Improvements in and relating to Driving Gear for Motor Road Carriages and the like.
Year: 1897

page_text: Date of Application, 24th Sept., 1897-Accepted, 12th Feb., 1898
COMPLETE SPECIFICATION.
Improvements in and relating to Driving Gear for Motor Road
Carriages and the like.
We, EDMOND DRAULLETTE, Officer, and ERNEST CATOIS, Merchant, both of 212, Rue.
Lafayette, Paris, in the Republic of France, 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 apparatus forming the subject of this invention is adapted to impart variable
rotary motion to and to steer, two wheels mounted on one and the same axle of a horse-
less or motor carriage of any description also to arrest such wheels or to slacken their
speed by the application of the brake.
In the accompanying drawing,
Figure 1 is a longitudinal section of an apparatus constructed according to our
invention,
Figure 2 is a transverse section of the same,
Figures 3 and 4 shew details,
Figures 5, 6 and 7 shew friction roller mechanism for effecting fine variations of
speed and
Figures 8 and 9 show a modified form of apparatus in which conical drums are
used.
As will be seen from Figures 1 and 2 of the accompanying drawings, the improved
mechanism consists of
1. A shaft A A', termed the motor or driving shaft, and connected with the motor
or motors by means of crank pins provided at its extremities, or any other mechanical
parts; the spur-wheels a and b b being fast upon the said shaft A A¹, which
is inserted in and supported by two bearings provided for the purpose on the carriage
frame, and
2. A compound shaft E E F F1 G, consisting of three distinct portions (or
lengths), entirely independent of each other; one part or length E F¹ consisting of a
solid shaft; the second, F F¹ being a hollow shaft, fitted (or telescoped) with slight
friction onto the solid part E E¹; and the third length F¹ G, being also hollow and
partly fitted on to E E¹.
This compound shaft E G is arranged parallel to the shaft A A¹.
Upon the hollow shaft or tube F FI there is mounted with slight friction a species
of train of gear-wheels, constructed of the following component parts: a plate or
disc d, having a toothed rim, and mounted loose upon the said shaft; such plate being
in gear with the spur-wheel a, fast upon the driving shaft A A¹. Upon the said plate
or disc d and within cages or boxes provided for the purpose there are mounted-
loose upon their spindles e e¹-two or four sets of bevel pinions, 1, 2, 3, 4, 5, and 6,
equal in diameter, and joined together into one block or body, as illustrated in the
These bevel
drawings, by means of keys, bolts or pins m n passing through them.
pinions, 12 3, 4, 5 and 6 are arranged to gear with bevel wheels, 7, 8, 9, 10, 11 and 12,
the first of which, 7, is passed with slight friction on to the hollow shaft F F¹, the
second wheel 8, being similarly mounted with slight friction upon the boss or nave of
the first, 7, whereon it is retained in place in the longitudinal direction by a ring g;

page_text: the third bevel wheel, 9 being likewise mounted with slight friction upon the boss
of the second wheel, 8, whereon it is also held in position longitudinally by a ring q¹;
the fourth bevel-wheel 10, being fitted and locked in a like manner upon the third
wheel, and the remaining two wheels being similarly disposed upon each other.
Upon the nave or boss of each of these bevel wheels, 7, 8, 9, 10, 11 and 12-or better
still upon their respective arresting rings g, g', gl, gl, gl, there are preferably
mounted brake-shoes K operating by means of cables passing over them, the
parts oo, (Figures 1 and 2) of which cables are connected to operating levers
arranged in the carriage within the driver's reach; so that whenever any one of the
levers is depressed, a checking or brake action is produced upon the corresponding
bevel wheel only, such wheel being thereby rendered perfectly motionless, whereas
the remaining bevel-wheels are left free to revolve on their respective naves..
The hollow shaft F F1 has furtherfore, keyed or rigidly secured to one of its ends,
a double bevel wheel fh, the portion f of which meshes with the set of pinions 5,
while the other part h forms part of a double train of gear wheels, 7 and 8, adapted for
differential motion, and mounted upon the solid shaft E E¹; in addition to which the
said hollow shaft F F¹, as its opposite end, carries another bevel wheel h¹ of the same
size as h, and likewise forming part of a double differential motion gearing 1 81
mounted upon the hollow shaft F1 G.
" cores
.
