Improvements in the Mode of Driving, by Means of Electric Motors, Tramcars and other Vehicles, and in Apparatus for Reducing in Transmission to the Axles of such Vehicles the Speed of Rotation Derived from Electric and other Motors.
Year: 1889

page_text: Date of Application, 16th July, 1889--Accepted, 17th May. 1890
COMPLETE SPECIFICATION.
[Communicated from abroad by WILLIAM MAIN, Mechanical and Electrical Engineer,
of Brooklyn, in the State of New York, United States of America.]
Improvements in the Mode of Driving, by Means of Electric Motors,
Tramcars and other Vehicles, and in Apparatus for Reducing in
Transmission to the Axles of such Vehicles the Speed of
Rotation Derived from Electric and other Motors.
J PHILIP ARTHUR NEWTON of the Office for Patents, 6 Bream's Buildings, Chancery
Lane, in the County of Middlesex, Patent Agent, do hereby declare the nature of
this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:--
This invention, as communicated to me by my Foreign Correspondent, has for its
special object the practical application of electric motors to the propulsion of tram-way
cars and other vehicles, and the overcoming of the difficulties which have heretofore
been encountered in that art.
It consists, in part, of an improvement upon what is commonly known as Watt's
sun and planet. gear.
The difficulties attendant upon the employment of electric motors for vehicle
propulsion, have been numerous, and among them one of the principal has been that
the starting of the car or other vehicle requires a much greater amount of power than
its propulsion after the starting has been effected, necessitating, where batteries are
employed, the carriage of a very great amount of battery material, which otherwise
would not be required, besides an otherwise unnecessary size of motor; and, where
third rails or suspended wires are used to complete the circuit, necessitating both an
extraordinary amount of current power as well as of motor power.
This difficulty results obviously from the fact that the entire inertia of the vehicle
has to be overcome at the moment. of starting, and for this reason it is of special
gravity in connection with the use of motors for street cars, and for purposes of
Tocomotion generally, the lead in these cases being necessarily the same at the
moment of starting as afterwards; while in the case of applications of electric power
to the driving of machinery, it is generally practicable to reduce the load at the
moment of starting, and to apply portions of the driven machinery, or of the work to
be accomplished, gradually and successively.
Another serious difficulty encountered, has been that the coils of the motor, in
starting and stopping the car, are liable to burn out, for the reason that at such times
the motor, being stationary, or rotating at a slow rate of speed, developes little or no
counter electro-motive force, the force of the driving current then acting upon the
wires of the coils, and creating great, heat.
It will be understood that when the motor rotates at its normal speed in the pro-
pulsion of the car, it acts as a dynamo, and in that capacity generates a current
running counter to the main current, and serving to reduce the tension of the latter;
and that when the speed of rotation is materially decreased, this counter electro
motive force is, in a like degree, diminished, and by the same amount the effect of the
propelling current upon the coils of the motor in the way of heating is increased;
from which the danger to the coils arises.-- This liability has hitherto proved an
almost insuperable obstacle to the use of electric motors for the driving of street cars
and for other purposes of locomotion, because of the frequently recurring occasions
for arresting the motion of the vehicle, and the impossibility of cutting off the driving
current during the time, when motion is wholly or partially arrested, because of
the necessity of using the whole power of that current for again starting the vehicle.
These latter difficulties have been encountered both where a current from a stationary
dynamo has been used for propelling the vehicle, and, in an aggravateddegree, where

page_text: storage batteries carried upon the vehicle have been employed for that purpose. This.
arises from the fact that the most favorable conditions for the use of storage batteries
are those in which the demands upon them are constant, and not subject to any
sudden or extreme variations. The effect of such variations, where storage batteries
in which active material, mechanically applied or attached to conducting supports, is
used, is to cause disintegration of the masses or wads of active material at the points
where they come in contact with the conducting support, promoting the formation of
sulphate at those points, and rapidly effecting the separation of the active material
from the conducting support, and thus causing the active material to drop away from
the conducting supports, and accumulate on the bottom of the cell.
A further most serious difficulty encountered in this art, has been that of providing
a mechanism for reducing the high rate of speed ordinarily requisite for obtaining
from an electric motor its maximum efficiency, to such a rate of speed as is required
for the driving of the axle or propelling shaft of the vehicle, this normal rate of
rotation being generally about a thousand per minute, and that of the driving axle
from forty to one hundred revolutions. The mechanism. heretofore devised for
effecting the reduction has been so considerable in size and weight, as to cause a
very large percentage of loss of power in friction, as well as to encumber the vehicle
by a large mass of inert material. For the successful application of electric motors
to street cars, a simple, compact, and light form of reducing mechanism is a practical
necessity, which has not yet been supplied. Such a mechanism, to be effective and
practicable, should be capable, not only of effecting the required reduction of speed,
but also of gradual application to the source of power; so that the connection of the
motor with the driving axle, in starting the car, may be effected by degrees, and
without the jarand strain upon the connecting parts incident to the sudden application
of the driving power.
