Improvements in Motor Cars, and in Machinery therefor.
Year: 1896

page_text: COMPLETE SPECIFICATION.
Improvements in Motor Cars, and in Machinery therefor.
I, REGINALD HADDAN of the Firm of Herbert Haddan & Co. Patent Agents of
18 Buckingham Street Strand W.C. London in the County of Middlesex Civil
Engineer do hereby declare the nature of this invention a communication to me from
abroad by l'aul Ponchain of Armentieres in the Department of Nord, France,
Manufacturer and in what manner the same is to be performed to be particularly
described and ascertained in and by the following statement :-
This invention relates to motor cars and more especially to those driven by
electricity.
The improved car is shown in the annexed drawing in which Fig. 1 is a side
elevation, Fig 2 a plan with upper part of the carriage body, seats and the like
removed. Fig. 3 is a rear elevation of the car. Figs. 4 and 5 are sectional elevations
and Fig. 6 a plan showing details of the steering gear. Fig. 7 shows in side or end
elevation the cominutator and in dotted lines the different positions of the lever for
different speeds. Fig. 8 is a plan of the commutator Figs. 9 to 12 show different
positions thereof for different speeds. Fig. 13 illustrates in a vertical section the
inethod of closing the accumulator cells.
The electric carriage represented in the drawings is worked by means of electrical
accumulators and of one or more dynamos. An easy means of opening of the whole
upper part B allows of the complete inspection of the mechanism.
The sides of the box of the carriage are provided with louvre plates for passing air
and letting the gases generated during the charging escape. All the interior wood-
work of the carriage is coated with caoutchouc to resist the acids. The two front
wheels are used for steering and the back wheels for receiving the driving
motion.
The motor M is placed in the centre of the carriage and works a transmission
gear having a differential movement and communicating with the two driving
wheels by chains V. The batteries of accumulators B are inside, and under the seat
is a tool box and a commutator C for changing velocity and for giving brake
power.
Near the apron is placed a measuring apparatus; the circuits-switches for lamps as
well as a commutator of any well known construction intended for reversing the
current. This commutator worked by the foot causes the stoppage of the movement
in case of damage to the special commutator C. The carriage carrying suitable wires
can be charged anywhere where electricity is obtainable, the commutator C allows
the batteries to be coupled according to the necessities of the case. Under the
carriage is provided a special arrangement for taking the current for charging the
battery without using terminal binding screws.
Motor. The dynamo must be one that will furnish under a light weight a powerful
force from 3 horse power in normal motion to 7 horse power or more for
momentary effort. The system Rechminski has been found very suitable for this
purpose.
Batteries. The accumulators B have six batteries cach of 9 elements coupled
in tension and connected to the commutator C. The receivers of these accumulators
are vessels a of ebonite of suitable form which are placed in boxes of tarred pitch
pine; a system of closing allows them to be opened easily and avoids the smallest loss
of liquid. These vessels have an upturned rim a¹ and each has a cover of ebonite a²

page_text: and a plate caoutchouc a larger on the exterior than the vessels; when the cover is
put in, the edge of the caoutchouc rises, and closes the element bermetically.
Openings are of course provided for the passage of the connections which are
covered by the caoutchone; in the centre of the plate is a plug provided with a glass
tube provided with a caoutchouc tube the upper part of which is cut for allowing the
passage of the gases.
The commutator C is composed of a cylinder in bronze, the exterior circumference
of which is divided into 12 panels. Upon each of these panela with exception of
two diametrically opposed, are placed copper pieces carefully insulated and detachable
at pleasure. These copper pieces by the movement of a lever are engaged in jaws.
preferably of a yellow brass called chrysocale (an alloy of 90 parts copper, 4 to
6 parts zine, and 4 to 6 parts tin) supported by columns where end the wires of the
batteries and of the motor. The commutator can effect, all desirable couplings. The
Figs. 8, 9, 10, 11, 12, represent the different positions of the commutator for the
different velocities, 8 corresponding to the state of repose, in this position
the terminals of the motor are put in short circuit in order to form a brake for the
stoppage. It is constructed for effecting by a sole movement of the lever
simultaneously and instantaneously the following operations:-
1. To put the battery out of circuit.
2. To stop the induction coil.
3. To disengage the magnetic coupling.
4. To put the motor in short circuit for braking.
l'osition of rest. Fig. 8 corresponds to the position of the lever at Fig. 7. The
first row of contact pieces A is placed between the jaws; the batteries are all out of
circuit but the contact pieces corresponding to the terminals of the motor are
connected by a conductor b which thus short circuits the motor. The dynamo
becoming then a generator produces an energetic braking power.
The first velocity, corresponds with the position of the lever Fig. 7 and is
represented by Fig. 9. The second row B and B of the contact-pieces is between the
jaws. The G batteries are grouped in quantity. The connections b2b between the
contact-pieces of the second row connect:
(1) All the positive terminals together and to the positive terminals of the
motor.
(2) All the negative terminals together aul to the negative terminal of the
motor.
The second velocity corresponds to the position Fig. 7, and is represented
by Fig. 10. The third rows C and Care between the jaws; in this position
the 6 batteries are grouped in 2 batteries of three, in quantity. The connections c¹¹ c
between the contact pieces connect.
(1) The three positive terminals of the batteries 1, 2, 3, to the motor.
(2) The three negative terminals of the batteries 1, 2, 3, to the three positive
terininals of the batteries 4, 5, 6.
(3) The three negative terminals of the latter to the negative terminal of
the motor.
The third velocity corresponds to the position 3 of the lever Fig. 7 and is shown
hy Fig. 11. The third row D, D' of the contact-pieces is between the jaws. The
batteries are grouped in 3 groups of 2 in quantity. The connections d' between the
contact-pieces D, D¹ connect.
(1) The two positive terminals of the batteries 1 and 2 to the positive terminal of
the motor.
(2) The two negative terminals 1 and 2 to the positive terminals of the
batteries 3 and 4.
(3) The two negative terminals of the batteries 3 and 4 to the positive terminals
of the batteries 5 and 6.
(4) The two negative terminals of the batteries 5 and 6 to the negative terminal
of the motor.
The fourth velocity corresponds to the position of the lever Fig. 7, and is shown

page_text: in Fig. 12. The fifth row of contact-pieces B, E, is between the jaws. The 6 batteries
are connected in tension and the connections e¹ between the different pieces connect
the negative terminal of each to the positive pole of the next, the two extreme poles
being connected to the motor.
In the steering system, sheet 2, the usual fore carriage is used by providing there a
worm wheel R engaging with an endless screw V operated by two bevelled
wheels R, R, of unequal size in order to augment its velocity. A rod V provided
with a fly wheel puts the steering in the hands of the conductor.
In the carriage may be added a light petroleum inotor of a special construction
which operates the arbor of the differential movement by means of a magnetical
coupling connected to the general commutator. It also serves to recharge the battery
between the hours of stoppage by means of the reversible dynamo notor M as well
as to add during the movement of the carriage its work to that developed by the
electrical motor in order to auginent the velocity and to spare the battery. The
operation is always made by electricity, the petroleum motor being only secondary
and wanting no attention. The start and the stopping are absolutely automatic.
Having now particularly described and ascertained the nature of this said
invention and in what manner the same is to be performed I declare that what I
claim is
1. The general arrangement of the electrical carriage represented in the
drawings.
manner of hermetically closing the accumulators, substantially as
described.
3. The arrangement and the operation of the commutator, as illustrated and
described.
4. The steering gear as illustrated and described, which can be applied to any
other motor carriage.
5. The addition and the use separately or simultaneously of a petroleum motor as
above described.
Dated this 24th day of July 1896.