These double sets of differential motion gear wheels rs and 71 81 hereinafter termed
" by reason of their position and compact arrangement are arranged and
engineered as follows: the bevel wheels h h¹, wedged on to the extremities of F F¹,
are in gear with the pinions of the cores 21 of the first differential gearings, one of
such cores, r, turning loosely upon the solid shaft E, and the other r¹, being loose
upon the hollow shaft F¹ G, and the toothed rims j j¹ of such cores being in gear
with the spur wheels bb¹ wedged upon the driving shaft A A¹. The double bevel
wheels 13, 131, of these gearings are arranged to revolve loosely upon their respective
shafts E E and F¹ G. The cores 8 s! of the second sets of gearing are fast upon
their respective shafts or spindles, while their remaining bevel wheels 14, 14¹ are
fitted with slight friction upon the shafts E E¹ and F¹ G and they carry (integral
with or secured upon them) the spur wheels 15, 15¹.
In addition to all the parts just mentioned, the shafts E E¹ and F¹ G have fitted to
their free ends, chain pinions connected to chain wheels, secured to the hubs of the
carriage wheels.
The compound shaft E F G is supported by and inserted in bearings z z¹, placed
against the spur pinions 15 151, and it also held by other bearings placed against the
chain pinions; such bearings or plummer-blocks being provided on the carriage
frame.
3. A horizontal shaft 17, 18, upon which are rigidly secured two spur wheels 16, 16¹,
one of which, 16, meshes with the spur-pinions 15, while the other 16¹, is connected
through the agency of the intermediate 171, with the pinion 15¹ (Figures 1 and 2);
there being also, fast upon such shaft a worm-pinion 19, in gear with a worm 20,
firmly secured upon a tube t, described as the "steering" tube, which enters the
carriage and terminates in a hand wheel placed within easy reach of the driver.
The horizontal shaft 17 and 18 is supported by and located in bearings u, u¹, in
the same way as the two other shafts; such bearings being also provided on (or in)
the carriage frame.
.
Having thus described the arrangement we will suppose that the relation between
the pinions bb1 of the shaft A A¹ and the wheels ; ; of the cores is as 1 to 3,
and that the relation between the pinion a of the shaft A A¹ and the wheel of the
disc or plate d is also as 1 to 3, and let it further. be assumed that, for the time,
it is the bevel wheel 11 which is securely locked in position, and rendered perfectly
motionless, by its brake, and that the driving shaft and mechanism are revolving in
the direction indicated by the arrows (see Figure 2): the working of the parts, and
the operation of the mechanism as a whole, will then conform to certain definite
laws and takes place in the following manner :-
By the time the driving shaft A A' has completed one revolution, the wheels jj³,

page_text: set.
and d will have performed only one third of a revolution; the bevel wheel 11, being
& rack
stationary, will operate as
upon the pinions 5 combined into a
Accordingly, the wheel of the plate or disc d, as it travels through one third of a
revolution, will carry round the wheel ƒ also for one third of a revolution, and it will
complete this movement within the same time as that taken up by the set of pinions
in turning about their axis (in the direction marked by the arrow in Figure 3), the
distance travelled by such pinions on (or against) the wheel 11 being equal to one
third of a revolution; therefore, they act upon the wheel f,-equal in diameter to
the wheel 11,-in an identical manner and thus cause it to perform one third of a
revolution; it follows that this wheel f, being under the influence, both, of the one
third of a revolution of the wheel d, and of the rotary motion of the set of pinions 5,
representing another one-third of a revolution, will, itself, have travelled += of
a revolution in all; and consequently the bevel wheels h¹ being dependent on or
secured to the same shaft, will by that time also have completed two-thirds of a
revolution.
.
-
-
The cores of the first differential wheels will also (as before observed) have
completed one third of a revolution within the same time, each, as it rotated, having
taken round with it-i.e. caused to move in the same direction-its second double
bevel wheel 13, 13', which would complete of a revolution in that direction of the
wheels h h revolved at the same speed and in the same direction as the cores 'r',
for in that case the bevel pinions of the cores would remain fast on their
spindles. But inasmuch as the speed of h h¹ is double that of r¹, it
follows that the pinions of r1 receive from hh' rotary inotion equivalent as regards
the distance travelled, to the difference of speed between r¹ and h h¹, that is to say
equal to of a revolution. Now this one-third of a revolution of the bevel
pinions of rr, being in gear with the bevel wheels 13, 131, is re-produced upon the
said bevel wheels, but (as shown in Figure 4) in the direction opposite to that in
which would tend to send it round, for one third of a revolution. Hence it
follows that the two effects produced upon the wheels 13, 13' are equal in extent, but
contrary as to direction, so that they eliminate each other, with the result that the
wheels 13, 13¹ remain absolutely notionless whilst this condition of matters lasts; and
the same will apply to all the parts dependent upon those two wheels 13, 131, i.e. the
cores s, s¹, their shafts E, E' F', G and their chain pinions, which device the carriage
wheels, will all remain stationary, and consequently the carriage, too, will remain at
rest, so long as this state of things is not, from any cause, counteracted or changed.
It has just been explained and shown how by arresting merely the bevel wheel 11,
while the others, 7, 8, 9, 10 and 12 continue free upon their journals, the vehicle may
be brought to the condition of rest; but if, instead of locking in position the wheel 11,
the wheel 7, for example were arrested, while conforming to the same laws of
For then the bevel wheel 7,
operation, matters would take a totally different course.
acting as a rack upon the set of pinions 1, will impart rotary motion to them for a
distance proportionate to the relation between the diameter of the wheel 11 and that
of the wheel 7 (given the proportions shown in the drawings) such relation being as
92 to 172; or it may be expressed thus:-
=
536 of 333 of a revolution 178 of a revolution.
Therefore the wheels fand h h¹ will complete.
Rev. 333 + rev. 178 = rev. 511.
And as the cores r¹ always perform or 333 of a revolution, the difference of
speed, 178 of a revolution,-between 1 and h h¹ will (as before stated) express
the distance covered in revolving by the bevel pinions of the cores 1, which
proportionately actuate or move the double bevel wheels 13, 131 (but in the opposite
direction to r; see arrows in diagram Figure 4), hence the bevel wheels 13, and 131
will move to the extent of 333-dec. 178 = 155 of a revolution (assuming for the time
that the spur wheels 15, 15¹ and their corresponding bevel wheels 14, 141, are arrested
in position by their worm screws 20). We have already seen that where; in differ-
ential gearing, one of the bevel wheels is arrested, the other wheel will turn at a
speed equal to double the speed of its core. Now here, as the wheels, 13, 13¹ travel
I

page_text: -
through 155 of a revolution, their cores s s¹, will consequently move at one half of
that speed, and cover only .078 of a revolution, whilst the motor shaft A A¹
performs one entire revolution. The shafts EE and F G and their chain pinions,
operating the chain wheels, fast upon the hubs of the carriage-wheels, will therefore
move the carriage in the same i.e. the forward, direction. The bevel wheel 7, which
is arrested, being the smallest of the series, will consequently impart the maximum
speed to the vehicle, when, however, it is desired to drive the said vehicle at a slower
speed, this object is readily attained by causing the brake-action, as one described to
be performed by any one of the other wheels, 8, 9, or 10 and in order to impart to
the carriage a rearward motion, it is only necessary to lock in position the large
bevel wheel 12, for then the bevel wheel 12 will communicate to the set of pinions
to a movement proportionate in extent to the relation between the diameter of the
wheel 12 and the diameter of the wheel 11, that is to say the same relation as
between 204 and 172; or .
1-19 of 333 of a revolution = 396 of a revn. therefore the wheels f and 4 h¹ during
one third of a revolution of d and j j¹, will complete
rev. 333 + rev. 396: rev. 729 as the cores of the first differential gearing in
all cases turn for 333 of a revolution, the difference of speed,-rev. 396-between r
and h, h¹ will as before stated, determine the extent of rotary motion covered by the
bevel pinions of the cores r¹, and inasmuch as this motion serves to actuate the
bevel wheels, 13 13¹, in the direction opposite to that of, and as the extent of
such motion is greater, the hevel wheels 13, 13¹ will turn,-in the direction of the
movement of greater amplitude, and, consequently, in the reverse direction to pl
-for a distance.
=rev. 396-rev. 333=rev. 063. The remaining wheels and the parts dependent
upon, or connected with, hh, will follow this new direction of rotation and the
carriage will travel backwards at a comparatively slow speed, in view of the relation
between the wheels 11 and 12, yet at a speed that may be increased or varied either
by augmenting the diameter of the wheel 12, or by adding a further bevel wheel, to
succeed the wheel 12, the diameter of such additional wheel being proportionate to
the desired maximum speed or rearward motion. What has just been stated
with reference to an increase of the speed of rearward motion, may, also apply to
increase of the forward motion of the vehicle, if desired, all depending upon the
variations of diameter between the bevel wheel which serves to arrest the vehicle and
the diameter of the wheels employed in getting up progressive or maximum speeds,
and also, in the first instance-upon the speed of the motor or motors and the
speed relation between the driving shaft and the wheels d and j j¹.
From all that has herein before been stated and described, it follows that the
carriage wheels revolve either backwards or forwards at variable speeds, the speed of
both wheels mounted on one side being, however, the same in each case. To enable
the carriage to be steered or turned, it is only necessary to slacken the speed of one
of the two wheels, and to gradually bring it to a stop. In order to attain this result,
the operating hand-wheel on the tube t termed the steering tube, should be moved
to the right or left as the case may be, when the said tube, through the medium of
its screw 20, which act upon the worm-wheel 19, fast upon the shaft 17, 18, will
exercise a reaction, through the wheels 16 and 16¹, upon the wheels 15 and 15¹,
while at the same time causing the bevel-wheels 14 and 14' of the second differential
gearing to turn in the opposite direction. Thus, by a reaction, the rotary motion of
one of the cores, either 8 or s¹, as the case may be, will, during the whole of this
operation, be retarded, and, in fact, arrested, whilst the rotary motion of the other
core will be in the same proportion accelerated.
The trains of differential gear-wheels here described are formed by the combina-
tion of bevel-wheels and bevel-pinions. It is however optional to employ any other
known type of differential gearing, no matter whether it consists of bevel wheels and
pinions or spur-wheels and pinions or both combined.
In the apparatus above described, speed is increased or reduced by means of a
number of bevel-wheels, 7, 8, 9, 10, 11 and 12, to which brake-action is necessively

page_text: applied. This arrangement- may however be replaced, at will, by anyone of the
following devices :-
(1) Friction-roller mechanism permitting infinitesimal variations of speed to be
effected. This mechanisin (shown in Figures 5, 6 and 7 of the drawings) consists of
a disc d, loose upon the hollow shaft F F forming part of the compound shaft E G.
Upon this disc d, there are placed in cages or receptacles provided for the purpose,
either two or better still-four bevel pinions 1, 2, 3, 4. Each of these pinions is
fitted with a long sleeve or tube m n, which does duty as a pivot or journal for such
pinion. The pinions 1, 2, 3 and 4 are loose upon their pivots, and one end of each
is fitted or telescoped on to the boss or nave d, while the other fits in bearings or
bosses with retaining rings o, o, arranged on the perimeter of the disc d. Upon the
sleeves or tubes m n of the pinions 1, 2, 3, 4, there are passed the friction rollers 5,
6, 7, 8, above referred to, and into the interior of the said tubes or sleeves m and n
there project the adjusting screws k, l, 1, 1', the threaded shanks of which mesh with
the pinions g, g¹, g¹¹, g¹¹¹, which thus fulfil the purpose of nuts; and these pinions
are furthermore in gear with a toothed rim a', which is mounted upon rollers
provided with checks and serving the double purpose of rolling and guiding the said
rim. These four adjusting screws ke k, l, are provided, each along the whole of its
threaded shank, with a groove into which a screw o¹is adapted to engage so as to
prevent the said set-screws from turning. The non-threaded portion or extremity of
each of the screws terminates in a collar or groove, wherein there engage the keys P
secured within the bore of each of the friction-rollers 5, 6, 7, 8 by means of embedded
screws. The keys p which engage in the grooves of the said set-screws are
adapted to slide, besides, in slots or recesses extending over the whole length of each
of the sleeves m n.
