Improvements in or relating to Electric m
Year: 1899

page_text: Date of Application, 22no mari, foss
Complete Specification Left. 12th Dec., 1899-Accepted, 22nd Mar., 1900
Date of Application, 2200 man, fo
Complete Specification Left. 12th Dec., 1899-Accepted, 22nd Mar., 1900
Improvements in or relating to Electric m
I, MAURICE LOIR, of 95, Boulevard Beaumarchais, Paris, in the Republic of
France, do hereby declare the nature of this invention to be as follows:-
The present invention relates to improvements in the mechanism of electric
motor vehicles, and more especially the devices for driving such vehicles and to
means for ensuring their safety.
The object of the present invention is:-
1st. To avoid the inconveniences and accidents, which might occur should the
driver of an electric motor-car, when in some immediate danger, instinctively
actuate the brake, without first interrupting, by means of the operating handle,
the electric current passing through the motors.
2nd. To reduce to a minimum the space occupied by the brake, and at the same
time to facilitate its working and to combine with the brake such means as will
ensure its protection.
3rd. To provide a "combination" apparatus so arranged, that all the different
required combinations between the accumulator batteries, the contacts and the
conductors of the motors can only be effected by means of such combination
device and to effect the necessary movements for keeping the motors at rest, to
start the motors, under resistances, no matter whether an advance or backward
movement is desired, and to obtain either a feeble or strong brake power in any
direction of travel.
This invention consists essentially :-
-
(1). In combining with the brake a safety device of such action that the
actuation of the brake causes also the interruption of the electric current, or
results in the introduction of resistances in the circuit of the motors, or in the
introduction of resistances followed by the immediate interruption of the current.
The current having thus been broken, even in case the driver of the vehicle
should have forgotten to place the handle of the switch device at the neutral
point, it can be re-established by the necessary movement consisting in turning
back the handle to the neutral point, so that there is no fear, in any case of the
starting of the motors being effected, without all the resistances being in the
circuit.
This safety device consists of an interrupter or contact breaker suitably inter-
posed in one of the conductors coming from the source of the current, and con-
nected by a lever with a pedal actuating the brake, and so combined with a paw!
connected with the lever of the switch device in such a manner as not to permit.
the automatic re-closing of the interrupter, except when the lever of the switch
device is placed in the neutral position. This arrangement may be combined
also with a drum of an auxiliary switch device connected also with the lever
actuating the brake, and permitting, if required, the interposition of a certain.
number of resistances before the interruption of the current is. effected; by a
simple movement of the brake.
(2). In causing the brake band to act on the interior surface of the rim of the

page_text: operating gear of the driving wheel, and in combining with such brake band a
special cover, or gear case serving as a point of support when actuated by the
brake whilst completely protecting the brake and the motor gearing. This inven
tion also extends to a special device for dividing and applying the effect of the
brake equally on each of the two driving wheels, when the vehicle is provided
with a brake, for cach wheel.
(3). In providing a combination device hereinafter called a "switch" con-
sisting of four drums or cylinders provided with conducting devices adapted to
be brought in contact with brushes secured to the walls of the apparatus. These
four drums are superposed on each other; the three uppermost simply sliding
on the shaft of the lowest drum, and adapted to be rotated by means of hori-
zontal levers projecting laterally outside the apparatus; they are specially
destined to effect the required connections between the two accumulator batteries,
the conductors and the inductors of the motors, the lowest drum is rigidly con-
nected with its shaft and can be made to rotate by a special device by means of
a lever which can be moved over a graduated sector, each different position
corresponding to a certain phase of movement; this lowest drum is combined
with the three uppermost by such means as to prevent any change as regards
the position of any of the latter drums, and therefore any modification or change
as regards the gearing until the lowest drum is turned into the position producing
either the interruption of the current or stoppage.
1. The pedal for operating the brake by means of levers acts on a connecting
rod and through it on an interrupter or contact breaker pivotted on an axis and
engaging with a suitable contact part. When the driver actuates the pedal the
rod causes the lever to turn upon its pivot, by which movement the current
entering by the contact jaws and leaving say, by the support of the lever is
interrupted. The contact breaker when moving strikes against the extremity.
of a bar. The extremity in question is hinged to the bar and gives way to the
lever of the contact breaker, and allows it to pass immediately returning to its
first position under the action of a spring.
