Improvements in or relating to Road Vehicles and Motor Mechanism for the same.
Year: 1896

page_text: Date of Application, 22nd Dec., 1896
Complete Specification Loft 20th Sent 1807 Accented 18th Dec.
1897
Date of Application, 22nd Dec., 1896
Complete Specification Loft, 20th Sept, 1807 Accepted, 18th Dec.
1897
- PROVISIONAL SPECIFICATION.
Improvements in or relating to Road Vehicles and Motor Mechanism
for the same.
(A communication from PIERRE ALEXANDRE DARRACQ of 42 Boulevard Bonne
Nouvelle, Paris in the Republic of France,)
I, ALFRED JULIUS BOULT of 111 Hatton Garden in the county of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention to be
as follows:-
The present invention relates chiefly to the construction of a carriage having
an electric motor worked by accumulators.
In the construction of this improved electrically propelled carriage my cor-
respondent has endeavoured to render all the parts of the mechanism as indepen-
dent as possible of the body of the carriage so as to protect the travellers as well
as the secondary batteries or accumulators for the motor from the serious
inconveniences caused by the trepidations of the motor as well as by the uneven-
ness of the roads. This important result has been obtained by inserting between
the support and the body of the carriage an attachment device similar to that
known as the eight springs attachment.
Beside the above mentioned advantages this arrangement also enables the
mechanical parts to be altogether separated from the carriage itself, and the
frames may be made absolutely independently of the body which may then be
made of any design to suit the taste or requirements of purchasers without the
necessity of any change whatever in the arrangement of the frame and of the
mechanical parts supported by it..
Owing to this arrangement, it is possible by having one frame and two bodies
say a victoria and coupe for instance-to transform the carriage, according to
desire or necessity, into an open carriage for the summer or a closed carriage for
the winter.
The frame of the new carriage is constituted by two, preferably tubular, mem-
bers having a suitable shape, of equal strength, connected by, say, four transverse
preferably tubular parts. In front, the two longitudinal members approach
sufficiently near together to avoid when the carriage is turning, coming in contact
with the steering wheels of the front axle, to which the frame is connected by
two ordinary springs.
This frame terminates in front in branches which receive C-shaped springs
for supporting the leather braces on which the body of the cariage is suspended.
At the back the frame is provided with a rear rotating axle on which it rests in
bali bearings, said axle is supported in the centre by a bearing which in turn
is supported by one of the brackets of the electric motor. The axle carries on
its central part a differential gear provided on its periphery with teeth enagaging
with a pinion keyed on to an intermediary shaft receiving its motion from the
rator

page_text: The driving wheels are caused to participate in the movement of the rotating
axle through their hubs by means of two square sleeves having a cylindrical
portion for centring.
The two transverse back-tubes or stays of the frame besides serving as stays,
afford support to the electric motor hereinafter described, and to an intermediate
gear for the transmission of motion.
This electric motor is actuated by a battery of accumulators coupled once for
all giving a constant supply of energy in spite of the variation of the efforts of
the motor whereby variation of the speed of the motor is effected in an inverse
manner to that of the variation of effort.
In this way, as the work of the battery remains constant and as its coupling
remains the same, its electro motive force and the work it gives out also remain
the same.
The principal advantages of the application of this new device for mechanical
traction for instance for motor-cars, are as follows:--
1. Regular work of the accumulators without injuring them by making too
great or sudden demands upon them.
2. The avoidance of the usual speed changing mechanism and of the extra
operation's connected therewith.
3. The avoidance of variations of the mode of coupling of the accumulators,
different parts of which always present differences in electromotive force.
The results mentioned are obtained by the use of an improved motor having a
double winding on the armature hereinafter described.
The winding on the core of the armature instead of being, as usually, only one
series of sections, is in two distinct series, each of which has a separate com-
mutator, the sections being alternately connected to a separate comutator.
The motor is independently excited, so that the exciting circuit being shunted
or branched directly from the accumulators a resistance being interposed, the
absorption of power by said resistance being negligeable, as only about 5%, maxi-
mum of the total energy is employed for exciting,
The percentage absorbed by the resistance is therefore extremely small.
The two circuits of the armature terminate near the brushes having four terminals
which enable the two windings to be connected either in series or in parallel.
These two methods of grouping the circuits of the motor combined with the
fact that the magnetic field of the magnets may be considerably varied by means
of the resistance will enable the working of the motor to he regulated so as to
attain the most economical conditions without overtaxing the battery at the start
and whenever a great effort is necessary..
This is easily understood by considering the theory that in an electric motor,
the turning effort of the armature is on one hand proportional to the flow % of
the lines of force traversing the armature, and on the other hand, to its amperes
-revolutions n i; the velocity of the motor is proportional to the counter-electro-
motive force which again is proportional to the same flow 7, to the number a
of the coils of the armature and to the number of revolutions N per second.
This being assumed, the working of the electric carriage according to this
invention will be as follows:-
When starting, a maximum turning effort at a velocity equal to zero, is neces
sary; therefore Z and i must be both increased to their maximum. For this
purpose the resistance will be placed so as to give the maximum strength of
field, and the two windings of the armature will be connected in series, so as to
cause each wire to be traversed by the maximum current which the battery is
capable of giving without danger. The carriage will start, and the turning
moment necessary to propel it will become less and less at the same time that
its speed increases.
In order to diminish the turning moment the intensity of the magnetic field
must be reduced; at the same time the counter electro-motive force will be varied
very little, because the flow Z and the velocity N will vary in a reverse manner.

page_text: The current delivered by the storage batteries will therefore also vary very little,
as they remain connected in the same manner, consequently their electromotive
force also remains the same.
If for any reasons the turning moment required becomes smaller, a time will
come when the field Z will have the smallest value which can be given to it by
means of the resistance.
At this moment the grouping of the circuits of the armature will be altered,
and they will be connected in parallel.
Thus each wire will be traversed only by one half of the current delivered by
the accumulators,, but on the contrary, as i has decreased, % must be increased
and so the maximum flow must be re-established. In this manner very nearly
the same turning moment and also nearly the same velocity are obtained.
If the resistance of the carriage to propulsion becomes still less, the velocity
is decreased by diminishing the flow Z and, when the maximum flow is obtained,
a maximum speed is also obtained.
These different operations are effected by means of a switch which may be of
any suitable description, for instance it may be arranged as follows:-
The connections are in practice rolled on one cylinder, which in its rotation.
round its axis rubs against the contacts on the brushes, the displacement of these
crnnections from right to left automatically produces all the phases previously
mentioned in the description of the working of the motor.
The contacts are made double and connected by a resistance in order to prevent
the two poles of the battery from being short-circuited at the moment of changing
the method of connection of the two windings of the armature.
A switch lever is employed to alter the number of accumulators used as desired.
The steering of the carriage is effected by the driver or rider seated behind
the carriage body. The front axle is divided, each of the steering wheels being
mounted on pirots and the connecting rods for steering are jointed.
In order to avoid the steering being influenced by the oscillations to which the
carriage-body may be subjected the following arrangement has been devised. By
means of a long horizontal steering lever placed above the roof of the carriage-
body, the driver transmits througli a vertical shaft arranged inside and in the
front part of said carriage-body and attached to the horizontal rod a rotary
motion to a double ended crank or pivotted rod; the movements of the latter
being transmitted by two connecting rods to a second crank or pivotted rod and
suitably shaped lever. The joints are ball and socket joints so as to ensure
accurate steering whatever shocks the body of the carriage may receive. The
notion of the crank is transmitted to the wheels by connecting rods; a strong
spring preventing the shaking of the whole device when changing the direction
of travel of the carriage. In short, the parts form together a parallellogram
having very free joints ensuring a very sensitive transmission of the steering
effort to the steering wheels of the divided front axle.
A brake may be applied either mechanically or electrically.
Mechanical braking is effected by means of two brake-shoes mounted at the
ends of a transverse shaft passing through one of the transverse tubes. Said
two brake-shoes or blocks are pressed against the wheels by a lever actuated by
a bell crank mechanism and a pedal placed within reach of the driver's foot.
Electric braking may be effected in two different ways: either, continuously
when going down-hill or suddenly, producing complete stoppage in case of danger.
The first method of braking is more or less automatic; by actuating the hand-
wheel in the same manner as for reducing speed, a braking action is automatically
effected, because the momentum of the carriage converts the motor into a dynamo
or generator of current and forces the current back into the battery.
The second method of instantaneous electric braking, which is more powerful
han any mechanical brake, is produced by a special lever which beside the stop-
rsition has two other positions-one for "forward" and the other for "backward"
movement.

page_text: Owing to the fact, that the efforts at the periphery of the armature in this
system of motor may be greatly varied my correspondent has been able to dispense
with different means of changing speed, which have been hitherto used in motor-
cars, and this is effected without "forcing" the accumulators even at the
starting.
In a coupe carriage the accumulators are divided into two equal groups and
are arranged in two compartments-one in front and one at the back of the 'said
carriage-body. Besides the accumulators, the rear-compartment may contain also
an operating switch by means of which the necessary connections required for
different speeds and stoppage of the carriage may be formed..
For a summer or open carriage certain arrangements will have to be varied
according to whether they are to be actuated by the passengers in the carriage
or by a driver seated at the back. As regards the steering, the vertical rod in
the front part of the carriage-body, will have to be arranged either in the middle
in some types of carriage or at the back in others, as in a victoria for instance.
The operating of the switch lever will of course also vary according to the different
arrangements adopted.
Dated this 22nd day of December 1896.
BOULT & WADE,
Agents for the Applicant.
"Improvements in or relating to Road Vehicles and Motor Mechanism
for the same."
(A communication from PIERRE ALEXANDRE DARRACQ, of 42 Bouleyard Bonne
Nouvelle, Paris in the Republic of France,)
I, ALFRED JULIUS BOULT, of 111 Hatton Garden, in the County of Middlesex,
Chartered 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 ascer-
tained in and by the following statement:
The present invention chiefly relates to the construction of a carriage having
an electric motor worked by accumulators.
The chief characteristic features will be easily understood from the following
description, in which reference is made to the accompanying drawings, in which
Figure 1 is a longitudinal elevation of the electric carriage according to the
present invention.
Figure 2 is a plan, the body of the carriage being removed.
Figures 3 & 4 are respectively longitudinal and cross sectional views of the
improved electric motor forming part of the improved electrically, propelled
carriage.
Figure 5 is a diagram of the arrangement of the motor relatively to the storage
batteries.
Figure 6 is a diagram of the switch arrangement.
Figures 7, 8, 9 & 10 show four different methods of coupling the windings for
the purpose of obtaining different speeds.
In the construction of the improved electrically propelled carriage, all the
parts of the mechanism have been rendered as independent as possible of the body
of the carriage so as to protect the travellers as well as the secondary batteries
or accumulators for the motor from the serious inconveniences caused by the
vibration caused by the motor as well as by the unevenness of the roads. This
important result has been obtained by inserting between the support and the

page_text: body of the carriage an attachment device similar to that known as the eight
springs attachment.
Beside the above mentioned advantages this arrangement also enables the
mechanical parts to be altogether separated from the carriage itself and the
frames may be made absolutely independently of the body which may then be
made of any design to suit the taste or requirements of purchasers without the.
necessity of any change whatever in the arrangement of the frame and of the
mechanical parts supported by it.
Owing to this arrangement it is possible by having one frame and two bodies
-say a victoria and coupe-to transform the carriage according to desire or
requirements into an open carriage for the summer or a closed carriage for the
winter.
The frame of the new carriage is constituted by two, preferably tubular, mem-
bers AB CD, having a suitable shape, of equal strength, connected by, say, four
transverse, preferably tubular, parts E F G H. In front the two longitudinal
embers AB CD approach sufficiently near together to avoid when the carriage
is turning coming in contact with the steering wheels to the axle of which the
frame is connected by two ordinary springs. T.
This frame terminates in front in branches U which receive C-shaped springs
for supporting the leather braces on which the body of the carriage is suspended.
At the back, the frame is provided with a rear rotating axle on which it rests in
ball-bearings N, O. Said axle is supported in the centre by a bearing P which
in turn is supported by one of the brackets of the electric motor. The axle carries
on its central part a differential gear M provided on its periphery with teeth Q
engaging with the pinion L keyed on to an intermediarr shaft receiving its motion
from the motor.
The driving wheels are caused to participate in the movement of the rotating
axle through their hubs by means of two square sockets having a cylindrical
portion for centring.
The two transverse back tubes or stays F G of the frame besides serving as
stays afford support to the electric motor I hereinafter described and to an inter-
mediate driving gear.
The electric motor, the construction and mode of working of which may be
clearly seen in Figs. 3, 4, 5, and 6 is actuated by a battery of accumulators
coupled once for all and giving a constant supply of energy in spite of the varia-
tion of the effort of the motor whereby the speed of the motor varies in an
inverse manner to that of the variation of effort.
In this way, as the work of the battery remains constant and as it is always
coupled in the same manner its electro-motive force and the work it gives out also
remains the same.
The principal advantages of the application of this new device for mechanical
traction for instance for motor-cars, are as follows:-
1. Regular work of the accumulators without injuring them by making too
great or sudden demands upon them.
2. The avoidance of the usual speed changing mechanism and of the extra
operations connected therewith.
3. The avoidance of variations in the manner of coupling up the battery of
accumulators different parts of which always present differences in electromotive
force.
The results mentioned are attained by using the improved motor having a
double winding on the armature hereinafter described and illustrated in Figures 3
& 4 of the accompanying drawings.
In these Figures which only illustrate an example, the field magnets are not
shown as they have no special features and any field magnets may be used.
The winding on the core N' instead of being as usually only one series of
sections is in two distinct series each of which has a separate commutator C
or the sections being alternately connected to a separate commutator C¹ or C³.

page_text: In Fig. 4 the wires of one of the series of sections are indicated by open
circles el el cl and the wires of the other series of sections by black circles eee.
In Figure 5 of the accompanying drawing which is a, diagram of the arrange-
ment of the motor relatively to the battery of accumulators the exciting coil of
the field magnets is shown schematically at D. The motor is independently
excited so that the exciting coil is shunted or branched directly from the accumu
lators E F a resistance R' being interposed the absorption of power by said
resistance being negligable, as only about 5% maximuni of the total energy is
employed for exciting.
The percentage absorbed by the resistance R is therefore extremely small.
The two windings of the armature terminate near the brushes B1, B2, B3, B
having four terminals a bed which enable the two windings to be connected
either in series or in parallel.
Thus 1st by connecting with eas indicated by full lines the windings are
connected in series.
2nd. By connecting a with db with e' as shown in dotted lines the windings
are connected in parallel.
These two methods of connecting the windings of the motor combined with the
fact that the magnetic field of the magnets may be considerably varied by means
of the resistance Rwill enable the working of the motor to be regulated so as to
attain the most economical conditions without overtaxing the battery at the start
and whenever a great effort is necessary.
This is easily understood by considering that in an electric motor the turning
effort or torque of the armature is on one hand proportional to the magnetic flux
traversing the armature and on the other hand to its amperes turns ni the velocity
of the motor is proportional to the counter electro motive force which again is
proportional to the same flux z to the number n of the convolutions n of the
armature and to the number N of revolutions per second.
This being assumed, the working of the electric carriage according to this
invention will be as follows:-
When starting, a maximum turning effort at a velocity equal to zero is necessary
therefore and ni must be both increased to their maximum. For this purpose
the resistance R' will be placed so as to give the maximum strength of field, and
the two windings of the armature will be connected in series so as to cause each
wire to be traversed by the whole current which the battery is capable of giving
without danger. The carriage will start and the turning moment necessary to
propel it will become less and less at the same time that its speed increases.
In order to diminish the turning or torque moment the intensity of the magnetic
field must be reduced:, at the same time the counter electromotive force will
be varied very little because the flux z and the velocity N vary in inverse ratio.
The current delivered by the storage batteries will therefore also vary very little
a. they remain connected in the same manner consequently their electromotive
force also remains the same.
If for any reasons the turning moment required becomes smaller, a time will
ccine when the field z will have the smallest value which can be given to it by
means of the resistance R¹.
At this moment the grouping of the circuits of the armature will be altered,
and they will be connected in parallel.
Thus each wire will be traversed only by one half of the current delivered by
the accumulators, but on the other hand as i has decreased z must be increased
and so une maximum flux must be re-established. In this manner very nearly
the same turning moment and also nearly the same velocity are obtained.
If the resistance of the carriage to propulsion becomes still less the velocity is
increased by diminishing the flux z and when the flux has reached its minimum
the maximum speed is obtained.
These different operations are effected by means of a switch which may he of

page_text: any suitable description for instance it may be arranged as shown diagrammati-
cally in Fig. 6.
The connections shown in said Fig. 6 inside the square L M N O are in
practice rolled on one cylinder of which said square L M N O¹ represents the
development and which in its rotation round its axis rubs against the contacts
or the brushes shown on the left hand side; the displacement of these connections
from right to left automatically produces all the phases previously mentioned in
the description of the working of the motor.
The horizontal parts such as e f are copper strips rolled into a circle and
secured to a cylinder made of insulating material. The two lower brushes are in
contact partly with the keys, partly with the copper circles; the keys being con-
nected with the resistancy.
The brush m rests at first on all the keys corresponding to the resistances
for starting. These resistances are afterwards switched out, then switched in
again to slightly reduce the speed.
The brush n which corresponds to the exciting current, rests at first on some
of the keys in order to produce progressively the exciting current, then on other
keys in order to vary the strength of the current according to the speed to be
attained.
The four upper circles produce change of the coupling of the two armatures.
The contacts and are made double, their halves being connected by a
resistance in order to prevent the two poles of the battery from being short
circuited at the moment of changing the method of connection of the two windings
of the armature at the point el fl.
A switch lever G is employed to alter the number of accumulators used, as
desired.
The type of armature illustrated in Figs. 7 to 10 is designed with the view of
enabling it to be used for electric traction with a permanently connected battery
and with a very variable speed without fearing the disturbances due to the
inevitable reaction of the armature if as in the case of shunt-inotors the exciting
current and consequently the intensity of the magnetic field is decreased in order
to attain a high speed. In such case there is generally a strong sparking and
the efficiency is diminished.
In the example chosen the case of a shunt motor has been considered but the
application of the improved armature may also be made to constant current series
or compoundmotors.
The field magnets to be used with his armature may be of any shape and of
any number of poles and any type may be used.
The armature according to the present invention has two distinct windings
insulated from each other and arranged either next to or on one another on the
same core made of section iron (sheet iron or soft iron wire).
Each winding has a separate commutator C and C with each of which engage
two brushes.
The two windings have an unequal number of convolutions.
In order to enable the speed to be varied very considerably without modifying
the magnetic field a suitable number of convolutions is chosen for both windings
ad they are connected always in series, but successively in opposition and in
arcord with the counter electromotive force in four different ways, thus obtaining
four main speeds. When an intermediate variation of speed is required it is
obained by small variations of the magnetic field 25% at the utmost.
These four methods of connecting are shown in Figs. 7. 8. 9. and 10 in which
for the sake of greater clearness the two commutators are shown in side-elevation
and arranged side by side instead of being on one and on the other side of the
armature on its spindle. The winding corresponding to the commutator C¹
has 320 convolutions and the winding corresponding to the commutator C 192
corvolutions.

page_text: battery Fin series in accordance with the electromotive for
nected to one pole of E F B is connected to B3, and B to the other pole of E' F'.
The motor rotates at a speed N which is sufficient for the sum of the counter
electro motive forces of the two windings to balance, nearly completely, the whole
electromotive force of the battery.
he total counter electro-motive force is proportional, as is known, to the total
number of the convolutions of the two windings that is to say 320 +192 = 512.
In the second case Fig. 8 the exciting current i remaining the same only
the winding C₁ is connected to the battery E F. The number of active convolu-
tions of the armature is therefore reduced to 320 and consequently the number of
the revolutions becomes N x
512
320
= 1, 6 N.
3. In the third case (Fig. 9) the exciting current i being the same only the
winding C is connected to the battery E¹ F and the number of operative con-
512
192
volutions is 192 consequently the speed is Nx =2.7N.
4. Finally in the fourth case (Fig. 10) the two windings are connected in series
in opposition to the counter electro-motive force so that the total counter electro-
motive force is the difference of the clectro-motive forces of the two windings.
Thus the number of operative convolutions on the armature is reduced to
320-192= 128, and the number of revolutions of the motor with the same exciting
current will be Nx. = 3.9 N.
512
128
Thus the speed of the motor can be increased nearly fourfold without modifying
the magnetic field. There are therefore available without altering the field
four different speeds without touching the magnetic field which speeds will
suffice in the majority of cases for motor cars. This arrangement can however
be applied to any type of winding of the armature of the kind called "closed coil
armature" and I reserve to myself the right of using it for all such armatures.
The steering of the carriage is effected by the driver or rider seated behind
the carriage body. The front axle is divided each of the steering wheels being
mounted on pivots bb the connecting rods for steering being jointed at cc.
In order to avoid the steering being influenced by the oscillations to which
the carriage body may be subjected the following arrangement has been devised.
By means of a long horizontal steering lever Z placed above the roof of the carriage
bedy the driver transmits through a vertical shaft d arranged preferably inside
the front part of said carriage body and attached to the rod Z at e a rotary motion
to a double ended crank or pivotted rod fg; the movements of the latter being
transmitted by two connecting rods hi to a second crank or pivotted rod X of
suitable shape. The joints f, g, j, k are preferably ball and socket joints so as to
ensure accurate steering whatever shocks the body of the carriage may receive.
The motion of the rod X is transmitted to the wheels by connecting rods 1 m; a
strong spring in preventing the shaking of the whole device when the direction of
of the carriage is altered. In short the parts X f g. and the connecting
rods and connected by ball and socket joints form together a parallelogram
having very free joints ensuring a very sensitive transmission of the steering
effort to the steering wheels of the divided front axle.
A brake may be applied either mechanically or electrically.
Mechanical braking is effected by means of two brake shoes V mounted at the
ends of a transverse shaft passing through tube F. Said two brake shoes or
blocks are adapted to be pressed against the wheels by a vertical lever d actuated
by a bell crank mechanism and a pedal placed within reach of the driver's foot.

page_text: Electric braking may be effected in two different ways; either continuously
when going down hill or suddenly producing complete stoppage in case of danger.
The first method of braking is more or less automatic; by actuating the hand
wheel in the same manner as for reducing speed a braking action is automatically
effected because the movement due to the momentum of the carriage converts
the motor into a dynamo or generator of current and forces the current back into
the battery.
The second method of instantaneous electric braking which is more powerful
than any mechanical brake, is produced by a lever which beside the stop position
has two other positions-one for "forward" and the other for "backward
ment.
move-
The stop-position, i.e. the central position of the lever, is the one which causes
instantaneous braking. For this purpose the lever places the two armatures in
series on a small resistance, the exciting current not being interrupted. The
result is that the motor is transformed into a generator and generates a current
which passes through the resistance, so that there is a resisting effort on the
armature, having the tendency to stop the vehicle, said effort being the greater
the smaller the resistance.
The two other positions of the lever correspond as has been already mentioned
to the forward and backward movement of the vehicle. These two movements
or direction of travel are obtained by causing the current to pass in one or in the
other direction into the armature, the polarity of the field-magnets being main-
tained unchanged.
Owing to the fact that the efforts at the perphery of the armature in this motor
may be greatly varied the usual devices for changing speed which have
been hitherto used in motor cars may be dispensed with and this is effected
without "forcing" the accumulators even at starting.
The carriage body diagrammatically illustrated by way of example in the
accompanying drawing is that of a coupé, the accumulators are divided into two
equal groups and are arranged in two compartments-one in front and one at
the back of the said carriage-body. Besides the accumulators, the rear-compart-
ment may contain also the operating switch lever by means of which the necessary
connections required for different speeds and stoppages of the carriage may be
formed.
For a summer or open carriage the arrangement of certain parts will have to
be varied according to whether they are to be actuated by the passengers in the
carriage or by a driver seated at the back. As regards the steering the vertical
rod described in the example illustrated in the front part of the carriage body,
will have to be arranged either in the middle in some types of carriage or at
the back in others as in a Victoria for instance the rods hi with ball and socket
joints will be simply made of the desired length. The operating of the switch
lever will of course also vary according to the different arrangements adopted.
Having now particularly described and ascertained the nature of this inven
tion as communicated to me by my foreign correspondent and in what manner
the same is to be performed I declare that what I claim is;-
1. In a self propelled road vehicle a tubular frame supporting all the motor
mechanism independently of the body of the carriage and enabling different car
riage bodies to be used with the same frame said bodies being easily movable
and interchangeable and being mounted on said frame either by means of ordinary
springs or as in the kind called "eight-springs" carriages which is illustrated
in the accompanying drawing or in any other suitable manner substantially as
described.
2. In a self propelled road vehicle the arrangement of a parallelogram with ball
and socket joints and tension spring forming part of the gear transmitting the
steering motion to the steering wheels mounted on pivots substantially as described.
3. An electro motor having a single inducing circuit and an armature with

page_text: two independent windings arranged side by side on the same core and each
provided with a separate commutator in combination with a battery of accumu-
lators coupled once for all for the purpose of obtaining uniform working of said
battery for all speeds substantially as described.
4. The applications for the purposes of electric traction of apparatus such as
set forth in claim 3 for the purpose of obtaining with the same work of the
accumulators different speeds varying according to the configuration of the road
without necessitating the use of mechanical change-speed devices with toothed
wheels or the like substantially as described.
5. The use in electric motors of any type with continuous current for motor
cars of an armature with two distinct windings of unequal number of convolu-
tions, each winding having a separate commutator which windings can be connected
ir series either in opposition to or in accord with the counter electro-motive force
according to the four possible combinations for the purpose of obtaining ur
different numbers of active convolutions in order to obtain four different speels
of rotation without varying the magnetic field of the magnets, the magnetic field
being then modified only for obtaining speeds intermediate between the four
principal speeds obtained by the hereinbefore described four different methods
of coupling substantially as described.
Dated this 20th day of September 1897.
BOULT & WADE,
Agents for the Applicant.