The disc d is secured by means of lugs v v¹ to the carriage frame. The bevel-
pinions 1, 2, 3, 4 are in gear with a bevel-wheel 2, fast upon the hollow shaft F F1;
and this bevel-wheel has further, wedged or otherwise rigidly secured to it, another
bevel-wheel h, dependent upon one of the first mentioned differential cores, r; while
on to the opposite end of the hollow shaft FF" there is keyed a further bevel-wheel
belonging to the other of the first-mentioned cores, 21. The friction-rollers 5, 6, 7, 8
are in contact with the plate or disc. P, loose upon the hollow shaft F F¹; and the
periphery of this disc is fitted with a toothed rim a¹, in gear with the spur-pinion a,.
which is wedged fast upon the driving shaft A A¹. Between the boss or nave of this
disc and that of the bevel-wheel h¹, there is interposed a helical repelling spring R,
loosely passed upon the hollow shaft F F¹; the object of such spring being
constantly and powerfully to press the disc P against its friction-rollers 5, 6, 7
and 8.
Having thus described this substitute for the first-mentioned trains of gear-wheels,
we will now state its method of operation.
Supposing that the friction-rollers, the approximate situation of which is indicated
in the drawings, have a mean contact-diameter of 260 millimeters: by the time the
disc P, owing to its gearing relation, has completed 87 of a revolution, the
rollers 5, 6, 7 and 8 will have performed two entire revolutions; the bevel-
pinions 1, 2, 3 and 4 also, will have accomplished two revolutions; the bevel-wheel z,
being twice as large as the bevel-pinions 1, 2, 3, 4, will, therefore, by that time, have
completed one revolution only, and so will have done also the shaft F F¹ and the
bevel-wheel h h¹ dependent on the same. If, therefore, we make the cores 7, 1 of
the first-mentioned differential gearings complete one half of a revolution (by acting
through the properly proportioned gear-wheels by which they are driven), we will
find that the same law that was stated with reference to the working of the arrange-
ment previously described, applies here, and the bevel-wheels 13 and 131 will
accordingly remain stationary, so that the carriage, too, will remain at rest.
explained before, if the speed of h h¹ be reduced, the carriage will move in the
forward direction. By means of the present arrangement it is only necessary to
operate the toothed-rim d, through the steering-tube. t, conveniently located for the
purpose, in order to move the friction-rollers closer to, or further away from, the
As we

page_text: centre of the disc P controlling them, as may be desired. Thus, as in the preceding
case, variations of speed may be obtained, in advancing, by moving nearer to the centre
(starting from the diameter corresponding to "rest"); and in receding, by withdrawing
the said friction-rollers away froin the centre of the disc P, in relation to the diameter
of "rest."
(2). Or, instead of making use of toothed-wheel or friction-roller gearing, we may
employ an arrangement of conical strap-drums. It is only necessary, in order to
effect this, to make two conical strap-drums or pulleys 62 (Figures 8 and 9) fast upon
the driving shaft A A¹, in substitution for the pinion a, and to mount loosely upon
the compound shaft E F G the other conical drum d¹, taking the place of the
disc d and the bevel-wheels 7, 8, 9, 10, 11 and 12; and lastly, to secure on to both
ends of the conical drum d¹ the bevel-wheels h h¹ of the first mentioned differential
gearings. Mechanism thus arranged will be subject to the same laws of operation
and speed of motion as the devices we have before described; for when the strap is so
placed upon the conical pulleys or drums as to surround parts equal in diameter, the
bevel-wheels h h will complete one revolution at the same time as the driving-shaft
completes one; if, therefore, we impart half a revolution to the cores 1 of the first
differential trains, we will be confronted with the same relations of speed as those
previously mentioned with reference to the system of gear-wheels or pinions arranged
in sets; that is to say, that in that case, the bevel wheels 13 and 131 will remain
locked in position, and accordingly the carriage will be at rest. Now if the strap, at
this juncture, be shifted down to the smallest diameter of the step-pulley 62, fast
upon the shaft A A¹, and on to the largest diameter of the step-pulley d¹, loose
upon the shaft E F F¹ G, then, as the speed of motion of h hi shall have been
reduced, the wheels 13 and 13¹ will revolve in the direction corresponding to the
forward motion of the carriage, and the maximum speed will be thereby secured.
Thus it will be understood that, according to the position of the strap on the step-
pulleys or cones, between the point where the diameters are equal and that at which
the difference between the diameters is widest, progressive speeds varying between
zero and the maximum will be obtained. If instead of shifting the strap toward the
small diameter of the drum or pulley b², fast upon A A¹, it were moved towards the end
of the drum d¹ where the diameter is smallest, the speed of the drum d¹ and its
bevel-wheels h h¹ will thereby be gradually increased; for the said bevel-wheels, the
moment they exceed the double speed of the cores r¹, will cause the wheels 13, 13¹
to turn in the reverse direction, so that the carriage will travel rearwards.