When the driver of the vehicle releases the pedal, the contact breaker tends
to follow the movement of the levers and to re-close the circuit, in which tendency
it is assisted by a spring. The bar however opposes this movement and retains
the contact breaker in its open position as long as the handle of the switch is
not turned back to the neutral position; that is to say as long as the "starting"
resistances have not been introduced into the circuit of the motor. For this
purpose the shaft of the switch device is prolonged beyond the outside of the
apparatus and provided with a cain acting on a lever pivotted to the contact
bar by an intermediate bell crank or other lever. The curve of the cam is such
that as long as the handle of the switch is not turned back to its neutral position
the bar prevents the return of the contact break lever into the position in which
the current would be closed; the circuit can, therefore, not be re-established.
When the driver finds that it is impossible to start the vehicle he will at once
perceive that his inability to start it is due to the fact that the brake has been
applied without returning the handle to its neutral or initial position; he there-
fore will remedy it by turning back the handle to said position, whereupon the
cam will strike against the lever and withdraw the bar which then allows the con-
tact to be re-established and the circuit to be closed, so that the vehicle will start
under ordinary conditions.
It is evident that when the brake action is accompanied by the necessary dis-
placement of the handle of the switch to its normal position, such operation of
the brake will be followed by an interruption of the current; the current, how-
ever, will be immediately automatically re-established in consequence of the
said movement of the handle of the switch, so that in such a case the conductor
would not notice the momentary interruption of the current.
The interruption of the current, produced under conditions as indicated above,
is effected without the previous interposition of resistances in the circuits of

page_text: e motor; when it is desired to avoid such relative uce
um can be combined with the brake pedal by means of which the interposition
the necessary resistances for the starting of the vehicle is effected in the circuit
the motor. These resistances are united with the auxiliary switch by con-
uctors the current arriving from the battery, say, by a conducting wire. This
rum may be actuated by means of the brake pedal; it may, evidently, be
mployed by itself, constituting in such a case, in itself, a safety device, or
t may be combined with the arrangements described; in the latter case it is
ctuated by means of the brake pedal in such a manner as to interpose the resist-
nces into the circuit of the motor before the contact breaker comes into action.
2. The hub of the vehicle wheel is mounted on the shaft of the driving wheels
on which hub is fixed on one side a gear wheel the periphery of which is pro-
vided with fibre teeth and on the other side the driving wheel.
In the interior of the gear wheel is placed the brake band. This band is main-
tained in its ordinary position by a rod guided in a support and by a rod or stud
carrying a pivotted lever whose ends are connected by connecting rods to the ends
of the brake band.
The guide support is fixed on the inner wall of the casing and the stud turns
in a bearing which also forms part of the casing. The latter serves to rigidly
fix the distance between the motor axle and the axle of the driving wheels and
is formed of four parts, of which two are arranged on an abutment of the hub,
while the other two are secured to the first two by means of a screw, forming in
the centre a collar round the hub a washer of leather for instance, being arranged
between the two parts, thus securing a hermetic dust proof connection; the whole
of the casing, is moreover supported at the side of the brake lever bearing by a
tie connected to the vehicle axle beyond the ordinary spring carrying collar.
At the extremity of the brake lever shaft or stud is mounted a lever on which
is exercised the traction necessary for the actuation of the brake by means of
a cord.
When the said cord is actuated the rotation of the stud effects the displace-
meut of the brake band lever and consequently of the connecting rods which
press the band into contact with the inner surface of the gear wheel.
The band on extending rises from its support, and the rod terminated by a
nut or washer compresses a spring; arranged on the rod between the support
and the nut, by which means the band instantly ceases to be in contact with the
gear wheel as soon as the traction on the actuating brake cord ceases, the brake
lever and the spring acting simultaneously to move the band away from the
crown of the gear wheel.
The gear wheel engages with a small pinion fast on the motor axle of the
O vehicle, and also enclosed in the casing. When the two driving wheels of a
vehicle are both provided with a brake under the above described conditions,
the simultaneous operation of the two brakes is effected in this following
matter:-
The cord from one of the brake levers passes under a pulley mounted on to
the extremity of a lever fixed to a tube which can turn within the supports of
the body of the vehicle, and enters the said tube which extends across the width
of the carriage, and then passes under a second pulley fixed on a second lever at
the other end of the tube and is connected finally to the actuating lever of the
brake of the second driving wheel, suitable tension devices being interposed in
50 the length of the cord, if desired. To the tube is secured a lever on which the
traction necessary for the actuation of the brakes take place. It will be readil
understood that, owing to this arrangement the braking action will always b
evenly divided between the two driving wheels; when the lever is operated th
tube pivotted in its supports, will transmit, by means of the pulleys the tractio
55 necessary for the cord; the latter being able to slide in the tube in such a manne
as to equalize the tractive force on both brakes.
3. The two accumulator batteries. are connected by their positive poles an

page_text: by their negative poles, by means of conductors, to contacts or brushes
placed in the apparatus, as regards the upper drum which is provided with two
conducting parts isolated from each other, and two parts connected with each
other: In the same manner the inductors of the two motors are connected by
means of conductors with contact brushes arranged with regard to the second
drum similarly to the drum, and the motor inductors by means of conductors
with the contact brushes arranged with regard to the third drum. In the con-
ductors of the motor inductors and of the inductors passing to the contact brushes
are interposed the interrupters or contact breakers. The three upper drums are
freely mounted on the axle of the lower drum and are, each of them, provided with
a lever projecting laterally outside the casing of the apparatus. It is possible
by turning these drums to cause the two batteries to be coupled in parallel, or
to be coupled in series; in the same manner the conductors and the inductors
of the motors may be coupled either in parallel or in series.
"
"
In front of the lowest drum terminate the extreme poles of the batteries, of
which one is provided with a branch for a voltmeter, while the other is con-
nected to an ammeter. To the corresponding contacts or brushes are connected
the starting resistances and other contacts are connected to the extreme poles
of the inductors, and contacts to the extreme poles of the motor inductors. The
drum is provided with three sets of contacts arranged and connected with each
other in a suitable manner, two of these sets serve to produce the necessary
combinations for starting and ordinary forward motion, and for starting and
backward motion. The intermediate set is in reality a double one and serves
to effect an electric braking action either feeble or powerful, in either a forward
or backward movement of the vehicle.
The shaft of the drum is actuated through a connecting rod by a hand lever
mounted, preferably, on the steering axle of the vehicle. The lever is provided
with a spring catch which may be moved over and engaged in a toothed or
graduated sector in order to place the drum in the position corresponding to the
combination required. If the catch of the lever is raised and brought into
the position which corresponds to starting under resistances and to ordinary rate
of travel, the contacts of the drum make the necessary connections, the current
passing through all the resistances.
In proportion as the lever is moved on the sector towards the part indicating
ordinary movement or rate of travel, one of the contacts will successively effect
contact with the resistance contacts, thus diminishing progressively the resist-
ances interposed in the circuit of the motors.
If on the contrary the manipulating lever is moved on the sector between the
position indicating feeble brake power and strong brake power the current of the
battery is broken, the positive pole being no longer in connection with any of
the parts of the drum, hence the circuit of the motors is closed on the resistances
and an electric braking will be produced resulting in the motors acting as
generating machines. One of the extremities of the circuit of the inductors and
of the motor inductors will be directly connected by contacts to the resistances,
the value or strength of which can be regulated at will, in proportion as the lever
is moved in the direction corresponding to the application of strong brake power.
The same combinations could be reproduced as regards the movement of the
vehicle in the contrary direction, for which also the strong brake power could
be applied, or feeble brake 1 wer or a stoppage or starting under resistance
or ordinary movement.
As it is of importance that during the movement of the vehicle it should be
impossible to modify the coupling of the batteries or of the motors, the shaft of
the drum is provided with a cam against which presses a lever having a rod on
which are fixed three levers or stops pressing respectively under the action of
a spring on toothed cams of the three upper drums.
It follows then, that as long as the lever of the lower fixed drum is pressing
against the regular curve of its cam the upper drums cannot be displaced, the

page_text: stops being engaged in the indents of their respective cams.
When however
the fixed drum is turned in the position dead point, forward, or dead point, back-
ward, the cam lifts the lever causing the rod to turn thus disengaging the stops
from the cams; the upper drums are then free to make the partial rotation
necessary to effect the desired couplings of the batteries or of the motors.
In order to exactly maintain the fixed drum in the positions corresponding
to the dead points the drum is provided with a second cam and two notches in
which engage a stop when the drum is turned into one of the two positions corre-
sponding to the dead points.
It is easy to understand that owing to these arrangements it is possible to
effect all the necessary. combinations as regards coupling and movement of the
vehicle without any fear of accidents which might result from forgetfulness or.
wrong movement of the operating parts. During the normal movement of the
vehicle the driver only manipulates a single lever, and he cannot effect any
modification as regards coupling without previously interrupting the current
with the principal operating lever.
1. 1900
BOULT & WADE.
Agents for the Applicant.
Improvements in or relating to Electric Motor Vehicles.
I, MAURICE LOIR, of 95, Boulevard Beaumarchais, Paris, in the Republic of
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:
The present invention relates to improvements in the mechanism of electric
motor vehicles, and more especially the devices for driving such vehicles and to
means for ensuring their safety.
The object of the present invention is:-
1st. To avoid the inconveniences and accidents, which might occur should the
driver of an electric motor-car, when in some immediate danger, instinctively
actuate the brake, without first interrupting, by means of the operating handle,
the electric current passing through the motors.
2nd. To reduce to a minimum the space occupied by the brake, and at the same
time to facilitate its working and to combine with the brake such means as will
ensure its protection.
"
.
3rd. To provide combination apparatus so arranged that all the different
required combinations between the accumulator batteries, the contacts and the
conductors of the motors can only be effected by means of such combination
device and to effect the necessary movements for keeping the motors at rest, to
start the motors under resistances, no matter whether an advance or backward
movement is desired, and to obtain either a feeble or strong brake power in any
direction of travel.
This invention consists essentially:-
(1) In combining with the brake a safety device of such action that the
actuation of the brake causes also the interruption of the electric current, or
results in the introduction of resistances in the circuit of the motors, or in the
introduction of resistances followed by the immediate interruption of the current.
The current having thus been broken, even in case the driver of the vehicle
should have forgotten to place the handle of the switch device at the neutral

page_text: point, it can be re-established by the necessary movement consisting in turning
back the handle to the neutral point, so that there is no fear, in any case, of the
starting of the motors being effected, without all the resistances being in the
circuit.
This safety device consists of an interrupter or contact breaker suitably inter-
posed in one of the conductors coming from the source of the current, and con-
nected by a lever with a pedal actuating the brake, and so combined with a pawl
connected with the lever of the switch device in such a manner as not to permit
the automatic re-closing of the interrupter, except when the lever of the switch
device is placed in the neutral position. This arrangement may be combined
also with a drum of an auxiliary switch device connected also with the lever
actuating the brake, and permitting, if required, the interposition of a certain
number of resistances before the interruption of the current is effected, by a
simple movement of the brake.
(2) In causing the brake band to act on the interior surface of the rim of the
operating gear of the driving wheel, and in combining with such brake band a
special cover or gear case serving as a point of support when actuated by the
brake whilst completely protecting the brake and the motor gearing. This inven-
tion also extends to a special device for dividing and applying the effect of the
brake equally on each of the two driving wheels, when the vehicle is. provided
with a brake for each wheel.
"switch" con-
(3) In providing a combination device hereinafter called a
sisting of four drums or cylinders provided with conducting devices adapted to
be brought in contact with brushes secured to the walls of the apparatus. These
four drums are superposed on each other; the three uppermost simply sliding
on the shaft of the lowest drum, and adapted to be rotated by means of hori-
zontal levers projecting laterally outside the apparatus; they are specially
destined to effect the required connections between the two accumulator batteries,
the conductors and the inductors of the motors, the lowest drum is rigidly con-
nected with its shaft and can be made to rotate by a special device by means of
a lever which can be moved over a graduated sector, each different position
corresponding to a certain phase of movement; this lowest drum is combined
with the three uppermost by such means as to prevent any change as regards
the position of any of the latter drums, and therefore any modification or change
as regards the gearing until the lowest drum is turned into the position producing
either the interruption of the current, or stoppage.
The accompanying drawings illustrate the improvements according to this
invention.
Figure 1 is an elevation of the "switch" and brake operating mechanism and.
the safety contrivance.
Figure 2 is a plan view of the safety device for preventing the closing of the
circuit when the handle of the "switch" is in its normal position.
Figures 3 and 4 are two illustrations of the development and elevation of an
auxiliary cylinder which can be combined with the device represented in Figures 1
and 2.
Figure 5 is a vertical section through the axis of a driving wheel of the
vehicle.
Figure 6 is a front view showing the interior of the gear case.
Figures 7 and 8 are two views, viz.: an elevation and plan showing the operation
of the brake as applied to the two driving wheels of a motor vehicle.
Figure 9 is a schematic view of the arrangement of the " switchbox and the
different contacts and their corresponding conductors.
Figure 10 shows separately the arrangement of the coupling drums.
Figure 11 is a detail view showing schematically the arrangement of con-
nections and combinations which it is possible to effect, the different drums of
the switch coupling being shown in development for the sake of clearness.
Figures 12 and 13 are two plan views of the upper face of the drum showing

page_text: he arrangement of the parts which prevent any modification in the connection
s long as the lowest drum, which regulates the speed of the vehicle is not in
he position for interruption of the current.
Figures 14 and 15 shown in a plan and side view the actuating lever of the
switch" device.
As will be seen on examining Figures 1 and 2, the pedal P for operating the
brake, by means of levers L M N acts on a connecting rod R and through it on
an interrupter or contact breaker A pivotted on an axis and engaging with a
suitable contact part b. When the driver actuates the pedal P, the rod R causes
the lever A to turn upon its pivot, by which movement the current entering by
the contact jaws b and leaving say by the support c of the lever A is interrupted.
The contact breaker A when moving strikes against the extremity of a bar B.
The extremity in question is hinged to the bar, as seen in Figure 2, and gives
way to the lever of the contact breaker A and allows it to pass, immediately
returning to its first position, under the action of a spring e.
When the driver of the vehicle releases the pedal P, the contact breaker A
tends to follow the movement of the levers L M N and to re-close the circuit,
in which tendency it is assisted by a spring D. The bar B, however, opposes
this movement and retains the contact breaker A in its open position as long as
the handle of the switch is not turned back to the neutral position; that is to
say as long as the "
starting" resistances have not been introduced into the
circuit of the motor. For this purpose the shaft f of the switch device F is
prolonged beyond the outside of the apparatus and provided with a cam G, acting
on a lever H pivotted to the contact bar B by an intermediate bell crank or other.
lever I. The curve of the cam G is such that as long as the handle of the switch
is not turned back to its neutral position, indicated by dotted lines in Figure 2,
the bar B-prevents the return of the contact break lever A into the position
in which the current would be closed; the circuit can, therefore, not be re-
established. When the driver finds that it is impossible to start the vehicle
he will at once perceive that his inability to start it is due to the fact that the
brake has been applied without returning the handle to its neutral or initial:
position; he therefore will remedy it by turning back the handle to said position,
whereupon the cam G will strike against the lever Hand withdraw the bar B
which then allows the contact to be re-established and the circuit to be closed, so
that the vehicle will start under ordinary conditions.
It is evident that when the brake action is accompanied by the necessary dis-
placement of the handle of the switch to its normal position, such operation of
the brake will be followed by an interruption of the current; the current, how-
ever, will be immediately automatically re-established in consequence of the
said movement of the handle of the switch, so that in such a case the conductor
would not notice the momentary interruption of the current..
The interruption of the current, produced under conditions as indicated above,
is effected without the previous interposition of resistances in the circuits of
the motor; when it is desired to avoid such relative inconvenience, an auxiliary
drum T such as is represented in Figures 3 and 4 can be combined with the
brake pedal by means of which the interposition of the necessary resistances"
for the starting of the vehicle is effected in the circuit of the motor. These
resistances are united with the auxiliary switch by conductors 16, 14, 18, 20, 22,
the current arriving from the battery, say, by a conducting wire 4. This drum
may be actuated by means of the brake pedal; it may, evidently, be employed by
itself, constituting in such a case, in itself, a safety device, or it may be com-
bined with the arrangements represented by Figures 1 and 2; in the latter case;
it is actuated by means of the brake pedal in such a manner as to interpose the
resistances U into the circuit of the motor before the contact breaker comes into
5 action.
As is shown in Figure 5 the hub B of the vehicle wheel is mounted on the
shaft A of the driving wheels on which hub is fixed on one side a gear wheel C

page_text: the periphery of which is provided with fibre teeth and on the other side the
driving wheel F.
In the interior of the gear wheel C. is placed the brake band G. This band is
maintained in its ordinary position by a rod H guided in a support I and by a
rod or stud K carrying a pivotted lever L, (Fig. 6) whose ends are connected
by connecting rods M to the ends of the brake band G.
The guide support I is fixed on the inner wall of the casing P; and the stud K
turns in a bearing Q which also forms part of the casing. The latter serves to
rigidly fix the distance between the motor axle and the axle of the driving wheels
and is formed of four parts, of which two are arranged on an abutment R of the
hub B, while the other two are secured to the first two by means of a screw,
forming in the centre a collar round the hub B, a washer S of leather for instance
being arranged between the two parts, thus securing a hermetic dust proof con-
nection the whole of the casing is moreover supported at the side of the brake lever
bearing Q by a tie T connected to the vehicle axle A beyond the ordinary spring
carrying collar U.
At the extremity of the brake lever shaft or stud K is mounted a lever V on
which is exercised the traction necessary for the actuation of the brake by means
of a cord V
When the said cord is actuated the rotation of the stud K effects the displace-
ment of the brake band lever L (Figure 6) and consequently of the connecting
rods M which press the band G into contact with the inner surface of the gear
wheel C.
The band G on extending, rises from its support I and the rod H terminated
by a nut or washer a compresses a spring b; arranged on the rod between the
support and the nut, by which means the band G instantly ceases to be in contact
with the gear wheel C as soon as the traction on the actuating brake cord ceases,
the brake lever L and the spring 6 acting simultaneously to move the band (+
away from the crown of the gear wheel Č.
The gear wheel C, as shown in Figure 6, engages with a small pinion C¹ fast
on the motor axle of the vehicle, and also enclosed in the casing P. When the
two driving wheels F and F of a vehicle (see Figure 8) are both provided with
a brake under the above described conditions, the simultaneous operation of the
two brakes is effected in this following manner:--
:
The cord V from one of the brake levers V passes under a pulley p mounted
on the extremity of a lever fixed to a.tube which can turn within the supports
of the body of the vehicle, and enters the said tube which extends across the
width of the carriage, and then passes under a second pulley p¹ fixed on a second
lever at the other end of the tube and is connected finally to the actuating
lever V of the brake of the second driving wheel, suitable tension devices t being
interposed in the length of the cord, if desired. To the tube is secured a
lever m on which the traction necessary for the actuation of the brakes takes.
place. It will be readily understood that owing to this arrangement the braking
action will always be evenly divided between the two driving wheels; when the
lever m is operated the tube pivoted in its supports, will transmit, by means of
the pulleys
? the traction necessary for the cord V1; the latter being able to
slide in the tube in such a manner as to equalize the tractive force on both
brakes.
From an examination of Figures 9 and 11 it will be seen that the two accumu-
lator batteries B B¹ are connected by their positive poles and by their negative
poles, by means of conductors 1, 3, 2, and 4 to contacts or brushes placed in the
apparatus, as regards the upper drum T which is provided with two conducting
parts a a¹ isolated from each other, and two parts (Figure 11) connected with
each other. In the same manner the inductors I I¹ (Figures 9 and 11) of the two
motors M M are connected by means of conductors with the contact brushes 9,
10, 11, 12 arranged with regard to the second drum T¹ similarly to the drum T,
and the motor inductors J J₁ by means of conductors with the contact brushes 5,

page_text: 6, 7, 8, arranged with regard to the third drum T³. In the conductors of the
motor inductors and of the inductors passing to the contact brushes 9, 12, 85
are interposed the interrupters or contact breakers 23, 26, 24, 25 represented
at the bottom of the apparatus A (Figure 9). The three upper drums T T¹ T
are freely mounted on the axle S, (Figure 10) of the lower drum T³ and are, each
of them, provided with a lever C projecting laterally outside the casing of the
apparatus. It is possible by turning these drums to bring, for example as regards
the drum T, either the parts a a¹ in contact with the brushes 4 and 2, and 3 and 1,
or the parts bb, in contact with the brushes 2 and 3; in the first case the two
batteries will be coupled in parallel, in the second they will be coupled. in series:
in the same manner the conductors and the inductors of the motors may be coupled
either in parallel or in series (see Figure 11).
In front of the lowest drum T3 terminate the extreme poles 13, 14 of the
batteries, of which one is provided with a branch 28 for a voltmeter, while the
other is connected at 27, 29 to an ammeter. To the corresponding contacts or
brushes 14, 16, 18, 20, 22 are connected the "starting" resistances R R R2 R³,
and the other contacts 15 and 19 are connected to the extreme poles of the
inductors, and contacts 17, 21 to the extreme poles of the motor inductors. The
drum T is provided with three sets of contacts arranged and connected with each
other as shown in Figure 11, two of these sets c d e f and c d e f¹ serve to pro-
duce the necessary combinations for starting, and ordinary forward motion, and
for starting and for backward motion, the intermediate set g h i j k l is in reality
a double one and serves to effect an electric braking action, either feeble or.
powerful, in either a forward or backward movement of the vehicle
The shaft S of the drum T3 is actuated through a connecting rod D, by a hand
lever G mounted preferably on the steering axle E (Fig. 14) of the vehicle. The
lever G is provided with a spring catch H which may be moved over and engaged
in a toothed or graduated sector U, of which the profile is represented in Figure 11,
which also shows by the different lines P M-D M R-Po MA R-F FI-F1 F-
F1 FF Fl-Po M N-D M R-P M-the various positions in which the lever
must be set on the sector, in order to place the drum T3 in the position corre-
sponding to the combination required. During the forward movement, for
example, the catch H will be engaged between the indents or edges contained
between the lines marked Po M N and D M R. The line Po M N indicates the
position corresponding to the dead point in the forward motion. It is also easy
to see that none of the contact sets of the drum T3 is at that moment in electric
communication with the contact brushes 14, 16, 18, 20, 22, 13, 15. 7, 19, 21. If
the catch H of the lever G is raised and slid along the inclined plane contained'
between the lines D M R and P M which corresponds to starting under resist-
ances and to ordinary rate of travel, the contact piece f is turned on to the
brush 21 the contact e on to the brushes 17 19, the piece d on the brushes 13, 15
and the piece first on the brush 22 and then successively on the contact
brushes 20, 18, 16, & 14, and at the first position of starting the current passes
from the positive pole of the connected batteries as desired by means of the
drum T, arrives at the brush 13 meets the piece d, leaves by the brush 15, passes
through the inductors I I¹ (whatever their coupling may be) arrives at the
brush 19, enters by contact e leaves by brush 17, passes through the induc-
tions J Ji in a direction as indicated by the arrows, arrives at the brush 21, enters
by contact f, from which it passes to contact c finding itself in sole contact with
the brush 22, forces the current to pass through the resistances R³ R³ R¹ R to
return at last to the batteries.by the negative pole 14. In proportion as the
lever.G is moved on the sector U towards the part P M indicating ordinary move-
ment or rate of travel, the contact c will successively effect contact with the
resistance contacts 20, 18, 16, thus diminishing progressively the, resistances inter-
posed in the circuit of the motors.
If on the contrary the manipulating lever is moved on the sector U between

page_text: the nines FF (feeble brake power) and F1, F, (strong brake power) the curren
of the battery is broken, the positive pole being no longer in connection wit
brush 13 which is not in contact with any of the parts of the drum T3, hence th
circuit of the motors is closed on the resistances R-R³ and an electric brakin
will be produced resulting in the motors acting as generating machines; in thi
case owing to the special arrangement of the contacts g i j.kl. One of th
extremities of the circuit of the inductors (contact i) and of the motor, in
ductors (k) will be directly connected by the contacts g h to the resist
ances R--R³, the value or strength of which can be regulated at will, in proportion
as the lever is moved in the direction FI F, corresponding to the application of
strong brake power. The same combination could be reproduced as regards the
movement of the vehicle in the contrary direction, from which also the strong
brake power could be applied (line F1 F), or feeble brake power (line F Fl),
or a stoppage (line l'o M A R dead point backward movement) or starting under
resistance (line D M R) or ordinary movement (lines P M).
As it is of importance that during the movement of the vehicle it should be
impossible to modify the coupling of the batteries or of the motors, the shaft S
of the drum T3 is provided with a cam V. (Figure 13) against which presses a
lever W having a rod t on which are fixed three levers or stops P (Figure 12),
pressing respectively under the action of a spring on toothed cams Q of the
three upper drums T T T
It follows then, that as long as the lever W is pressing against the regular
curve of its cam V, the drums T T T cannot be displaced, the stops P being
engaged in the indents of their respective cams Q. When however the drum T
is turned into the position Po MN (dead point forward march) or Po MAR
(dead point backward march) the cam V lifts the lever W causing the rod t to
turn, thus disengaging the stops P from the cams Q; the drums TT and T2 are
then free to make the partial rotation necessary to effect the desired couplings
of the batteries or of the motors.
In order to exactly maintain the drum T in the positions corresponding to
the dead points (Po M N and Po M A R) even in case where a certain series
could be produced in the articulations of the connecting rod D), the drum T³ is
provided with a second cam V shown developed in Figure 11 and provided with
two notches in which engage a stop when the drum is turned into one of the
two positions corresponding to the dead points
It is easy to understand that owing to these arrangements it is possible to
effect all the necessary combinations as regards coupling and movement of the
vehicle without any fear of accidents which might result from forgetfulness or
wrong movement of the operating parts. During the normal movement of the
vehicle the driver only manipulates a single lever, and he cannot effect any
modification as regards coupling without previously interrupting the current
with the principal operating lever.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, I declare that what
I claim is
1. The combination with a brake lever of a motor vehicle, of a. circuit
breaker connected to the lever, adapted to automatically break the circuit of the
motor when the brake is applied, substantially as described.
4
2. The combination with the brake lever of a motor vehicle, and with a
circuit breaker actuated by said lever, of a safety bar actuated by a lever subject. 50
to the action of a cam on the shaft of a switch device, said bar preventing the.
return of the circuit breaker to the position in which the current is closed as
long as the switch handle is not returned to its normal position, substantially as
described.
3. The combination with the brake lever of a motor vehicle, of an auxiliary 55
switch device actuated by the brake lever and effecting the interposition of

page_text: resistance in the circuit of the motor, by the movement of the brake, substan-
tially as described.
4. The combination with the gear wheel of the driving wheel, of a brake band
adapted to act upon the inner flange of the rim of the gear wheel, and a casing
enclosing the gear and serving as a bearing for the actuating shaft of the brake
band and for a support of said band, the whole constituting a brake occupying
a very small space, and effectually protected against outside influences, sub-
stantially as described.
5. The combination with a brake band support secured to the gear casing of
a rod provided with a spring tending to draw the brake band upwards against
said support when the brake action ceases, substantially as described.
6. The combination of two brakes of the kind described with an operating
device comprising a single operating cord connecting the two levers actuating
said brakes, and passing through a tube which tube can turn in its supports
and provided with pulleys fixed to the ends of levers secured to the said tube,
in such manner that all rotation of the tube causes a traction on the cord con-
nected to the two brakes in order to effect an equal breaking action on the two
driving wheels, substantially as described.
7. A switch device for electric motor vehicles comprising a series of super-
posed drums one of which is secured to a central shaft, while the others are
movable on said shaft, and adapted to be turned by means of handles to effect
the various required connections of the batteries, inductors and inductions, the
fixed drum being provided with a series of contacts adapted to effect in either
the forward or backward movement of the vehicle, the connections necessary
for either stopping, starting, full speed, or feeble or strong braking, substantially
as described.
8. In a switch apparatus of the kind described, a stop device comprising a shaft,
provided with levers pressing on cams carried by the drums, the shape of said
cams being such that the levers prevent the rotation of the upper coupling drums
as long as the main drum is not turned back into its neutral position, substan-
tially as described.
9. The complete brake device for motor vehicles substantially as described
or illustrated in Figures 5 and 6 of the accompanying drawings.
10. The complete means for applying the brakes equally to both wheels of a
vehicle substantially as described and illustrated in Figures 7 and 8 of the
accompanying drawings.
11. The complete safety device for electric motor vehicles substantially as
described and illustrated in Figures 1 and 2 of the accompanying drawings.
12. The complete electric switch device substantially as described or illustrated
in Figures 9, 10 and 11 of the accompanying drawings.
Dated this 11th day of December 1899.
BOULT, WADE & KILBURN,
Agents for the Applicant.