Improvements in Starting and Stopping Apparatus for Tramcars and like Vehicles.
Year: 1896

page_text: Date of Application, 7th Aug., 1896
Complete Specification Left, 12th Dec., 1896-Accepted, 27th Mar., 1897
PROVISIONAL SPECIFICATION.
Improvements in Starting and Stopping Apparatus for Tramcars
and like Vehicles.
I, GERARDUS
JOHANNES SONNEBORN, Engineer of 137 Westkruiskade
Rotterdam in the Kingdom of Holland do hereby declare the nature of this
invention to be as follows:-
In the annexed drawing Fig. 1 represents an entire view of the apparatus ;
Figs. 2 and 3 a longitudinal and transverse section.
The apparatus which is enclosed under the floor of the car in a protecting
frame H, has the following construction.
Under one of the two platforms of the car there is arranged an axle J on which
the chain-wheel J' is driven. The latter is connected by means of a chain with a
second chain-wheel J 2 mounted on the wheel-axle nearest to it and transmitting
its rotations to the axle J, so that the latter always rotates when the carriage is
running. On this shaft there is mounted a friction coupling-box L, by means of a..
coupling-lever sliding in a groove and tongue along the axle and continually
rotating with the axle J, and according to how it slides gearing either with the
right wheel M or the left wheel N. The stopping or coupling lever is mounted on.
a shaft D extending under the car in its whole length and carrying at each end a
frame with hand levers T which are detachable. These, levers T are pressed on
the two platforms of the car against slide-plates and can easily be reached by the
driver, so that by means of them he can easily move the socket L in the direction
of the axle.
The friction-wheels M and N which turn loosely on the axle are formed as
conically toothed weeels and are united by a third conical wheel O gearing with
them both. The wheel M is connected to a chain socket S, to which the chain of
a pulley-block B B containing 6 rollers is fastened. The one block of the set of
pulleys is rigidly attached to the mechanism just described, the other is hooked on.
to the end of a strong brake-spring A, which transmits the brake power.
This arrangement makes it possible for the lever always to be moved to the
right of the driver when the brake is to be put on, a fact which greatly simplifies
the working of the car.
When the car is moving in the direction
.i
) the wheel M with the"
chain socket S immediately rotates and the wheels N and O turn loosely with it.
When the car is moving in the opposite direction (
), N is at first made
to rotate, with it O and finally M with the chain socket S.
When the car is going at full speed the hand levers T are in a vertical position
and the brake-socket L does not gear with the friction wheel N or M. When the
toothed wheel M rotates with the chain-socket S, the chain of the pulley is wound
up and stretches the spring A at the same time until the car is stopped by the
pressure.
The spring A is so strongly made that when wholly stretched it can stop a car
with a full load. In order to prevent the spring from being drawn out beyond' the
length permissible, a catch is provided which prevents the chain-socket from being
turned further. Should the car not stop even when the spring is fully stretched,
the socket L acts with great force as a friction cone break on M or N.

page_text: In order to prevent the spring from going back of its own accord and to force
it to remain in its stretched state, a ratchet tooth coupling P which can only slide
sideways but not rotate is mounted on a box Q fastened to the bearing enclosing
the axle J and gearing with the ratchet teeth on the friction wheel M. By means
of a spring R between the bearing and the coupling P the latter is continually
pressed against the ratchet-teeth in such a manner that M in its rotation which
winds up the chain and thereby stretches the brake-spring A, glides along the
teeth of P causing them to gear one after the other with the teeth of M, thus
preventing M from going back and the spring from relaxing.
The force thus accumulated in the spring during the stopping of the car is now
used to start the car by the rotation of the axle J in the direction in which the car
is moving. For this purpose the hand lever T is at frst moved to the left causing
the socket L to gear with the friction-wheel M. Thereupon the driver moves the
lever E or El by pressing down the foot-lever U, and thus the axle F is turned
and thereby, by means of the coupling-lever G fastened to F the ratchet tooth
coupling P moved sideways so that its teeth no longer gear with the teeth of M.
Hereby M can rotate freely and now the spring while relaxing draws the chain
of the set of pulleys backwards and at the same time M and L and the axle J are
started so that the car begins to move.
After the borse or motor has started the car, the driver replaces the hand lever
in its usual vertical position without freeing the treadle U and with it the ratchet-
tooth coupling until the chain has fully unwound itself from the socket S; this
would not take place if the horse or motor started too soon thus causing the spring
to be uselessly stretched.
After the lever T has been moved to a vertical position and the treadle D let go
the mechanism is again at rest and only the shaft J with the friction-socket L rotate.
The brake may be made to act to a certain extent on an inclined plane by
gearing and ungearing the socket L several times and ungearing the ratchet tooth
coupling at the same time by pressing down the treadle U.
If in winter or in rainy weather the friction of two wheels on the rails should be
insufficient to stretch the spring A the two axles of the car must be suitably
connected by chains and chain-wheels; and thus the friction of all four wheels be
applied.
This apparatus can be employed in cars worked by horse or motor power and
especially when the latter is electricity. The annexed drawing shows the
arrangement of the mechanism for cars drawn by horses, while in cars driven by
motors various parts must naturally be differently arranged according to the space
occupied by the motor or the power-transmitting mechanisms.
The advantages and purposes of this apparatus are:
For cars drawn by horses:
1) It lightens the work of starting the car which is such an exertion for the
horses thereby increasing their power of working and lengthening their life.
2) The car-wheels are not worn out as is the case with the brakes in use at
present.
3). The work of the driver is lessened.
4) lt diminishes the expense of keeping the tramlines in order.
When used with electric motors:
1) The electric force necessary to start the car is saved.
2) It is possible to use a current of much less power, as the power is only needed
when the cars are in motion.
3) Lighter motors are used. thereby saving capital and nower.

page_text: COMPLETE SPECIFICATION.
Improvements in Starting and Stopping Apparatus for Tram-cars
and like Vehicles.
I, GERARDUS JOHANNES SONNEBORN Engineer of 137 Westkruiskade of
Rotterdam in the Kingdom of Holland 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 :-
In the drawing filed with the Provisional Specification Fig. 1 represents a plan
of the apparatus; Figs. 2 and 3 longitudinal and transverse sections.
The apparatus which is enclosed under the floor of the car in a protecting case H
is of the following construction.
Under one of the two platforins of the car there is arranged a shaft J to which
the chain-wheel J 1 is keyed. The latter is connected by means of a chain with a
second chain-wheel J 2 mounted on the wheel-axle K, nearest to it and which
transmits the revolutions to the shaft J so that the latter always rotates while the
car is running.
..
On this shaft there is mounted a friction coupling-box L which by means of a
striking-gear can be shifted in a groove and tongue slide along the shaft; this box
continually revolves with the shait J, and it may gear with the right-hand friction
wheel M or with the left-hand one N, according to the way it is shifted. The
striking-lever is mounted on a spindle D, which extends underneath the whole
length of the car and carries at each end a box with detachable lever F. These
levers are set in slides arranged on the two platforms of the car and are within
easy reach of the driver, so that by means of them he can easily shift the coupling-
box L, either way on the shaft.
The friction wheels M and N running loose on the shaft, at the same time form
bevel-gears, and both gear into a third bevel-gear O, connecting the two, so that
the motion of one is transmitted to the other.
To the wheel M there is attached a chain-drum S running loose on the shaft,
and to this drum the chain of a pulley-tackle B B, with 6 puileys, is attached.
One block of the pulley-tackle is rigidly fixed to the mechanism just described,
while the other is hooked on to the end of a strong spring A which acts as a brake.
This arrangement makes it possible for the lever always to be moved to the driver's
right hand whenever the brake is to be put on, which fact greatly simplifies the
working of the arrangement.
If the lever is pulled while the car is moving in one direction, wheel M, and with
the chain-drum S, will be driven, the wheels N and O revolving loose on the shaft
with it..
When the car is moving in the opposite direction, N is the wheel directly acted
upon, and will transmit its motion to O, and through this wheel to M with the
chain-drum S.
When the car is running at full speed the levers T are in a vertical position and
the friction-coupling L does not gear with either of the friction wheels N and M.
When the bevel-gear M revolves, together with the chain-drum S, the chain of
the pulley-tackle is wound on the drum, thus putting tension on the spring A until
the car is stopped by the resistance created.
The spring A, when under complete tension is sufficiently strong to stop a fully
loaded car.
In order to prevent the spring from being extended beyond the proper limit, a
catch is provided which will prevent the chain-drun from being turned too far.
Should the car not stop even when the spring is fully stretched, the friction

page_text: coupling L will act as a very powerful friction-cone brake on the friction wheel M
or N (as the case may be), which are then held stationary.
In order to prevent the spring from going back of its own accord, and to force
it to remain in its state of tension, a toothed clutch P which can only slide side-
ways but cannot revolve, is attached to a box Q fixed to the bearings of, and
surrounding the shaft J. The clutch catches into suitable teeth provided for this
purpose on the friction-wheel M.
By means of a spring R between the bearing and the check-clutch P the latter
is continually pressed against the teeth on M so that when M revolves and winds
up the chain and thereby puts tension on the brake-spring A, the teeth on M glide
over the teeth of P, while the latter, one by one, drop into the teeth on M sq as to
prevent M from turning backwards, thus at the same time preventing the spring
from being relaxed.
The power thus accumulated in the spring while checking the car is subsequently
utilised for restarting, the shaft J being made by the action of the spring, to revolve
in the direction in which the car is to travel. For this purpose, the lever T is first
meved to the left, causing the friction coupling box L to bear against the friction-
wheel M.
Thereupon the driver depresses the pedal U, which acts on a lever arrangement E
or E, (as the case may be), whereby the spindle F is made to turn, causing a
striking-gear G, attached to the spindle, to shift the clutch P aside, so that its
teeth no longer catch into the teeth on M. Thus M is at liberty to revolve freely,
and now the spring, as it relaxes its tension, draws the chain of the pulley-tackle
backwards, thereby setting M and with it L and consequently the shaft J in motion,
and thus starting the car.
As soon as the team, or motor, is fairly hauling the car, the driver moves the
lever back to its normal vertical position, without however releasing the pedal U
and with it the clutch; until the chain bas fully unwound itself from the drum S;
this would not take place if the team, or motor, were to exert its traction too soon,
thus causing the spring to remaic uselessly under tension.
When the lever T has been moved back to a vertical position and the pedal D
released, the apparatus is again at rest, and the axle J revolves with the friction-
coupling L, only.
The car can be partially checked when descending an incline, by repeatedly
throwing the coupling L into and out of gear, and also throwing the clutch out of
gear by depressing the pedal U.
If in winter or in rainy weather the friction of two wheels on the rails should be
insufficient to cause tension to be put on the spring A, the two axles of the car
should be suitably coupled by chains running over chain-wheels; in this way the
friction of all four wheels could be brought into play.
This apparatus can be employed in cars worked by horse or motor power, and
especially when they are worked by electricity.
The annexed drawing shows the arrangement of the mechanism for cars drawn
by horses, while in cars driven by motors various parts may of course require to be
arranged in a different position, according to the space occupied by the motor and
driving gear.
The advantages and purposes of this apparatus are:
In the case of cars driven by horses:
1.) It lightens the effort of starting the car which is such a severe strain on the
horses, thereby increasing their working capabilities and lengthening their life.
2.) It obviates the wear and tear of the car wheels, caused by the brakes now
in use.
3.) The work of the driver is lessened.
4.) It diminishes the cost of maintenance of the tramlines.
When used in connection with electric motors:
1.) The electric power necessary to start the car is saved.

page_text: 2.) It is possible to work with a current of far lower voltage, as the power is.
only required to keep the cars going when in motion.
3.) Lighter motors may be used, thereby saving outlay of capital and power.
Having Dow 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 :-
A power-storing brake and starting arrangement, for cars worked by horses or
motors, characterised by the arrangement of two friction-wheels M and N, both
gearing into, and connected by an intermediate wheel O, and having between them
a friction coupling-box L, revolving with, but capable of being shifted laterally on,.
the shaft J, in conjunction with a clutch P which catches into M, and further, a
pulley-tackle acting on the power-storing spring A, the whole being arranged so.
that when the friction coupling L is thrown into gear with N while the car is in-
motion, the chain or rope of the tackle is wound on a drum, thus causing tension
to be put on the spring until its resistance is sufficient to stop the car, and
subsequently, on throwing L into gear with M and with drawing the check clutch P
from N, the spring as it relaxes unwinds the chain or rope, thereby making the
wheel M, and through it the shaft J, to revolve in the direction in which the car is.
to travel, thus restarting the car.
Dated this 11th day of December 1896.
For GERARDUS JOHANNES SONNEBORN,
Bernhard Brockhues.