(3) Or electrical energy may be applied to our combined differential gearing by
means of coupled dynamos.
To this end, and in order to enable the system to be driven by electricity, we
substitute for the two cones or step-pulley 62 d¹, two receiving dynamos one of which,
replacing the pulley 62, moves at a constant speed, while the other, replacing the
cone d', works at a variable speed. We vary the speed by means of a reducer,
provided with an operating handle, whereby one or more accumulator cells are added
or removed, or by inserting or cutting out resistances. into or from this circuit,
in the event of electrical energy being supplied from any source other than
batteries or accumulators, and of the motor being excited in parallel (or by derived
circuits).
In the case of carriages with three or four wheels, of which one pair are used for
steering, if apparatus such as herein described is to be made use of, we omit all that
is connected with steering, viz. the second differential mechanisms s and s¹ and the
spur-wheels 15 and 151; the shafts 17, 18, its wheels and helical pinion and the
screw of the steering tube; in which case the wheels 13 and 131 should be keyed
upon the shafts E E and F¹ G.
We furthermore reserve to ourselves the right of applying our apparatus to all
vehicles or machines, no matter of what type or construction, in which gradual
changes of speed in either direction of motion, as well as its arresting action, usually
produced by brakes, may be utilised.

page_text: Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed, we declare that what we
claim is
Apparatus more especially applicable to horseless or motor carriages of every
description, serving to impart to the wheels of the carriage rotary motion at varied
speed, either forwards or rearwards, and serving also for steering, slowing-down and
stopping; the main features of such apparatus being
1. The combination of one or more driving-shafts wherein are rigidly secured three
toothed pinions a, b and b¹, with a plate or disc provided with a toothed-rim d,
operated by the above-mentioned pinion a and carrying in the direction of its
diameter two or more sets of pinions jointed together, as at 1; 2, 3, 4, 5, 6, and
meshing with concentric toothed rims, 7, 8, 9, 10, 11, 12, which, being adapted to be
locked in position, alternately and at will by the action of a brake, convey to
differential gearings, such as 7 and 8 8¹: (a) Progressive forward motion, by
arresting one of the rims 7, 8, 9, 10, by means of the brake; (b) progressive rearward
motion, by arresting the wheel 12 or such other wheels as may have been added.
thereto; or (c) a counteracted rotary movement, reducing the last part of the
differential gearings, which is fast upon the compound shaft, to rest; such last part
of the gearing consisting of the cores s and s¹ in the example of a carriage having
only one pair of wheels; and of the wheels 13 and 13¹ in the case of carriages having
two pairs of wheels, one of which pairs serves for steering.
2. The combination of a speed-gearing device and two double differential trains of
gear wheels with toothed-rims,-with an intermediate shaft 17, 18 whereon are rigidly
secured two toothed wheels 16 and 161, one of which wheels, 16, gearing direct with
the wheel 15 integral with the external wheel 14, of one of the terminal trains of
differential gear-wheels, and the other 161, through the medium of a pinion 17', with
a wheel 15 situated on the opposite side of the system, such shaft carrying moreover
a worn wheel 19, operated by an endless screw 20, fitted with a hand-wheel; the
effect of the operation of such shaft being to accelerate the rotation of the compound
shaft at one end, and to retard at the other.
3. The combination of one or more driving-shafts, such as I claim in the first claim,
with a friction-disc P, against which there roll on a variable radius friction-
rollers 5, 6, 7, 8, fitted with slideways and set-screws kl controlled by pinions g which
receive motion from a tube t and in their turn transmit such motion to the trains of
differential gear-wheels already claimed.
4. The combination of two conical or step-pulleys or drums, imparting to the
first parts h, h¹ of the trains of differential gear-wheels the variable motion already
claimed.
5. The combination of a driving-shaft carrying a constant speed dynamo arranged
upon the compound shaft, such dynamo producing the variable motion already claimed
by either reducing or increasing the number of accumulator cells, or any other
electrical combination giving the same result.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicants.