the double rubbing-piece is moved still further, the movement of the rubbing-
pieco a, over the whole length of the contact does not alter in any way the
operation of the apparatus; but the contact u³, in moving over the several contacts,
places successively out of the circuit of the armatures and the resistances c, one or
more of the said resistances, until it cuts them out altogether, when the rubbing-
piece a has reached the last contact of the series b³.
This shows that when all the resistances c are in circuit, the current produced by
the momentum of the vehicle must pass through the whole of the said resistances,
and that, consequently, it can only attain a certain intensity, the braking-action being
proportional to the said intensity.
If the number of the resistances in circuit be diminished, it is evident that the
current will assume a value so much greater, up to complete suppression of the
resistances, when the braking-action will be proportionally energetic.
For example, on descending an incline, all the resistances c³ can be left in circuit,
and, without stopping the vehicle, the latter can be prevented from acquiring a
dangerous speed.
If the double-rubbing-piece is moved to the end of its travel-that is to say, into
the position a³ a¹³, on the contacts b³, 6 and 68, 69, the current which, starting always
from the coupler E, flows through the field-magnets CC in the same direction as
before, reaches the contact & through the terminal o, passes into the rubbing-piece a",
to the contact 6 united by the connexion n to the contact 6, whence it passes out by
the terminal o and flows around the armatures in a direction opposite to that for
forward travel. The current then returns through the terminal of to the contact 6º,
thence by the rubbing-piece a³, the contact and the terminal o³, connected to the
contact by the connexion n³, and back to the coupler E.
The change of direction of the armatures produces rearward travel.
It is to be understood that this apparatus may be modified as required in its
operation and in its construction for the purpose of effecting the object in view, which
is the modification or regulation of the travel and speed of the vehicle.
The driver of the vehicle holds the lever in one hand in such a manner as to
be master at all times of the speed of travel, and he holds the handle j in the other
hand so as to be able to steer the vehicle. He may, in addition, have at his disposal
a stopping device of any type, such, for instance, as an ordinary brake operated by a
hand-wheel t mounted at the side of the box-seat.
Figs. 9 and 10 illustrate a modification of my apparatus which allows the driver's
seat to be arranged at the back of the vehicle.
In this modification the two electric motors are situated on the same side of the
axle of the fore-carriage. The shaft i upon which the two rubbing-pieces e e¹ of the
steering-apparatus G are mounted, carries a pinion actuated by a pinion through
the medium of a chain. The pinion is operated by the hand-wheel j by means
of connecting shafts connected together by means of bevel-pinions and a
universal coupling, as shown in the drawings.
The other parts are similar to those hereinbefore described, and the apparatus is
controlled in the same manner.
It will be understood that my arrangement of electrical carriage with a motor fore-
carriage may be steered by means of any suitable mechanical arrangement.

page_text: :
My arrangement has the following advantages over all hitherto existing types of
self-propelling vehicles:-
(1) Reduction of the mean co-efficient of tractive power.
(2) Entire separation of the machinery and the body of the vehicle.
(3) Possibility of starting at any angle.
(4) Possibility of starting on an incline at a certain angle, and therefore reduction
of the power required for starting.
(5) Ease in steering.
(6) Facility for building, inspection and repairing.
It is to be understood that my arrangement may be applied to vehicles of all
shapes and sizes and that the accessory devices may be varied according to the
applications.
In some cases, instead of employing two motors with separate field magnets, I
may use two motors having a single field-magnet and two mechanically distinct
armatures.
Dated 1. Cal. 1
1000
1, LOUIS KRIEGER, of 168 Boulevard Malesherbes, Paris, France, 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 electrical apparatus for driving vehicles the arrangement
being such that the wheels of the fore carriage of the vehicle will be driven whilst at
the same time allowing of the steering of the said vehicle by means of the fore-
carriage. In order to enable my invention to be thoroughly understood, I shall first
set forth the principle of the same, and then illustrate its application to a vehicle which
may be of any suitable type.
To facilitate comprehension, I have illustrated the arrangement of my invention
diagrammatically, by way of example only in the drawings filed with my Provisional
Specification.
Fig. 1 is a diagram of the general arrangement of my electrical apparatus ;
Fig. 2 is an elevation showing the application of my apparatus to any type of
vehicle;
Fig. 3 is a plan of the motor fore carriage.
Figs. 4, 5, 6, 7, and 8 are views showing details of the switch employed in my
apparatus.
Figs. 4 and 5 are elevations of the two sides of the switch;
Fig. 6 is an elevation of the current supply end
Fig. 7 shows a vertical section; and
Fig. 8 shows a horizontal section taken on the line 1-2.
Figs. 9 and 10 are respectively an elevation and a plan of a modification of the
application of my apparatus.
According to my invention the wheels of the fore-carriage of a vehicle are con-
verted into driving-wheels by driving each of them separately, either by an electric
motor or by one of the armatures of a double machine.
The number of the wheels of the fore-carriage may vary. When there are more
than two, only one wheel on each side of the fore-carriage.can be driven.

page_text: (4) A switch F; and
(5) A eteering apparatus G.
The current passes from the battery D through the coupler E, through the field--
magnet CC mounted in series one after the other, and then through the switch F,
and divides at the steering apparatus G to operate the armatures B B³ mounted in
parallel.
The two field-magnets are in series, and their entirety is in series with the group
of the two armatures, which are connected together in parallel.
The magnetic flux is therefore the same for the two machines, and whatever their
load may be, they will always rotate at the samo speed, so long as one of them is not
differently regulated. The vehicle will then travel in a straight line.
The steering apparatus comprises a hand fly wheel, and its arrangement is such as
to minimize the shocks and forces, arising from the unevenness of the ground, to be
overcome by the hand in steering.
If the two windings of the field-magnets are identical, one may connect the latter
together in parallel and even be enabled, by means of a coupler, to connect them
together either in series or in parallel.
The field-magnet winding of each motor should be one half weaker than that
corresponding to the current passing through the armature; that is to say, if 25 amperes
pass through the armature, the field-magnet winding must be made for 50 amperes.
Actually, the total current passes into each field-magnet-viz., 30 amperes-so as to
give 25 for each armature.
In a double machine, there is only one field-magnet for the two armatures.
The normal progression in a straight line should be capable of being modified at
will. This result is effected by means of the switch F, which is capable of producing,
in addition, braking by electric means and reversal of the direction of motion.
Inside the switch there moves a double rubbing-piece a a' capable of sliding over
the several contacts b1, 2, 3, 4, 65, 66, 17, 18, 5º.
Resistances c¹ are connected to the contacts
b.
The contacts bb are connected through the current-supply terminals either
directly to the storage battery or through the field-magnets CC. The contacts b₁66
are connected through the exit terminals to the switch F and the armatures B' B².
The double rubbing piece a a' may occupy all intermediate positions between a₁ a₁¹
and a, a,. The position a, a, corresponds to forward travel in the space covered by
the contacts 6' and 6. Reduction of speed is obtained by including resistances c'.
The position a, a, corresponds to electric breaking in the range of the contacts b²
and b. The armatures B B are short circuited with the resistances, whose
number diminishes from a, a,' towards a, a,1, and becomes nil at the last contact b².
The field magnets receive current from a single auxiliary accumulator or storage
battery D¹.
The position a, a,' relates to rearward travel in the range of the contacts 6' 6' 6º ;
the current has its direction changed in the armatures.
Change of direction is effected by electrically braking one or other of the two
electric motors by short circuiting the corresponding armature by means of the
apparatus G.
This latter is provided for that purpose with four contacts d' d², d, d'arranged in
two annular and concentric rows. The contact d' extends over slightly more than
half the circumference; and the contact d' has a range slightly smaller than half the

page_text: circumference.
These two contacts are arranged on one and the same circumference.
The two contacts d³ d', which are on a circumference inside the foregoing one, have
the same extent.
Over these contacts there are adapted to move two rabbing-pieces e el mounted on
the same diameter. These two rubbing-pieces are electrically insulated and are
designed to connect the two annular rows of contacts.
Each of the same is capable of moving over one quarter of a circumference to the
right and to the left of the diameter that is at right angles to the line of separation of
the contacts d³ d'.
When the rubbing-pieces e el occupy the position e¹ell the two ends of the contact d¹
are connected to the contacts d' d', and the current passes into the two armatures.
The vehicle then travels in a straight line.
When they occupy the position ee", the current passes into the armature B', but
the armature B is then short circuitod, and the fore-carriage turns to the right hand.
When, on the contrary, they are moved into the position ees, the current passes
into B³, whilst B' is short circuited, and the fore-carriage turns to the left hand.
The steering-apparatus has its centre at the point of rotation of the fore-carriage.
In cases where the latter is provided with a swivel-pin or king-bolt or a pivot in a
straight line with the centres of rotation of the wheels, if an axle with sleeves is
employed, this apparatus, being fixed to the fore-carriage or connected to the
axle-journals, turns through the same angle as that through which the wheels turn.
Therefore, if the handle be turned through a certain angle, then as it is connected
to the rear-carriage by the arm of the driver, as soon as the fore-carriage has turned
through that angle, the rubbing-pieces e el will be situated again in their position e el
for motion in a straight line.
The fore-carriage can therefore never be at a greater angle with the rear carriage
than the angle which the driver imparts to the bandle which serves to control the
steering gear.
This arrangement thus compensates when travelling in a straight line for any
accidental deviations of the fore-carriage.
Figs. 2 and 3 illustrate the application of these several devices to any type of
carriage.
Upon the shaft of each electric motor there is keyed a pinion gearing with a
toothed wheel g carried by the corresponding driving wheel of the fore-carriage.
The two electric motors are arranged at each end of the axle of the fore-carriage,
either one on each side, or both in front or both at the rear of the said axle, or either
in front or behind the same in the case of a double motor.
The accumulators are enclosed in boxes carried by the framing i. With the
object of obviating the action of the vibration due to the inequalities of the ground,
the boxes h may be placed on springs.
In the steering-gear G, the rubbing pieces e e¹ are mounted on an operating-shaft i
provided at its upper end with a handle j.
The coupler E consists of an insulated hexagon capable of movement about its
centre. This hexagon is provided on its sides with two copper strips E E', of
which one covers two sides of the hexagon, and the other covers three sides.
Four rubbing-pieces y y',, ', arrange l as shown in Fig. 1, are adapted to work on
the said strips.
The rubbing piece y is connected to the negative terminal of the battery I; y is
connected with the negative terminal of the battery 11; z with the positive pole of
the battery I; with the positive pole of the battery II; and y¹ and z are connected
to the general circuit.
In the drawing, the two positive poles of the batteries I and II, are shown as
connected through the strip E³, and the two negative poles through the strip E'. The
two batteries are connected for quantity.
On turning the coupler from left to right through of a revolution, y and 2' will
be connected through the strip E, and will connect the negative pole of the battery I
with the positive pole of the battery II. Only the outermost or extreme terminals

page_text: tension.
are connected for
The current starts from z, passes into the field magnets through the switch F, then
to the steering apparatus G, where it is divided between the two armatures, returns
from G, passing again through F and returns thence to the negative pole of the
battery through the rubbing piece z¹.
On returning the coupler from right to left through of a revolution, the batteries
are reconnected for quantity.
This coupler can thus only move through of a revolution, and enables two speeds
to be obtained, one double the other.
The coupler E may be fixed, for example, to the apron or the splashboard of the
carriage, or be arranged to be operated at the same time as the apparatus F or to form
an integral part of the latter.
The switch F, which is situated inside the box-seat and whose principle has been
hereinbefore described, comprises what may be called a box which is without bottom
and whose sides m³, m³, m³, m carry the several contacts. Inside this box there is
adapted to move a double rubbing-piece a a¹ whose strips a move over the contacts of
the sides m m³, and the part a of which is capable of sliding with moderate friction
inside a groove formed by the contacts of the sides m² m². The two rubbing
pieces a a are arranged in form of a cross, and are insulated from each other and
also from the bar that carries them. They are mounted in such a manner that their
points of contact are in one and the same plane.
Upon the upper inner surface m' there are arranged the contacts 61 for forward
travel, the contacts for electrical braking, and the contact 63 for rearward motion.
. The contacts are separated from the contacts 6' by a "dead" contact 610.
The lower surface is provided internally with the contact corresponding to
forward travel, and to braking, and with the contact for rearward travel.
The rubbing-piece a connects these two series of contacts together. One of the
side walls for example m³, carries the contacts 6, 67, 68 for forward travel, braking,
and rearward travel respectively. On the other side wall m there is situated the
single contact which occupies the whole length of the switch. The rubbing-piece a¹
connects these other two series of contacts.
The contacts, b, b, b, bare plates or small flat copper bars over which the
rubbing piece a slides so as to make an elastic contact.
The contacts Le, are elastic brass sips acting as tongues between which
engages the rubbing piece a', which consists simply of a flat metal bar.
The several connexions of these contacts are arranged at n', n², n³, nt on the outer
faces m m of the apparatus. Each of these connexions is provided with a
terminal o', o, os or os, as shown in Figs. 4, 7 and 8.
The contacts corresponding to forward travel, and the contacts 6 for braking,
are connected electrically with resistances formed by strips p' p'. Those rheostat
strips surround the apparatus and are electrically insulated therefrom by means of
insulating pulleys g.
The double rubbing piece a a' is mounted on a spindle jointed to the operating
lever .
The operation of the apparatus is then as follows:--
It is first assumed that .the rubbing-pieces are in the positions shown in the
diagrams-i.c. in the position a₁ a¹.
The current coming from the coupler E, passes first into the field magnet (", as
indicated by arrows, then into the field-magnet C, and thence to the contact . The
circuit being closed by the rubbing-piece a', which is in the position a'₁, the current
passes from the contact 6 to the contact 6, and thence through a connexion n' to the
contact, whence it passes out through the terminal o (Figs. 1 and 4) to the
contact of the steering-gear, where it divides to go to the two armatures B' B³,
and returns thence to the contacts d' d' of the steering-gear.
If the carriage is travelling in a straight line, the current passes through the
;

page_text: bridge-pieces e, ell to the contact d, thence to the contact of the switch F, entering
by the terminal o' (Figs. 1 and 4).
The current then passes through the rubbing-piece a up to the first contact of the
series b', passes out of the apparatus by the terminal o³ (Figs. 1 and 4), and returns
to the coupler E.
It will now be assumed that it is desired to reduce the speed. The rubbing-pieces a¹
and all are moved to the left.
As the contact 6' is of a certain length, the movement of the rubbing-piece a¹ has
no effect.
In the length of the contact & there are three contacts 6' connected together by the
resistances in such a manner that by moving the rubbing-pieces, the two
resistances c will be included successively into the circuit, thereby diminishing the
voltage at the terminals of the armatures and consequently diminishing the speed of
the vehicle.
If it is desired to brake the vehicle, the double rubbing-piece a a¹ is pushed still
further so as to bring it into the position a' a".
In that position, the current which, in coming from the coupler E, passed through
the field-magnets CC, and which went to the armatures, is now cut at two points, in
the outward path in consequence of the isolation of the contact 6, and in the return
path in consequence of the isolation of the several contacts b¹.
But in consequence of the coupling up of the contact & through the connexion n',
to the last contact of the series 62, the circuit of the armatures is closed upon itself
through the resistances c³, the rubbing-piece a³, and the contact .
On the other hand, the rubbing-piece as closes the circuit of the accumulator D'
one of the poles of which is connected with the contact through the terminal o in
the circuit of the field-magnets passing through the contact 6, the field-magnet circuit,
and the direct connexion a made with the main circuit.
The current from the accumulator D' then excites the field-magnets, and the current
produced in the armatures by the momentum of the vehicle is absorbed by the
resistances c.
If the double rubbing-piece is moved still further, the movement of the rubbing-
piece a', over the whole length of the contact does not alter in any way the
operation of the apparatus; but the contact a³, moving over the several contacts b*,
places successively out of the circuit of the armatures and the resistances c³, one or
more of the said resistances, until it cuts them out altogether, when the rubbing-piece a³
has reached the last contact of the series b³.
This shows that when all the resistances are in circuit, the current produced by
the momentum of the vehicle must pass through the whole of the said resistances,
and that, consequently, it can only attain a certain intensity, the braking-action being
proportional to the said intensity.
If the number of the resistances in circuit be diminished, it is evident that the
current will assume a value so much greater, up to complete suppression of the
resistances, when the braking action will be proportionally energetic.
For example, on descending an incline, all the resistances c³ can be left in circuit,
and, without stopping the vehicle, the latter can be prevented from acquiring a
dangerous speed.
If the double rubbing piece is moved to the end of its travel, that is to say into
the position a, a", on the contacts 63, 6 and 68, 69 the current, which, starting always
from the coupler E, flows through the field magnets C in the same direction as
before, reaches the contact through the terminal o, passes into the rubbing piece a
to the contact 68 united by the connexion n' to the contact 4, whence it passe out by
the terminal o and flows around the armatures in a direction opposite to that for
forward travel. The current then returns through the terminal of to the contact 6,
thence by the rubbing piece a', the contact and the terminal o³, connected to the
contact 6 by the connexion n³, and back to the coupler E.
The change of direction of the armatures produces rearward travel.

page_text: shown in Figs. 1 to 8 inclusive, and as modified according to Figs. 9 and 10, of the
drawings.
Dated this 8th day of May 1897.
F. WISE HOWORTH,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicant.