Improvements in Electric Locomotives or Electric Motor Cars.
Year: 1891

page_text: Date of Application, 28th Dec., 1891
Complete Spécification Left; 3rd Aug., 1892-Accepted; 3rd: Sept:, 1892
PROVISIONAL SPECIFICATION.
Improvements in Electric Locomotives or Electric Motor Cars.
I, SIDNEY PIERCE HOLLINGSWORTH, Draftsman, a citizens of the United
States, residing at No. 1913 Sixth Street, in the City of Washington; and District
of Columbia, U.S.A., do hereby declare the nature of this invention to be as
follows:
My invention relates especially to the class of electric locomotives in which the
rotary part of the electric motor is arranged concentric with the axis of the carrying-
wheels. My object is to provide improved means whereby the speed of the vehicle
may be regulated or varied without varying the speed of the motor, and whereby
the vehicle may be started and stopped while the motor is running at full speed. I
have embodied my invention in a "gearless motor car because locomotives of this
class possess many advantages over others. Loss of power is avoided; there is no
lost motion; objectionable noise is done away with; and there is less complication
of machinery. But in gearless motors, some provision has to be made to relieve the
motor from the jarring, vibration and up and down motion caused by the wheels
running over an irregular road bed, and by the shifting of the weight in the car
body. I so organize the apparatus embolying my improvements, that the jarring,
vibration and up and down movement is not communicated to the motor mechanism,
to any injurious extent.
In carrying out my invention, I preferably arrange the armature of the motor
concentric with the car axle, and support the field-magnets in a frame flexibly or
yieldingly supported in the truck-frame. I connect the armature with the wheels
and axle by Hexible couplings, through a clutch of peculiar construction which,
briefly stated, consists of two members, one of which is connected to the armature,
and the other to the wheels and axles. A liquid, such as oil, is interposed' between
the two members of the clutch, and the flow of the liquid is controlled by suitable
valve mechanism. When the regulating valves are fully closed, the two clutch
members are connected to move together at the same speed. When the regulating
valves are fully open, one clutch member may rotate without moving the other.
By suitably adjusting the regulating valves to vary the flow of the liquid between
the clutch members, the speed of the driven.member of the clutch, and consequently
the speed of the vehicle, may be varied at will.
The truck-frame may be constructed in any suitable way.
The frame may be
either rigidly secured to the axle boxes, in which case springs should be interposed
between the truck-frame and the car-body, or springs may be interposed between
the boxes and the frame; both methods of construction are well known.
The car wheels may be secured to the axles in the usual way, or, in some cases,
I prefer to removably secure one of a pair of wheels to the axle, my object heing
to readily withdraw the wheels and axles from the truck, without disturbing the
motor mechanism. One end of the axle is formed with a polygonal tapered portion,
which fits a corresponding socket in the wheel. Rivets extend through the wheel
and through an annular flange or collar formed on the axle. I deem it important
in this connection to use rivets instead of bolts, as bolts are apt to work loose,
while rivets will remain firm until cut by a cold chisel, or other such tool.
The field-magnets are secured by bolts to a frame of suitable shape. and
construction. The frame is formed with lugs which extend Between the arms
of brackets secured to cross-pieces of the truck-frame.. Springs are interposed
between the lugs and the arms, and afford a yielding or elastic support for the
motor frame and' the mechanism connected therewith. I desire to use a motor

page_text: having an armature of large diameter and so I locate. the pole pieces of the
field-magnets at the sides of the armature, and in order that the coils and pole
pieces of the field-magnets may not be in the way of the clutch-operating
mechanism, which I employ, I arrange. the axes of the coils parallel with the
axis of the armature, and locate the pole pieces close to the sides of the armature.
By this arrangement, I may employ a field having a number of pole pieces,
with the requisite amount of metal and coils of sufficient size.
The frame supports a sleeve which surrounds the car axle without touching
it, its interior diameter being considerably greater than the diameter of the
axle, so that the axle may have a free up and down movement therein.
The sleeve is provided at one end with an arm which is connected by means
of flexible link-couplings with a pin on the car-wheel. When the sleeve is rotated,
the vehicle will be propelled, and the car-wheels and axle may vibrate up and down
without imparting a corresponding vibration to the sleeve. A yielding connection
between the sleeve and the wheel may be formed by providing the car-wheel with
a lug and the sleeve with two arms arranged on opposite sides of the lug, with
springs interposed between the lug and the arms and a bolt extending loosely
through the lug, the arms and the springs.
"
Provision is thus made for allowing the wheels and axles to have a slight
transverse movement relatively to the truck-frame or car-body, and 'the truck-
frame is suspended from the axle boxes by links which permit of this transverse
movement.
The armature or rotary part of the motor is arranged centrally about the sleeve,
and between the armature and the sleeve is arranged the clutch mechanism for
connecting it with the sleeve.
The clutch has two principal members, a driving member and a driven member.
The driven member is securely fastened to the sleeve, and it is provided with
a series of radially-moving valves or abutments, seated in corresponding recesses.
The driving member is arranged to encase the driven member, and it bears on
the sleeves, being free to turn thereon. The inner walls of the driving member
are formed with cam-grooves, in which work rollers carried by the valves or
abutments. By this means, the abutments are moved radially at the proper
times.
There is an annular space left between the two clutch members, and this space
is filled with liquid, such as oil. Valve-casings are formed in the driving member,
and these are provided with seats or linings for the regulating valves, which are
cylindrical fitting the seats closely, but are cut away so that, when turned to the
proper position,
a free passage is left for the flow of the liquid in the space
between the two clutch members. All joints are suitably packed to prevent
leakage.
The casing of each valve is provided with a closed portion, closely adjacent to
the inner member of the clutch, and against which the regulating-valve works,
when closed. The outer ends of the valves are connected to a sliding sleeve,
operated by a system of levers operated in any suitable way.
may
As the regulating-valves are moved laterally, pins on the valves engage with
inclined grooves in the valve-casings, and cause the valves to turn to open or
close the passages which they control. The armature is secured to the outer
member of the clutch. I preferably form the armature in sections, so that it
be removed laterally from the clutch member. The outer clutch member is
provided with lugs, and the armature-sections are provided with seats for the lugs.
Bolts extending through the armature sections and the lugs, firmly secure the parts
together.
The commutator is secured to the sleeve, and the commutator brushes are
adjustably secured to the field-magnet frame.
1
When the regulating-valves are fully open, the inner clutch member and the
sleeve remain stationary, but, if the valves are turned to completely close the
openings in the valve-seats, the liquid, which is practically non-compressible, will
!

page_text: form a secure connection between the two clutch members, the valves, pressing
against the liquid, and the liquid in turn pressing against the valves or abutments
and against the inner and outer members of the clutch. There being no escape
for the liquid, and it being practically non-compressible, the two members of the
clutch must revolve together. In like manner, the speed of the driving part may
be regulated by partially closing the regulating-valves so as to provide an opening
greater or less in extent in the valve seats for the flow of the liquid.
Dated this 16th day of December 1891.
SIDNEY PIERCE HOLLINGSWORTH.
Improvements in Electric Locomotives or Electric Motor Cars.
I, SIDNEY PIERCE HOLLINGSWORTH, Draftsman, a citizen of the United
States residing at No. 1913 6th Street, in the City of Washington, District of
Columbia, U.S.A., 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 :-
My invention relates especially to the class of electric locomotives in which the
rotary part of the electric motor is arranged concentric with the axis of the
carrying-wheels. My object is to provide improved means whereby the speed
of the vehicle may be regulated or varied without varying the speed of the motor,
and whereby the vehicle may be started and stopped while the motor is running at
full speed.
I have embodied my invention in a "gearless motor-car," because locomotives of
this class possess many advantages over others. Loss of power is avoided, there is
no lost motion, objectionable noise is done away with, and there is less complication
of machinery; but in gearless motors some provision has to be made to relieve the
motor from the jarring vibration and up-and-down motion caused by the wheels
running over an irregular road-bed and by the shifting of the weight in the car-
body. I so organize the apparatus embodying my improvements that the jarring
vibration and up-and-down movement is not communicated to the motor mechanism
to any injurious extent.
In carrying out my invention I preferably arrange the armature of the motor con-
centric with the car-axle and support the field-magnets in a frame flexibly or
yieldingly supported in the truck-frame. I connect the armature with the wheels
and axle by flexible couplings through a clutch of peculiar construction, which,
briefly stated, consists of two members, one of which is connected to the armature
and the other to the wheels and axle. A liquid-such as oil-is interposed between
the two members of the clutch and the flow of the liquid is controlled by suitable
valve mechanism. When the regulating-valves are fully closed, the two clutch
members are connected to move together at the same speed. When the regulating-
valves are fully open, one clutch member may rotate without moving the other. By
suitably adjusting the regulating-valves to vary the flow of the liquid between the
clutch members the speed of the driven member of the clutch, and consequently the
speed of the vehicle, may be varied at will.
In the accompanying drawings 1 have shown any invention embodied in an electric
locomotive or electric motor-car constructed in accordance with what I deem the
most practical and efficient way. I wish it understood, however, that I do not limit
myself to this one form of apparatus, as I have devised many others and consider
them as within the scope of my present invention.
Fig. 1 is a top view of so much of a car-truck embodying my improvements as
is necessary to illustrate the novel subject-matter. The left side of the figure is in
plan, the right side partly in section.
Fig. 2 is a longitudinal section on the line 2—2 of Fig. 1.

page_text: Fig. 3 is a transverse section on the line 3—3 of Figs. and 2.
Fig. 4 is a detail view in section, showing more particularly the clutch
mechanism.
Fig. 5 is a central transverse section on the line 5-5 of Fig. 3, but on a larger
scale.
Fig. 6 is a detail diagram view showing a section of the armature and a section
of the clutch member to which it is secured.
Fig. 7 is a detail view of the casing of one of the regulating-valves.
The truck frame may be constructed in any suitable way.
I have shown in the
drawings so much of the side bars. A and cross-bars A¹ A, as is necessary to show
how my improvements are applied. The frame may be either rigidly secured to
the axle-boxes, in which case springs should be interposed between the truck-frame
and the car-body, or springs may be interposed between the boxes and the frame.
Both methods of construction are well known.
The car-wheels B, may be secured to the axles B', in the usual way, or in some
cases I prefer to removably secure one of a pair of wheels to the axle, as shown in
Fig. 3, my object being to readily withdraw the wheels and axles from the truck
without disturbing the motor mechanism. As shown in Fig. 3, one end of the
axle B', is formed with a polygonal tapered portion b, which fits a corresponding
socket in the wheel. Rivets, extend through the wheel and through an annular
flange or collar ², formed on the axle. I deem it important in this connection to
use rivets instead of bolts, as bolts are apt to work loose, while rivets will remain
firm until cut by a cold chisel or other such tool. I have shown in the drawings a
four-wheel truck, each set of wheels being provided with motor mechanism. As.
this mechanism is practically the same at both ends of the truck, I will describe
that at one end only.
The field-magnets C are secured by bolts c, to a frame D of suitable shape and
construction. The frame is formed with lugs d, which extend between the arms e of
brackets E, secured to the cross-pieces A³ of the truck-frame. Springs F are
interposed between the lugs d and the arms e, and afford a yielding or elastic support
for the motor-frame and the mechanism connected therewith. I desire to use a
motor having an armature of large diameter, and so I locate the pole-pieces of the
field-magnets at the sides of the armature, and in order that the coils and pole-
pieces of the field-magnets may not be in the way of the clutch-operating mechanism
which I employ, I arrange the axes of the coils G, parallel with the axis of the
armature H and locate the pole-pieces g, close to the sides of the armature. By
this arrangement I may employ a field having eight pole-pieces, as shown, with
the requisite amount of metal and coils of sufficient size.
The frame D, which is yieldingly supported by the truck-frame, as above set
forth, is formed with openings d, and bearings d, Fig. 3, for a sleeve I, which
extends through the openings and is free to turn in the bearings d. The sleeve
surrounds the axle B', without touching it, its interior diameter being considerably
greater than the diameter of the axle, so that the axle may have a free up-and-down
movement therein.
The sleeve I, is provided with an arm I, to which is pivotally connected a link'I',
in turn connected by means of a vertical pivot i, to a link I, which is connected by
a vertical pivots, with a link I, pivotally connected with a pin i, on the car-
wheel B. It is obvious that if the sleeve I is rotated the vehicle will be propelled
and that the car-wheels and axle may vibrate up and down without imparting a
corresponding vibration to the sleeve. On the right side of Fig. 1 I have shown a
substitute for the links shown at the left side. In this instance, the car-wheel is
provided with a lug i³, and two arms are formed on the sleeve I. A bolt i³, extends
loosely through the arms and through a hole y, in the lug and through the springs .
A yielding connection is thus formed between the sleeve and the wheel. The
'hole y is sufficiently wide to allow the bolt, to have a slight transverse
movement.
By the construction above described, provision is made for allowing the wheels

page_text: and axles to have a slight transverse movement relatively to the truck-frame or
car-body, and in like manner the truck or car-body. may have a transverse movement
relatively to the wheels and axle. As shown in Fig. 3, the truck-frame is suspended
from the axle-boxes by means of links Is. The upper portions of the links rest in
seats, on the top of the boxes, and the lower portions of the links are arranged in
grooved blocks.z, which are secured to the truck-frame. It is sometimes desirable
that the wheels and axles should move relatively to the track-frame or the car-body
-as, for instance, when the car is running at high speed and comes to a curve.
Should there be a rigid connection the car will tend to "jump the track"; but this
tendency is somewhat reduced by means of the construction above set.forth.
construction.allows the wheels to follow the track at all times, while the body may
for an instant retains its forward motion.
The
The armature or rotary part H, of the motor is arranged centrally about the
sleeve I, and between the armature and the sleeve is arranged the clutch mechanism
for connecting it with the sleeve.
The clutch has two principal members, a driving member J, and a driven
member J. The member J' is securely fastened to the-sleeve I, and it is provided
with a series of radially-moving valves or abutments ), seated in corresponding
recesses. The driving member J, is arranged to incase the member J¹, and it
bears at, on the sleeve I, being free to turn thereou. The inner walls of the
member J, are formed with cam-grooves, in which work rolls *, mounted on
studs j, projecting laterally from the abutments j. By this means, the abutments
are moved radially at the proper times. There is an annular. space r, left between
the two clutch.members, and this space is filled with liquid, such as oil. Valve-
casings k, are formed in the member J, and these are provided with seats or
linings, for the valves K, which are cylindrical, fitting closely to the seats, but
are cut away at k, so that when turned to the proper position a free passage is left
for the flow of the liquid in the space, between the two clutch members. All
joints are suitably packed to prevent leakage.
I have shown two valves K. A greater or less number may be employed. The
casing of each valve is provided with a closed portion k³, closely adjacent to
the inner member of the clutch and against which the valve K works when closed.
The outer end of each valve K is connected by means of an arm, with a sliding
sleeve L, which is connected by links P, with an arm L', in turn connected to a
lever-arm L, pivoted to the frame at . The lever-arm L*, is connected at its
inner end to a rod L³, connected to a centrally-pivoted cross-bar or lever L',
pivoted on a bracket A³, on the truck-frame. Each end of the lever L', is connected
to a rod L', which leads to a crank or other operating device. As the valves are
moved laterally by the sleeve L, pins l, on the valves engage with inclined
grooves, in the valve-casings and cause the valves to turn to open or close the
passages which they control. The armature H is secured to the outer member J of
the clutch. I preferably form the armature in sections, so that it may be removed
laterally from the clutch member.
As shown, the clutch member J, is provided with lugs, jx, and the armature.is
formed in four sections, the ends of which fit closely together when in place.
Each section of the armature-core is provided with seats or recesses h, into which
the lugs, j, project. Bolts h', extending through the cores of the armature-
sections and through the lugs, firmly secure the parts together. The lugs jx, are
formed with inclined sides, thus making a more secure connection, but one which
permits of the ready removal of the armature-sections.
As shown, the commutator M, is secured to the sleeve I, and the commutator-
brushes N, are adjustably secured to the frame D.
I deem the organizations shown and described most practical and efficient.. The
field-magnets and the armature always maintain the same relative position, and the
two clutch members also always maintain the same relative position. There is no
danger of the armature striking against the field-magnets, even when a drum-
armature is used, and an armature of large size may be employed approximating in

page_text: diameter that of the wheels. The armature may rotate continuously and be readily
applied to effect the rotation of the wheels, either suddenly or gradually, by the
use of the clutch mechanism employed. The armature may rotate at a constant
speed, and the speed of the vehicle may be varied by suitably adjusting the
regulating-valves.
When the valves K are fully open, the clutch member J', and the sleeve I,
remain stationary; but if the valves K, are turned to completely close the openings
in the valve-seats, the liquid, which is practically non-compressible, will form a
secure connection between the two clutch members, the valves K, pressing against
the liquid, and the liquid in turn pressing against the valves. or abutments j, and
against the inner and outer members of the clutch. There being no escape for the
liquid and it being practically non-compressible, the two members of the clutch must
revolve together. In like manner, the speed of the driven part may be regulated
by partially closing the regulating valves, so as to provide an opening greater or
less in extent in the valve-seats for the flow of the liquid..
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is
1. An electric locomotive in which a yieldingly supported electric motor is
connected to the wheels and axle by a clutch comprising two members connected and
disconnected by a liquid controlled by valve mechanisni.
2. In an electric locomotive, the combination of a continuously-running motor,
the vehicle wheels and axle, a clutch inember connected to the wheels by flexible
couplings, a clutch member connected to the motor, a liquid for connecting the two
clutch members, and mechanism for controlling the flow of the liquid.
3. In an electric locomotive, the combination of a yieldingly-supported electric
motor, a car axle and wheels adapted to move vertically relatively to the motor,
a clutch member connected to the motor, a clutch member connected to the wheels
and axle, a liquid for connecting the clutch members, and valve mechanism for
controlling the liquid.
=
4. In an electric locomotive, the combination of a truck-frame, wheels and axle
on which the truck-frame is supported, a sleeve encircling the axle and in which
the axle is free to move vertically, an electric motor, a clutch member connected to
the rotary part of the motor, a clutch member connected to the sleeve and flexibly
connected to the wheels and axle, a liquid for connecting the clutch members, and
mechanism for controlling the liquid.
5. The combination of a car axle and wheels, a clutch the two members of which
are connected by a liquid controlled by valve mechanism, an electric motor the
armature of which is formed in sections separately removable from the clutch, and
connections between the motor, the clutch members, and the wheels and axle.
6. In an electric locomotive, the combination of the wheels and axle and an
electric motor through which the axle passes axially, a clutch 'member connected
to the armature, a clutch member connected to the wheels and axle, a liquid for
connecting the clutch, members, means for controlling the liquid, and flexible
connections between the clutch and the wheels and axle.
7. The combination of a truck-frame, a field-magnet, a frame to which it
is secured, yielding connections between the truck-frame and the field-magnet
frame, a sleeve mounted in the field-magnet frame, connections between this sleeve
and the car-wheels, an armature encircling the sleeve, a clutch member secured to
the armature, a clutch member secured to the sleeve, a liquid for connecting the
two members of the clutch, and mechanism for controlling the liquid.
.
8. In an electric locomotive, the combination of a truck-frame, a field-magnet
frame, yielding connections between the truck-frame and the field magnet frame,
field-magnets secured to the field-magnet frame, an armature secured to the sleeve
-. surrounding the car-axle and having its axis parallel with the axes of the coils of
the field-magnets- and having the pole-pieces of the field-magnets on its opposite

page_text: sides, flexible or yielding connections between the sleeve and the car-wheels, and
clutch mechanism the two members of which are connected and disconnected by a
liquid controlled by a valve mechanism.
Dated this 7th day of July 1892.
SIDNEY PIERCE HOLLINGSWORTH.