A further difficulty encountered arises from the fact, that, in car propulsion, it is
convenient to place the motor upon the body of the car, and to provide springs between
the car body and the truck. As the driving connection between the motor and the
driving axle in the truck, must, in that case, bridge a constantly varying distance, it
is necessary to provide some sort of a yielding power transmitting mechanism; and
the construction of such a mechanism which shall be at once simple and effective, has
been found to be a practical difficulty.
A further difficulty has arisen from the fact that in the propulsion of vehicles in
which the motive power is carried upon the vehicle itself, and where the vehicles are
of comparatively small weight, the friction is, in unfavorable conditions of track and
grade, insufficient to propel the vehicle, where the propulsion is effected by means of
a single driving axle." If both axles of the vehicle can be brought into simulaneous
operation, this friction is very greatly increased; but such use of the two axles has
been heretofore feund difficult without the use of two separate motors, one for each
axle, because of the liability of one of the axles, in passing over irregularities of track,
to gain upon the other, thus causing a binding or locking between the two, when
driven by rigid connections from the same shaft.
It is proposed, by means of the devices and mechanisms hereinafter described,
to effectually overcome these several difficulties. In starting the car, the motor is
first caused to rotate free from the car, and then the power-transmitting mechanism
is caused to connect the rotating motor shaft with the car axle; and instead of
arresting the rotation of the motor when stopping the car at street crossings, the
driving connection between the motor shaft and the driving axle is interrupted, thus
permifting the rotation of the motor to continue at full speed. The stops of the
vehicle being generally for a brief period only, this will result in but slight loss of
electrical power, while it will subject neither the motor nor the battery to the effects
of sudden variations in the tension of the driving current, and it will permit the
entire force of the current to be applied to the motor in the starting of the vehicle.
without danger to any of the parts of the apparatus. Moreover, the motor and
connected parts, by virtue of their rotation at a high rate of speed, will maintain stored
up a very considerable amount of force, which can be utilized in the starting of the

page_text: car, and will, in connection with the devices hereafter described, for effecting the
gradual application of power to the driving shafts, enable the starting to be effected
without the application of any considerably greater amount of power than is normally
required for the propulsion of the vehicle when in full motion. In order to provide
for the ready making and unmaking of the connection between the rapidly rotating
motor and the driving axles, an effective and readily controlled mechanism will be
needed.
There are two requisites of special importance in such a mechanism, to wit, the
capacity of a gradual application while the motion is being initiated, and that of
positive and absolute power-transmitting capacity after the transmission of power is
thoroughly under way; and these requisites are obtained by employing a friction
device for initiating the transmission of power, devices of this character, as is well
known, being capable of gradual application, and a gear connection for effecting the
transmission when established. The requisite, absolute, and delicate capacity of
control, is secured by providing such an association of parts, that when the train of
gears employed is out of transmitting connection, one member of the train is rotating
at a high rate of speed, but without effective engagement with the other members
thereof the driving connection between the gears being established by the gradual
application of a friction brake to the rotating gear.
It is apparent that such application of brakes can be made in any desired degree,
and consequently with any desired amount of acceleration to the driven parts, and
that this application of power can always be under absolute and convenient.
control.
The mechanism proposed to be used for this purpose, consists of a novel application
of what is known as the Watt's sun and planet gear.
The provision made for the requisite elasticity of connection between the running
wheel axles and the motor (in order to permit the two axles to be driven from the
same motor) consists in a novel application of springs. These springs, by obviating
the usual jars incident to the stopping and starting of a car, where the connections
between the motor axle and the running wheel axles are rigid, relieve the storage
batteries upon the car of much of the liability to rapid deterioration and disarrange-
ment hitherto experienced in the use of these batteries for the purposes of locomotion.
The practical driving of cars by the use of two axles, is also particularly valuable
in connection with electric locomotion, since the small weight of the cars, when
equipped with electrical appliances, is insufficient to secure a proper amount of
friction between the track and the wheels, if one axle only is used as a driving
axle.
The several devices above referred to for reducing speed have particular value in
connection with electrically driven vehicles, for the reason that the average rate of
speed of the driven shafts or axles upon vehicles, is considerably less than that of the
shafts of machinery in general, and consequently the amount of reduction required
between the rapidly rotating motor shaft and these axles, is relatively very great. A
compact, light, and readily controlled reducing mechanism, is therefore a necessity
for the success of electric systems of propulsion. Again, the fact that it has been found,
in practice, desirable, in the use of electric motors for car propulsion, to provide a
motor for each car, instead of an engine for drawing a number of cars, causes
the maiters of space and weight of the parts necessarily connected with each motor.
to be factors demanding special consideration, space being limited, and it being
While the several devices
necessary to reduce the load carried to a minimum.
described herein have special adaptation io, and are particularly devised for use in
connection with, the driving of street and other cars, the use thereof is contemplated
for the driving of all forms of vehicles, such as elevators, road wagons, boats, &c.
As has been suggested. it is of special importance, when storage batteries are
employed, that a constant speed of rotation of the motor should be maintained, to
avoid the disastrous effects of frequent changes of current tension upon the battery
plates, and to maintain an even rate of speed in the motor, both when the car is
running slowly in starting, and rapidly when under way, and when changes of speed

page_text: occur from other causes, it is necessary to provide a variable motion-reducing
mechanism.
This provision is made in part by the use of a friction device to control the
mechanism, whereby, by permitting slip, and regulating its amount, the rate of trans-
mission may be varied within wide limits, but primarily by providing two or more sets
of reducing mechanism of dfferent speeds, either of which may be thrown into
connection as required, without breaking the motor circuit.
By the combined use of these two provisions for change of speed, the car may
be started without reducing the rotation of the motor shaft; and an almost uniform
electro-motive force is secured in the driving current, a result of the greatest
importance, as above stated, where secondary batteries are employed for propulsion.
The novel arrangement and combination of parts, constituting the improvement
on the Watt's sun and planet gear, referred to in this specification, and which
constitutes the novel power-transmitting device, provides for the obtaining of an
uniformity of speed in the driven member of said gear, the motion of said driven
member being restrained to constant parallelism by means of a connection or guide
mechanism extending from the driven gear to a guide bearing, which guide
bearing moves with it when the power is not being transmitted, but may be arrested
or retarded so as to throw the driving and driven members into operative
connection.
This feature of the invention is of special value in propulsion by electric motors,
but is capable of general application wherever it is desired to transmit power
from a power shaft, or the like, for vehicle propulsion. In order that the inven
tion may be understood, I will here explain the difficulties which have heretofore
attended the use of the Watt's sun and planet gear, and the various devices which
may be used in order to overcome them, and make the gearing practically.
useful.
To
The principal difficulty contended with, in applying the Watt's sun and planet
gear, has been that of securing uniformity of speed in the driven mechanism.
secure such uniformity, it is requisite that the driving wheel of the series should
Occupy, in all periods of its motion, positions parallel to its original position, as
does, for instance, the connecting bar between the drivers of a locomotive. If the
driving wheel has, in addition to its oscillating motion, an angular swing, the
motion of the driven wheel will not be uniformly proportioned to that of the driving
shaft upon which the driving wheel is loosely mounted, nor to that of the driving
crank, or excentric connecting said shaft to the driving wheel. It is essential that
parallelism of the driving wheel throughout its entire movement, shall be secured,
so that a line drawn in the plane of the driving wheel, at one period of its movement.
the power transmitting mechanism being in full operation, will, at any other period
thereof, remain parallel to its original position since only when such parallelism is
maintained, will the motion of the driven wheel be uniform. Otherwise stated, a line
drawn in the plane of the driving wheel must at all times, during the motion of
the wheel, remain parallel to a line fixed in space which it will necessarily be, if
it remains parallel with itself.
The parallel moving line is, in the case of the sun and planet gear, represented
by the driving gear wheel. All points of this wheel, or, what is the same thing.
any two selected governing points, must have motion simultaneously identical in
direction and amount. The first problem encountered has therefore been. how to
so constrain the driving wheel, that while it shall be free to oscillate about a fixed
centre, a line drawn through its plane shall at all times remain parallel to a given
fixed line, the fixed line being a standard to a constant relation with which the
governing points of the wheel are held, as they move by mechanical elements.
Constrained motion may be obtained in two ways only: (1) by sliding against
or between fixed guiding lines or surfaces; (2) by a swinging or rotary motion
referred to a fixed line or points. No other methods of constraining motion are
mathematically possible.
Embodied in mechanism, we may say broadly, that constrained motion may be

page_text: obtained mechanically in two ways only: (1) by the use of guides consisting of
slides and directing surfaces by which they are controlled; (2) by the use of guides
consisting of swinging connections with fixed or relatively fixed centres.
As the driving wheel has necessarily a movement of complete oscillation about a
centre, provision must be made for parallel movement in at least two directions. This
may be accomplished by means of a double slide or a double swing, or a slide in one
direction, and a swing in the other, or a movement of complete rotation. Invention
is limited to these means, and the permutation and combination of them, although
endless varieties of form and dimension may be devised by the mechanie.
In the drawings annexed to this specification, the invention is shown in
sheets 1, 2, 3, 4 and 5, as supplied to a street car, the remaining sheets of the
drawings illustrating modifications of the power-transmitting gearing thereof.
Referring to the several figures. Fig. 1 is a side view, partly in section, of a car to
which the invention has been applied: Fig. 2 is a side view of the motor and power-
transmitting device mounted upon the shaft thereof. Fig. 3 is an end view of the
motor shaft, and a part of the power transmitting device, upon an enlarged scale.
Figs. 4 and 5 are details, on the same scale, of mechanism for controlling the move-
ment of the car. Figs. 6, 7 and S represent, on the same enlarged scale, the spring-
connecting device between the motor and the driven axle, Fig. i being a side view,
Fig. 7 a vertical section on the line 7, 7, Figs. 6 and 8, and Fig. S a side view, partly
in section, on the line S, S. Fig. 7, and Figs. 9 and 10 are detail views, on an enlarged
scale, of the power transmitting and motion reducing device. Fig. 9 being a section on
line 10, 10. Fig. 2. the point of view being to the right of said line, and Fig. 10 a
section taken on the same line, the point of view being to the left of said line.
Fig. 11 is a side elevation, partly in section, of said power-transmitting and motion
reducing gearing, shown as detached from the car and its motor, so as to indicate
more fully its general application for the transmission of power.
Fig. 12 is a plan view of the same. Fig. 13 is a section on the line 3, of Fig. 11,
the point of view being to the left of said line, and Fig. 14 is a section taken on the
same line, the point of view being to the right of said line. Fig. 15 shows a clutch
for effecting the direct connection of the motor shaft with the driven gear.
Fig. 16 is a modification of the same general type of power-transmitting and
reducing gearing.
Figs. 17, 18, 19, 20, 21, 22, 23, 24, and 25, represent the several other types.
Suspended beneath the framework of the cars, is the motor A, the main shaft of
which is connected through the motion-reducing mechanism with the axle of the car
truck. This motion-reducing mechanism will first be described.
"
The shaft 1 of the motor carries fast upon it an excentric 2, which moves freely
in a circular opening within gear wheel 3, which gear wheel constitutes the fixed
or initial member of the 6.
sun and planet series of gears above referred to.
Outside of, and about this gear wheel, is an annular gear 4, concentric with the
driving shaft 1, and bolted to a flange 5 of a sleeve or hollow shaft G, shown 'n
Fig. 2. partly by broken lines, mounted upon the main shaft, and carrying at its
inner end a flange 7, upon which is formed sprocket-wheels 8, 9, from which the
power is transmitted to the car axles. The sleeve rests in suitable bearings 10,
secured to the car frame. On the inner side of sprocket wheels 8 and 9, are arranged
a second set of devices identical with those above described, except that the ratio
between the inuer and outer gear wheels is varied, this additional mechanism being
provided in order that it may be possible to change the speed of the car without
changing that of the motor.
Upon the inner gear wheel (see particularly Figs. 2, 9, and 10) are cast lugs 12.
fitted to, and adapted to slide in a recess or channel 13 formed in a cross head 15.
This cross head 15 is in turn provided with cylindrical lugs 19, fitting cylindrical
sockets 16, formed in a pulley 17, mounted upon and rotating freely about the main
shaft. Pulley 17 has a rim 17, which serves as a friction wheel. The cross-head 15
has an oblong central opening, which permits it to move in the direction of its
Jugs 19 over the main shaft 1. It is obvious that the gear 3 and the pulley 17

page_text: will maintain fixed positions relative to each other as regards rotation, their absolute
relative positions changing as the shaft 1 rotates, to the extent of the sliding motion
of the cross-head 15 in pulley 17, and of lugs 12,in channel 13, caused by the
excentric position of the gear 3 with reference to the axis of the pulley 17, the lugs 12
and cross-head 15 constituting doubleslides movingin right lines, and uniting the gear,
and the pulley as regards circular motion. Consequently, when the pulley 17 freely
rotates about its axis, the gear is also free, and will convey no power from the shaft
to the outer gear 4. When, however, the pulley 17 is locked, or held fast in one
position, the gear will be carried about by the eccentric in a position constantly
parallel to itself, and will communicate to the outer gear 4 a rotary motion reduced
to an extent dependent upon the ratio between the two gears. The amount of this
reduction may be readily calculated according to well known rules, which require no
special explanation here.
It is necessary to provide devices for the locking of the pulley 17, in order to effect
the transmission of power through gears, and for this purpose it is preferred to use a
friction clutch, as illustrated in Figs. 1, 2, 3 and 4, although any other form of clutch
mechanism, for instance, a spring clutch, may be employed. In these Figures, brake
shoes 20 are shown attached to pivoted hangers 20, the lower end ends of these
hangers being connected by rods 21' to a cross piece 21, fastened upon a shaft 22
mounted in bearings 23, which shaft is rotated, as desired, to throw the shoes to or
from the pulley 17, by rods 109 and 110, two sets of which are provided passing
from cross piece 221, fixed upon shaft 22, to each end of the car, and connecting
at each end with a cross bar 26 upon a shaft 27, the latter shaft being connected
by bevel gears 28 with a shaft 111, attached to a lever 112, adapted to, move along
a segmental bar 114, and to he arrested by a spring catch 113 at any desired point
thereof, in the manner usual with railroad switch and similar levers. In the
mechanism shown, two of these sets of brake shoes are employed, one for each of
the pulleys 17, so connected with their cross pieces 21, that, in one position of the
shaft 22, one of the said pulleys is arrested, and the other released, and in the other
The arrange-
position thereof, the action of the shoe upon the pulleys is reversed.
iment of the second set of rods 21', is shown in broken lines in Fig. 3. By the use
of this mechanism, the position of the controlling shaft 22 may be determined and
adjusted from either end of the car, by the use of the appropriate lever, and either
one of the two sets of gears may thus be brought into operation, according to the
speed to be given to the car, and both may be thrown out of operation in order to
arrest the action of the motor upon the ear axles, by causing the shaft to assume an
intermediate position, as shown in Fig. 3, wherein neither of the pulleys will be held.
If more than two speeds are desired for the car, the number of sets of gears and
controlling mechanisms will be accordingly increased. The motor is driven by the
current from storage battery B, or other source of electricity. The usual springs
between the car body and the truck are supposed to be used, though not shewn in the
drawings. In Figs. 12 and 13, an arrangement of straps, instead of brake shoes for
pulleys 17, is shown.
Power is transmitted from sprocket-wheel S to one of the car axles, and from
wheel 9 to the other by means of chains 115, passing one to the forward, and the
other to the rear axle, and engaging with other sprocket-wheels 116, mounted thereon.
in a manner, and with connected parts, which will now be described. The sprocket-
wheel 116 (see Figs. 6, 7, and 8) consists, in each case, of a circular flange carrying
the sprocket teeth, and integral with a hub 117, mounted so as to rotate freely upon
the axle 118. Adjoining the hub 117. is a sleeve 119, keyed to the axle, and provided
with two circular flanges 120, parallel to each other, and a short distance apart. Tothe
wheel 116 is bolted a circular cap 121, having two inwardly projecting circular
flanges 123, embracing the flanges 120. Flanges 120 are provided with a suitable
number of recesses or openings 122, of which four are shewn in this instance, and the
flanges 123 are provided with an equal number of similar openings, so placed as to
accurately register with the recesses 122. In both the flanges 120 and 123, and in the
sides of the openings above described, are placed notches 124, registering with each

page_text: other in all the flanges, and adapted to serve as bearings for transverse rods 125,
which rest in them, and which rods are connected in pairs by springs 126, which
springs will normally hold the two sets of flanges in such relation to each other, that
With
the openings or recesses therein will precisely register, as shewn in Fig. 8.
this construction, the stress of the motor, when thrown upon the wheel 116, will tend
to turn the wheel 116 and the hub 117 upon the axle, and this tendency will be
resisted by the rods 125 and springs 126. The springs are of such tension as to
permit a certain small amount of movement between the parts which they connect,
but after permitting such slight movement, their strength is sufficient to transmit the
driving power of the motor. It results, that the wheel 116 and the sleeve 119, and
consequently the axle, after the play of the springs is exhausted, move together, and
give motion to the car, and it will be observed, that it is immaterial in which direction
the wheel 116 is caused to rotate, the result, with either direction of motion, being
the same, so far as the action of the springs and flanges is concerned; in other
words, the car may be caused to move forward or backward with precisely the same
operation, in each case of the power transmitting mechanism, by reversing the
direction of rotation of the motor shaft. The springs serve to prevent irregular or
jerking action in the transmission of the power of the motor to the axles, and take up
the jar and strain which would otherwise be present in the starting and stopping of
the car.
This capability of the springs is particularly important where the power is
transmitted through the medium of chains, since chains in such mechanism, where the
mountings are rigid, are caused to slacken by any irregularities in the connected parts.
caused by imperfect construction, or resulting from wear, and, as a result, the chains
are rapidly and irregularly worn, and create a constant clanking. With this device,
however, perfect tension is at all times maintained, and a minimum of wear results,
without noise. Moreover, the springs take up and neutralize whatever variations in
the distance between the driving and driven shafts are caused by the bearing springs
between the car body and the truck. These variations are reduced to a minimum
by the relative position of the driving and driven shafts, as will appear by inspecting
Fig. 1, wherein the chains are seen to be nearly horizontal, and such as remain are
effectually taken up by these springs. These springs have the further function of
enabling the car to be practically driven by connection with both truck axles. As is
well known, it is impracticable to connect one driving shaft with two connected
driven shafts, by means of chains in ordinary rigidly mounted mechanism, for the
reason that it is impossible to maintain exactly the same adjustment for both chains
and connected parts, and a certain amount of binding is certain to result. sufficient at
length to absolutely arrest the operation of the mechanism. This is particularly true
where, as in this case, the two driven shafts are connected through the medium of an
uneven track, whereon there is a constant liability, on the part of one shaft. to gain or
lose upon the other. The springs above described, however, serve to neutralize also
these relative irregularities, and the two axles are simultaneously driven without in
the least interfering with each other. This is a feature of very considerable importance
in many applications of power, but of special value in the driving of cars, for the
reason, as above suggested, that it is desired, in this case, to obtain a maximum
amount of friction between the driving wheels and the track.
The motion reducing mechanism above described has a signal advantage over
similar devices with which I am acquainted, in that it enables the power of the motor
shaft to be applied with the utmost advantage to the starting of the car. At this
moment, great power, as well as the gradual application of that power, is a necessity.
The friction brake controlling the operative engagement of the driving gear, permits
the entire force of the motor shaft rotating at full speed, and the full momentum
of the rotating parts to be applied with any desired leverage, and with as gradual
an accession of speed as is advantageous. The usual short stops are made without
arresting the rotation of the motor, and thus a considerable amount of power is stored
up in these rotating parts as momentum, which can be applied at the moment of
starting. The control exercise over the whole mechanism is absolute, and its operations
can be precisely and delicately modulated. These advantages flow directly from the

page_text: fact that the peculiar reducing gear employed is out of operation when one of its
members rotates freely; and that consequently it may be made operative by the
application of brakes to the rotating member; the mechanism to which the brake is
applied becoming, on their complete application, a fixed part of the framework of the
machine, an abutment upon which the transmitting gear rests while operative.
These devices, as also the spring connection between the motor shaft and the driven
axle, I desire to claim broadly in combination with a vehicle and eletro motor, not
limiting myself to the particular form or construction of the devices by which the
arrest of the rotating member of the series of gears is effected, or of the particular
construction of the spring mechanism employed.
The sun and planet" arrangement of connecting gears has particular adaptation
to use upon vehicles driven by electric motors, in that it is in the highest degree
compact, light, and readily controlled for the amount of reduction which it effects,
but I do not limit myself to that use, nor to the particular arrangement shewn of
the several parts of that gear, as the relation of the driving to the driven gear may
be reversed, or variations made in the number or arrangement of the several parts,
without departing from the main features of the invention.
gears
In starting a car in accordance with the invention, the motor being at rest, the
shaft 22 is first so placed that neither of the sets of friction brakes is caused to bear upon
its pulley 17, and therefore neither of the sets of gears is in operative relation to the
motor shaft. The battery circuit is now closed through the motor, and the latter is
allowed to rotate its shaft up to its normal working speed. One of the sets of
is next thrown into operative connection with the motor shaft by rotating the shaft 22,
and bringing one of the sets of friction brakes against their pulley 17, a little slip
being preferably permitted to the pulley between the brake shoes at first, in order to
graduate the starting strain; and motion is thus imparted from the rotating shaft
to the car. If it is desired to still further graduate the starting speed of the car,
the slower of the two sets of transmitting gears is first thrown in, and then the
faster set.
After starting, the speed of the car is varied, in like manner, by changing from
one set of gears to the other, without interrupting the flow of battery current, or
materially varying the speed of rotation of the motor shaft. Thus, in climbing a
grade, it is desirable that the motion of the car should be slower, while the rotation
of the motor shaft continues to be rapid, in order that it may work at maximum
efficiency, and develop its normal counter-electro motive force: and these conditions
are secured by throwing in a slower set of transmitting gears. I am thus able to
maintain a substantially constant rate of rotation of the motor at all times, both when
the car is being started, and when it is under way; so that the counter electro motive
force developed by the motor is at all times substantially the same, and the battery
is consequently not subjected to the injurious effect of sudden changes in the resistance
of its circuit, or of sudden and exhaustive demands upon its capacity; and, moreover,
the coils of the motor are not liable to overheat through the effect of the battery
current, on the slowing up of the motor, and consequent reduction of counter-electro
motive force.
The apparatus for shifting from one set of power transmitting gears to another,
and for interrupting the power transmitting connection, for the purpose of bringing
the car to rest, are preferably independent of the motor circuit, so that the discharge
of the battery, and the rotation of the motor, will continue uninterrupted during a
change of speed, or a brief stop.
It has been already stated, that in place of the guide mechanism for restraining
the driving gear to positions of parallelism, consisting of double slides controlled by
directing surfaces, other forms may be used. Thus, the guide mechanism may have
a double swinging motion, a motion of complete rotation, and motions made up of
sliding and swinging motions in combination.
These guides, or guide-mechanisms, in the ordinary use of the invention, connect the
oscillating member of the series of gear wheels with a guide bearing, which normally
moves with the excentric gear wheel, when power is not being transmitted, but may.

page_text: be restrained or retarded so as to throw the driving and driven mechanism inio
operative connection, and so that this connection may be gradually effected, if
desired. This restrainable guide bearing is the pulley 17 of the car mechanism above
described.
I limit myself to no particular form of guide mechanism between the guide bearing
and the oscillating member of the series of gear wheels, but may use either of those
forms of guide mechanism described in this application or any other suitable con-
struction thereof.
In figures 11 to 14 inclusive, I have illustrated the power-transmitting and motion-
reducing gearing, hereinbefore described, apart from any vehicle, in order to more
clearly show its adaptability generally to the transmission of power. Like letters of
reference indicate similar parts to those described in the preceding figures.
Figure 15 illustrates a means for giving to the hollow shaft, the speed of the driving
shaft, when required, by locking the two rigidly together. This purpose may be
effected by any sort of a clutch device between the two shafts. The means shown in
Figure 15. consist of a clutch, one part thereof, 104, forming a part of the pulley 17,
and the other part, 105, splined upon the driving shaft. By throwing this clutch,
the pulley may be locked to the shaft, the effect of which will be to cause gear 3, and
consequently gear 4, to revolve with the shaft. A third rate of speed is thus obtained
for the driven mechanism.
Figure 16 illustrates a modification of the double slide connections. In this
instance, a slide 24, provided with lugs 25, is rigidly attached to the driving member
of the sun and planet gear, said lugs fitting between friction guide rollers or discs 100
mounted upon a cross-head 107. The cross head is provided with lugs 29, fitting
between friction guides rolls or discs 108, mounted on upon the face of the pulley
brake. This form is substantially identical with that herein before described, with
the addition of friction rollers, for which any other friction device may be substituted.
If the rollers were segmental instead of circular, and of sufficient diameter, the same
result would be obtained.
I will now proceed to describe that general type of guides in which the oscillating
gear wheel is restrained by swinging connections with that part of the machine
representing the fixed line."
The swinging motion may take place in a plane parallel to the axis of rotation,
or in a plane perpendicular to the axisof rotation, or in a plane intermediate between
the two, but preferably in eitherthe parallel orthe perpendicularplane. The swinging
motion must be double, in order to permit a complete oscillation of the gear wheel
about its centre, or it must be a motion of complete rotation in a plane perpendicular
to the axis of rotation of the gear wheel.
Figures 17, 18, 19 and 20, represent a modification in which the guides consist of
double swinging connections, the swinging motion being in a plane parallel to the
axis of rotation of the gear wheel; figure 17 being a side elevation, partly in section;
figure 18 a section on the 7, 7 of figure 17; figure 19 a section on the line 8-8 of
figure 17 and figure 20 illustrating diagrammatically this modification.
Figure 21 represents another modification, in which the guides consist of double
swinging connections. the swinging motion being in a plane perpendicular to the axis
of rotation of the gear wheel; and figure 22 represents a further modification, in
which the guides consist of swinging connections moving in paths of complete
rotation, lying in a plane perpendicular to the axis of rotation of the gear wheel.
In figure 17, the power shaft 5S is shown as connected with, and driven by an
electric motor, arranged, in this case, in suitable bearings beneath the platform body 50
of a car frame, from which said bearings are suspended. Upon the power shaft is
mounted the hollow shaft 60, bearing the sprocket wheel G1, from which motion is
communicated to the car driving axle in any convenient manner. The wheel 61
is connected rigidly with the driven gear 62 of the sun and planet series; and the
driving gear 6 is mounted upon an excentric 64 fixed to the power shaft.
The oscillating driving gear is provided with an annulus 65, attached to it by screw
thread, and provided with lugs GG, forming bearings for the trunnion pin projections 67

page_text: of a ring GS. Said ring is provided also with additional trunnion pins 69, upon
which are hung the lugs 70 of a two-part swinging sleeve 71, the whole forming a
universal joint. The sleeve 71 is connected at its opposite end by lugs 72, ring 78,
and trunnion pins 74, to the projections 75, from pulley 76. By means of these
universal joint connections, I obtain a double swinging motion, the planes of swing
being parallel to the axis of rotation, and perpendicular to each other, the
resulting motion being that of a conical pendulum swinging in a circular path
around the axle of rotation, the axis of rotation of the sleeve describing, in
so doing, a conoidal surface, as illustrated in figure 20, the broken line
representing the centre of the driving shaft, and the full line y the axis of the
sleeve. This arrangement I prefer when space will allow, as the motion on the pins
of the universal joints is very small, and lubrication easily provided for.
The
pulley 76 subserves similar functions to the pulley 17, described with reference to
figures 1 to 15, wooden brake blocks 77, suspended from the car frame by links 78
being used in place of the band, said links being connected at their lower ends, by
additional links 79, to lugs 80 upon a shaft S1 supported in a tubular bearing 82,
depending from the frame.
The shaft S1 is provided at its outer end with the arms 84, from which, by chain or
rod connections, or the like, it may be operated to apply or release the brake blocks,
according as driving gear is to be thrown into or out of operative connection with the
driven gear of the sun and planet system.
The sliding clutch 83 is provided for locking the hollow shaft to the driving shaft,
in order, when desired, to give to the former the speed of the latter, in the manner
above explained.
In the modification shown in figure 21, wherein the guides consist of double swinging
connections, the swinging motion being in a plane perpendicular to the axis of
rotation of the gear wheel, the plate 31, rigidly attached to the driving gear of the
sun and planet series, is provided with lugs 32, from which connection is made, by
links 33, with a block 34, in this case-but not necessarily-of bell crank form,
which block is in turn connected by links 35 with lugs 36 upon the pulley.
The construction shown in figure 22 represents a form of guides consisting of
swinging connections moving in paths of complete rotation in a plane perpendicular
to the axis of rotation of the gear: this figure is taken from the side of the excentric
whee! opposite to the friction pulley, and shows the friction pulley and connected
parts in the background, partly in broken lines. A link 45 is provided, which is
attached rigidly to the driving member of the gear, this link having in each end a
circular aperture fitted upon an excentric44. These excentrics 44 are each rigid with
a pin 84. these pins being journaled in, and passing through the web 87 of the
friction pulley, and having keyed thereon, upon the opposite side of the pulley, gear
wheels $5. These gears 85 intermesh with a gear SG, fast upon the driving shaft, and
by this gear SG the wheels 85 are rotated, and the link 45 reciprocated. The link
completes a reciprocation for each revolution of the gear wheels 85 and pins 84, and
and consequently has a constant parallel motion, so long as the friction pulley is held
in one position, which is imparted to the driving member of the sun and planet gear.
When, however, the friction pulley is permitted to rotate, the link 45 and the
driving member of the gear rotates with it, and no poweristransmitted. No excentre
on the driving shaft need be employed in this construction, the shaft passing freely
through the central opening in the driving gear.
I will now proceed to describe that general type of guides combining a swinging
and a sliding motion: having, that is, a swing in one direction, and a slide in the
other. This type of guides may be formed by the substitution of a sliding connection
for one of the swinging connections in either of the forms of double swinging con-
nections, that is, either the form represented in Fig. 17, where the swing is in a plane
parallel with the axis of rotation of the oscillating gear, or the form represented m
Fig. 21, where the swing is in a plane perpendicular to the axis of rotation of the
oscillating gear. An example of the former sort of this construction is represented
in Figs. 24 and 25, and an example of the latter is represented in Fig. 28. In the

page_text: form shown in Figs. 24 and 25, the power shaft 46 has the usual excentric 47 rigid
with it, said excentric carrying the oscillating gear 48, while the driving gear 49
is attached to the hollow driven shatt 50, as herein before described. The oscillating
gear is provided at its outer end with a basal projection 51, carrying trunnion pins 52.
These trunnion pins have a bearing within lugs 53, projecting from a hollow two-
part sleeve 54, said sleeve being provided at its opposite end with lugs 55, swinging
upon trunnion pins 56, which have their bearings in the pulley 57. The trunnions
permit the necessary swinging motion in one direction, and also a sliding motion
at right anglesthereto. In this case, there will take place a longitudinal sliding motion
of the oscillating gear, equal to the distance between the middle point of the are of
swinging motion of the sleeve, and the chord of said are. The movement of the
oscillating gear will therefore be a resultant of movement in three planes, instead of
in two, as in other constructions described.
In the construction shewn in Fig. 23, wherein the guides consist of a swinging.
connection combined with a sliding connection, in a plane perpendicular to the axis
of rotation of the oscillating gear, a plate 37 is rigidly attached to the oscillating
gear, and provided with lugs 38, which are connected by links 39 to a cross-head 40.
having a fug 41 fitting between guides 42 attached to the friction pulley. Swinging
motion of the oscillating gear is permitted in one direction by the links 39, and
sliding motion in a direction at right angles thereto is permitted by the slide 41
moving between the guides 42.
The several constructions herein before described, illustrate typically all the forms
of mechanism whereby a gear wheel, oscillating about a centre, may be constrained
to parallelism with a fixed line.
I have hitherto referred to the several forms of mechanism for restraining the
motion of the oscillating gear, as connections between that gear and a fixed line
found in the brake pulley. It is obvious, however, that this line need not be
absolutely fixed, but may be fixed only relatively to the excentric gear wheel. In
practice, it is desirable that it should be movable relatively to the excentric gear,
so that power may be imparted to the driven machinery through the gear wheels
gradually and without sudden jar, and so that, if desired, the speed of power trans-
mission may be varied within limits, without changing from one set of gear wheels
to another. It is for this reason that the part of the mechanism which represents the
fixed line to which the motion of the excentric gear is referred, is preferably made
in the form of a pulley, capable of rotation, and having means adapted thereto for
checking, or wholly stopping such rotation. I do not confine myself to such a
construction of this element of the mechanism, but it is, for the reasons stated, "
desirable construction, in that it permits of the power of the driving shaft being
applied with the utmost advantage for starting the mechanism to be driven at the
moment of starting.
The invention is not necessarily limited to that form of the sun and planet gear in
which the driving member is within the driven member, for the driving member
may be external, as in the original invention of Watt. So, too, the excentric wheel
may be the driven, instead of the driving gear. This invention lies broadly in the
application of a restraining mechanism such as I have described to a gear wheel
oscillating about a centre, in such a way as to maintain parallelism between a line
therein and a line fixed in space, and the manner of mounting the wheel, and of
transmitting power to and from it, are immaterial to the invention, considered
broadly.
My invention may be used for propelling not only tram-cars, but also road wagons,
elevators, and other vehicles, and I claim such use herein.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed, as communicated to me
from abroad, I declare that what I claim is:-
1. The mode above described of driving tramcars and other vehicles by electric
motors, which, through their continued rotation, while the mechanism they are designed

page_text: to drive is at rest, will accumulate a force suitable for overcoming the inertia of such
mechanism.
2. The mode above described of driving tramcars and other vehicles by electric
motors and storage batteries carried thereon, viz., by maintaining a substantially
constant rate of rotation of the motor, and substantially constant discharge of battery
current in starting the vehicle, and in changing its speed of travel, whereby the
maximum effect of the motor is obtained, with the least possible deterioration of the
battery.
3. Transmitting the driving power of electric and other motors through sun and
planet gearing set in action by the arrest of a friction pulley or its equivalent, as and
for the purpose above set forth.
4. Connecting the excentric driving wheel of the sum and planet gearing
loosely with the friction pulley or brake wheel, as and for the purpose above
described.
5. The means above described with reference to Figs. 17, 18, 19, 20, and also
those described with reference to Figs. 24 and 25, for connecting the excentrically
moving wheel of the sun and planet. gearing, with a bearing, said bearing being either
movable or fixed, substantially as described.
6. The combination of two or more arrangements of differently speeded sun and
planet gearing, with means for throwing them singly into action in succession, for
the purpose of varying the speed of rotation transmitted, as described with reference
to Fig. 2.
7. The method of graduating the speed of movement imparted to the driven
mechanism through a series of sun and planet gearing, which method consists in
connecting the oscillating member of the gearing to a friction pulley, or its equiva-
lent, by means of a universal parallel motion, applying a restraining force to the
pulley, and graduating the amount of said force, to correspond with the speed desired
in the driven mechanism, substantially as described.
8. The means above described with reference to Figs. 1, 6, 7 and 8, for trans-
mitting the motion from the motor shaft to the axles of the running wheels of
tramcars and other wheeled vehicles.
Dated this 16th day of July 1889.