Motor Car.
Year: 1890

page_text: COMPLETE SPECIFICATION.
Electric Motor Car.
I, WILLIAM ROBINSON of 95 Milk Street, Boston, in the County of Suffolk and
State of Massachusetts United States of America, Electrical Engineer, 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 "horse cars" commonly used at present for propulsion by electric motors are
not at all adapted to the purpose. They frequently leave the rails especially on
curves, and are very troublesome and cause great and vexatious delays on this
account. Furthermore, the car having a short wheel base, its axles act as fulcrums
upon which the car acquires an end tilting motion which frequently throws it from
the rails, especially when an attempt is made to run even at a moderately high rate.
of speed. The car thus becomes very dangerous to life and property.
Again in electric motor cars, usually, the motors are journaled directly to the axles
without elasticity. This causes a solid pounding movement of the wheels upon the
rails, very destructive to the latter, especially at the joints, and also causes a solidity
and harshness in riding, destructive to comfort. Furthermore the gear wheels which
drive the car are very noisy and therefore offer a serious objection. Other
objections will readily suggest themselves, such as lack of adaptation to use power
economically.
The object of my invention therefore, is to construct a motor car having axles
adapted to take a radial position on curves, to adapt and combine the electric motors
with the radiating apparatus in a simple and practical manner, whereby cars with a
long wheel base may run around very sharp curves with the greatest ease, with
economy of power and without danger of leaving the track, and to secure an elastic,
easy and comparatively noiseless operation of the whole apparatus.
My invention also makes it possible to construct much longer cars than are at present
feasible, for electric motor propulsion, to run them with great steadiness of motion
and to attain very high rates of speed with perfect safety and economy.
The nature of my invention will be clearly understood from the description which
follows, reference being had to the accompanying drawings which forin a part of this
Specification, in which
Figure 1 is a bottom plan view of a railway car on a curved track, partly illustrating
my invention;
Figure 2 is a side elevation of the same, partly in section, with the face wheels
removed;
Figure 2ª is an enlarged section of the axle a', showing the relation thereto of the
motor supporting connections;
Figure 2b is an enlarged view showing the opposite end of the motor supporting
bar and connections, a portion of one side being removed to show the relative position
of the flexible joint of the bars f;
Figure 3 is an enlarged top view of the axle frame and motor;
Figure 3ª is an elevation partly in section, through the line xx, Figure 3, showing
one end of the motor supported flexibly on the axle ;
Figure 4 is an end elevation illustrating part of the mechanism for suspending the
other or free end of the motor flexibly;
Figures 5 and 6 are side elevations illustrating modifications in the method of
suspending the free end of the motor flexibly;
Figure 8 is a longitudinal section showing the mechanism for connecting the
adjacent axle frames adjustably together, and
Figures 9 and 10 are enlarged views showing the means of supporting the free end
of the motor flexibly on springs.
ID 77

page_text: Similar letters of reference indicate corresponding parts in all the figures.
A is a car frame provided with the swivelling axle frames B, B¹. The axle
frame B is provided with wheels a and the axle a' connecting the same, and the axle
frame B¹ with the wheels and the axle b¹ connecting said wheels in the usual
manner.
The axle frame B is pivoted to the car frame at the point c, between the centre of
the axle a¹ and the centre of said car frame, and the axle frame B¹ is similarly pivoted
to the car frame at the point c¹ between the centre of the axle b¹ and the centre of
said car frame.
C is an axle frame located between the axle frames B and B¹ and adapted to slide
bodily transversely relatively to said car frame A. Said frame C is provided with
the wheels d and their connecting axle d¹.
The axles a¹, 61, d¹ are flexibly connected to their respective frames B, B¹, U by
means of the pedestals k, k¹, k¹¹ and the springs 1, 1, 11.
The sliding frame C is provided with rigid projections or brackets e, e¹ on its
opposite sides, and the frames B, B¹ respectively, are provided with corresponding
.projections or brackets ff. The brackets e, fare pivoted together adjustably as
shown at and the brackets e, f, are similarly pivoted together as shown at g'.
The operation is as follows: When the moving car reaches a curved track the
impinging of the flange of one of the intermediate wheels d against one of the rails
of the curved track causes said wheels and the axle d¹ together with the intermediate
frame C to move transversely relatively to the car frame A. This transverse
movement of the frame C with its brackets e, el carries the brackets f, f¹ of the
frames B, B1 to one side of the longitudinal centre line of the car frame A, thus
causing said frames B, B₁ to swivel on their respective axes c and e', whereby the
axles a', b¹ are caused to take radial positions on curves as shown in Figure 1.
The intermediate axle d¹ being at the centre of the car frame is of course always
radial to any curve upon which the car may enter, without any swivelling movement
in the frame C.
I prefer to swivel the axle frames B, B¹ at points between the centres of the
axles a, b, respectively, and the centre of the car frame.
By this arrangement the pivot c becomes a fulcrum around which the wheels a and
axle a¹ with the frame B swing as a lever, the impinging of the flange of the outer
wheel a against the outer rail of the track when a curve is reached, giving the initial
impetus for such swivelling movement. The same operation takes place in connection
with the wheels b axle b¹ and frame B¹.
It will be observed that the greater the distance the pivots c, c¹ are from the
axles a¹, b' the greater will the swivelling leverage be, and the more easily therefore,
will the swivelling movement of said axles take place.
Also the greater the distance of said swivelling points from said axles the less
will be the lateral movement required of the sliding frame C to bring the swivelling
axles into a true radial position on curves.
Furthermore, by placing the pivotal point c a short distance from the axle a¹, as
shown, and the pivotal point g of the adjacent axle frames midway, or nearly so,
between said pivotal point c and the intermediate axle d—that is, the centre of the
car frame all slack and lost motion is taken up and the axles brought, in a practical
manner, into a radial position on curves.
When the axles assume radial positions on curves, as shown in Figure 1, the
pivotal point is thrown to one side of the longitudinal centre line of the car
frame and the brackets e, f and e¹, f¹ slide upon and become elongated relatively to
each other. To provide therefore for the free relative elongation and contraction of
said brackets I provide the bracket e (see Fig. 8) with the longitudinal sloth in which is
placed the sliding friction block h¹ through which and the jaws i of the bracket f passes
the pivotal bolt g. Thus flexible movement of the brackets e, f relatively to each other,
is provided for without lost motion or undue wear of the parts moving on each other.
The brackets e, f are flexibly connected together in the same manner as the
brackets e, f just described,

page_text: The sides or corners of the axle frames are provided with roller bearings which I
prefer to make as shown in Figures 3 and 6, in which the rollers r, secured to the
axle frames, are grooved and the bearing or track secured to the car frame A, rests
upon said roller and fits into the grooves of the same. The grooved roller bearings,
it will be observed, allow ease of movement between the axle frames and the car
frame A, without lost motion.
The bars s, t extend across and above the axle frames B, B' and are secured thereto.
Said bars s, t
Between or upon said bars the swivelling bearing plate m is secured.
are preferably made of iron or steel plates, placed edge upwards for strength. At or
near the ends said plates are bent downwardly and are secured to the axle frame by
the bolts u.
Thus space is left under said bars for the motor to rise above the level
of the surrounding wheel frame, all as shown in Figures 2 and 3, and more fully.
described hereafter.
U
The bars s, t carrying the bearing plate m rise between the intermediate sills of
the car frame A, thus economizing space, and, of course, the bearing plate secured
to the car frame is still higher than the plate m upon which it rests.
In order that the intermediate wheels d may have extreme lateral movement with-
out raising the car body unduly, the side sills v¹ are cut away or arched upwards at
the middle and the disconnected or arched parts are connected and re-enforced by the
vertical arching plates w, one on each side of the sill; said plates being firmly bolted
to the sides of said sill as shown. Thus the central wheel is permitted to move under
said arch while all the normal strength of said sill is retained.
It will be observed that when the car passes from a curved to a straight track the
impinging of the flanges of the wheels on the rails causes all the axles and axle
frames to assume their normal position and all the axles on the car to become parallel
to each other. Thus the axles become radial on curves and parallel on straight lines,
and only on straight lines.
The axles a¹, 6, d¹ are provided respectively with the motors a², 63, d². Each of
said motors has one end supported by its axle, preferably in a flexible manner, as
shown in Figures 3 and 3, in which the motor a² is shown as having one end resting
on springs supported by the axle a' as hereinafter more fully described.
The opposite ends of the motors are supported flexibly in a peculiar manner, as
follows: The bar or frame e² formed of one or more pieces, is secured adjustably on the
motor sleeves c², as shown at f2 whereby the motor and said bar are adjustable some-
what, relatively to each other in a vertical plane. Rigidly secured to the bar e², or
forming a part thereof, is the horizontal bar g2 extending preferably above the axle
frame B to or beyond the connecting point g of the adjacent axle frames. The lower
end of the bar or frame e terminates in the swivelling point or bearing h² which is in
a vertical line with the swivelling point e of the axle frame on the car body.
The axle 6 is provided with a similar bar e³, horizontal bar g³, and swivelling point
or bearing 3. The bars e², e³ are connected by the horizontal bar and swivel, on said
bar at the points h2, h3, as shown.
From the free or inner end of the bar g2 is suspended by the bracket k³ the free
end of the motor a² as shown at 2, and from the free or inner end of the corre-
sponding bar 93 are suspended by the brackets m³, n² the free ends 12, m² of the
motors d², 62 as shown. The bracket is rigidly secured to the back end of the
intermediate motor d² and has its free end supported by the end of the bar g².
at
The springs o, p², q² are placed around the supporting rod s which is supported
from the bar 92, as shown, whereby the motors a², d² are flexibly supported from
said bar g² by said springs. In a similar manner the ends 12, m² of the motors d², 62
are supported flexibly by the springs u², v², w², said springs in turn being supported
by the bar g³.
It will be observed that the motor sleeves c² are adapted to turn adjustably within
that part of the bar e² surrounding said sleeves, consequently the free end k² of the
motor is free to move up and down adjustably relatively to the supporting bar g².
The bar e would operate as well if sleeved directly to the axle, but this would

page_text: involve the additional and unnecessary friction and expense of additional journal
boxes; I therefore prefer to support said bar e² on the motor sleeves c² as described.
The bar engaging the lower ends of the bars e², e³ keeps the bars g², g³ in a
horizontal position notwithstanding the fact that a large proportion of the weight of
the motors is supported by said last named bars. The adjacent motors a², d², however
practically support and balance each other flexibly, through their respective
brackets ³, 13 and the springs o², p², g², as shown. Furthermore, the interme-
diate motor d² becomes, to a large extent, an equalizer between the other two
motors.
When the intermediate motor d² is omitted then the bracket 13 supported by the
axle d', extends therefrom in both directions, terminating on one side in the
bracket m³, that is, the bracket 13 extended, becomes a perfect equalizer, supporting
the motors a², 2 equally, thus relieving the weight on the bars 92, 93 and distributing
such weight as remains equally between said bars. The supporting rod s² passes
through the spring seats a³, 63 which support the bracket 13 (see Figs. 9 and 10). The
bracket is provided with the slot c³ through which the stems of the spring seats a³, 3
pass and meet without pressing tight upon the upper and lower surfaces of the
bracket thus said bracket 13 is adapted to move back and forth with entire freedom
relatively to said spring seats.
The bearing and operation of the bracket m³ on its spring seats is the same as that
of the bracket 3 just described, on its spring seats.
The rod s² connects adjustably the motors a², d² in the same vertical line with the
bolt or ping, which adjustably connects the axle frames B, C; and in like manner the
rods connects adjustably the motors d², 62 in the same vertical line with the bolt.or
pin g' which adjustably connects the axle frames C, B¹.
When the car enters upon a curve the normal position of the motors relatively to
each other, is changed. Thus, the intermediate motor d² is carried bodily, with the
axle d¹ in a transverse direction relatively to the car frame A, while the motors a², b2
swivel in a horizontal plane, on the same vertical axes around which their respective
axles a¹, b' swivel. At the same time the brackets ³, 13 and m³, n² elongate
relatively to each other in taking the relative angular position, all as illustrated in
Figure 1.
It will be observed that in the method of operation above described, the motors are
wholly supported by the axles, a great desideratum, since, by this arrangement,
vibrations from the motors are not conveyed to the car body, and it is only necessary
to make the car springs heavy enough to carry the car body with its load of
passengers, without supporting any of the weight of the motors. Thus my inven-
tion makes my motor car a much easier riding vehicle than the motor cars hereto-
fore used.
Figures 5 and 6 illustrate modifications in the method of flexibly supporting the
free ends of the motors. In Figure 5 as will be seen by inspection, the free ends
of the motors are suspended by springs from their respective axle frames, while in
Figure 6 the mode of suspension is similar, but the lines of suspension coincide with
the flexible joints g and g.
In both of these cases, it will be observed, the motors partly support and balance
each other as described in connection with Figures 1 and 2.
An inspection of Figures 2 and 3 will show that the axle frames have an open
space within their periphery large enough for the motor to move adjustably within and
above or below said frames during the relative vertical movements of said motors
and the car frame. For this reason I raise the bearing bars s, t_above the upper
surface of said axle frames as clearly illustrated in Figure 2.
This arrangement
also allows room for brake rods and other gearing above the motors.
It is obvious that the invention herein described is equally applicable to six wheeled
trucks, for coaches having two trucks and to cars having only six wheels in .all.
The term "car frame" therefore herein used, must be construed, for the purposes
of this invention, as equivalent to the term "truck frame" or "main truck frame."

page_text: My method of supporting the motor flexibly, directly on the axle, is illustrated in
Figures 3 and 3ª, to which I now refer :
The axle a¹ is provided with journal boxes 6* upon which one end of the motor a² is
supported flexibly. The method of securing this flexible support will be understood by
reference to Figures 3 and 3ª, in which the motor a² is provided with the open or
slotted pedestal at. Said pedestal at embraces the axle at and the journal boxes 64 in
which said axle is journaled. On the upper part of the journal box 6* is placed
the spring and on this spring rests the upper part d' of said pedestal a'. The.
spring is placed between the lower part 66 of the box 6 and the lower part d' of
the pedestal a*.
These springs it is evident, support one end of the motor flexibly on the
axle a¹ thus affording elasticity in all movements of the motor relatively to said
axle.
The inner sides of the pedestal a in contact with the journal boxes 64 are formed
in curves struck from the centre of the shaft c* as shown; and the sides of the
journal boxes are formed on curves corresponding to those just described. The
pedestal a and the boxes are thus arranged to move up and down freely relatively
to each other.
It will be observed that the movement of the pedestal a* in a curve on the journal
boxes 6 keeps the pinions b*, 65 with their shaft c* always in the same position
relatively to the gear wheels a*, a³ no matter what up and down movement said
pedestal may make on the springs c¹, g¹.
The pedestal a¹ is kept from lateral movement on the boxes 64 by the flanges m²
on said boxes & or in any suitable manner.
It will be understood that the two journal bearings c², c² are constructed exactly
alike with springs and pedestals as just described.
In the description given, c* is a countershaft driven by the armature shaft f* as
shown. When convenient or desirable however, the armature shaft f* may take the
place of the countershaft c* and gear directly with the gears a*, as of the driving
axle a'. The object of the curved pedestals and journal boxes is to keep the shaft
which directly drives the axle a' always in the same position relatively to said axle
during any automatic adjustment between said pedestals and journal boxes, whatever
may be the particular mechanism used to communicate power from said driving shaft
to said axle a¹.
The springs placed above the journal boxes support the weight of the motor.
normally and the lower springs afford an elastic resistance to the sudden raising of
the motor from its upper springs by the sudden action of the gears, or from other
cause.
Thus, it will be observed, the motor has one end supported flexibly by springs
on the axle which it drives on the other end also supported flexibly as described.
The gear wheels a*, a, secured to the axle a' have their teeth cut diagonally across
their peripheries. The teeth of these two wheels incline in opposite directions, as
shown, that is, the teeth of the two wheels extended would meet each other on an
angle.
The pinions *, respectively, on the countershaft c* have their teeth also cut
diagonally and in opposite directions to mesh with the gear wheels a*, a".
In like manner the pinions d*, d, having teeth cut diagonally in opposite
directions, on the armature shaft f*, mesh respectively with the diagonally cut gear
wheels e, e on the countershaft c*.
It will be observed that the two corresponding gear wheels on each shaft have their
teeth cut respectively at opposite angles.
When gear wheels having their teeth cut diagonally as described, are meshed and run
at speed the driving tooth engages the one driven by touching it first at one corner
and gradually moving the contact along over the whole side of the tooth. This
movement causes the gearing to run with comparatively little noise.
If only one diagonally cut gear wheel were used on a shaft, the side pressure of its
mate on the diagonally cut teeth would cause an end movement of said shaft and

page_text: corresponding side or end pressure on the journal boxes. This end pressure how-
ever is entirely obviated and perfectly even running of the shaft secured by putting
at least two gear wheels on each shaft and cutting their teeth respectively on angles
running in opposite directions, as shown.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what I
claim is :-
1. In a railway car or truck, the combination substantially as described, of a
swivelling axle frame, an axle frame adapted to move transversely relatively to the
main truck or car frame and bars or brackets rigidly secured to said axle frames and
adjustably connected to each other, one of said bars or brackets being provided with
a pivotal bearing engaging in a longitudinal bearing or slot in the other bar or
bracket, whereby flexible movement, without strain, is provided for between said
swivelling and transversely moving axle frames.
2. In a railway car or truck, the combination, substantially as described, of an axle
frame adapted to move transversely relatively to the main truck or car frame, an axle
frame swivelling on an axis located between the axles of said swivelling and
transversely moving axle frames, and bars or brackets rigidly secured, respectively,
to said swivelling and transversely moving axle frames, said bars being adjustably
connected together and adapted to allow the relative elongation and contraction
of said bars or brackets when said axle frames change position relatively to each
other.
3. In a railway car or truck, the combination substantially as described, of two
axle frames swivelling on axles located, respectively, between the axles of said frames
and the centre of said car or truck, an axle frame located between said swivelling axle
frames and movable transversely relatively to said car or truck frame, and indepen-
dent bars or brackets secured to said axle frames, the brackets of the adjacent axle
frames being connected together adjustably and adapted to elongate and contract
relatively to each other.
4. In a railway car or truck, the combination substantially as described, of an axle
frame adapted to move transversely relatively to the main truck or car frame, an
axle frame swivelling on an axis located between the axles of said swivelling and
transversely moving axle frames, and independent bars or brackets secured to sail
swivelling and transversely moving axle frames, said independent brackets being
adjustably connected together at a point located midway, or nearly so, between
said transversely moving axle and the swivelling point of said swivelling axle
frame.
5. In a motor car or truck, the combination substantially as described, of the main
frame, the driving axle and wheels and a motor arranged to drive the same, said
motor and axle being movable together in a horizontal plane, relatively to said main
frame.
6. In a motor car or truck, the combination substantially as described, of the main
frame, a driving axle with its wheels, and a motor arranged to drive the same, said
motor and axle being arranged to swivel around a vertical axis, relatively to said
main frame.
7. In a motor car or truck, the combination substantially as described, of the main
frame, an axle or axles having a lateral or swivelling notion around a vertical axis
relatively thereto, a driving axle with its wheels and a motor arranged to drive the
same, said driving axle and motor being movable transversely relatively to said
main frame.
8. In a motor car or truck, the combination substantially as described, of the main
frame, the driving axle with its wheels, a motor arranged to drive the same and
mechanism supporting said motor, said mechanism being arranged to permit or cause
the joint movement in a horizontal plane, of said motor and axle, relatively to said
main frame.
9. In a motor car or truck, the combination substantially as described, of the main

page_text: frame, a driving axle with its wheels, a motor arranged to drive the same, and
mechanism supporting said motor, said mechanism being arranged to permit or cause
the joint swivelling movement of said motor and axle around a vertical axis, relatively
to said main frame.
10. In a motor car or truck, the combination substantially as described, of the main
frame, an axle or axles having a lateral or swivelling motion around a vertical axis,
a driving axle with its wheels, a motor arranged to drive the same, and mechanism
supporting said motor, said mechanism permitting or causing the joint transverse
movement of said motor and axle relatively to said main frame.
ΤΟ
11. In a motor car or truck, the imbination substantially as described, of two
driving axles with their wheels and (o motors, one arranged to turn each of said
axles with its wheels, said motors, with their respective axles, being movable
relatively to each other in a horizontal plane.
12. In a motor car or truck, the combination substantially as described, of two
driving axles swivelling around vertical axis, an intermediate axle movable trans-
versely relatively to the car or truck frame, the transverse movement of said
intermediate axle causing swivelling movement in said swivelling axles, and three
motors, each axle being provided with one motor arranged to drive said axle with
its wheels, said motors, with their respective axles, being movable relatively to each
other, in a horizontal plane.
13. In a motor car or truck having a flexible wheel base the combination,
substantially as described, with the axles of said car or truck, of two or more motors
journaled, respectively to said axles, said motors being movably connected together,
whereby horizontal movement in one of said axles will tend to cause horizontal
movement in the other axle, through said connected motors.
14. In combination, substantially as described, a car axle, a motor arranged to
drive said axle and having one end supported thereon, a bar having one end supported
on journal boxes on said axle, the free end of said motor being supported by said bar,
and another bar having one end engaging said first name bar, near the axle, and
keeping the same in a substantially horizontal position, the other end of said second
named bar being held in position by engaging a projection or device near another axle
of the car or truck.
15. In combination, substantially as described, a car axle, a motor arranged to
drive said axle and having one end supported thereon, a bar supported on journal
boxes on said axle, the opposite or free end of said motor being supported flexibly by
said bar and capable of vertical adjustment, and another bar having one end engaging
said first named bar and preventing material vertical adjustment therein, the opposite
end of said second named bar engaging a device near or depending from, another
axle of the car or truck.
16. In combination, substantially as described, two car axles, two motors arranged
to drive said axles, each motor having one end supported by the axle which it drives,
a bar or bars supported on journal boxes on said axles, said bars supporting the
opposite or free ends of said motors, and another bar connecting and pivotally
engaging said first named bars.
17. In a railway car or truck, the combination substantially as described, of a
swivelling axle frame, an axle frame adapted to move transversely relatively to the
main truck or car frame, and bars or brackets rigidly secured to said axle frames and
adjustably connected to each other, one of said bars or brackets being provided with a
pivotal bearing engaging in a friction plate sliding in a longitudinal bearing or slot
in the other bar or bracket.
18. In a motor car, the combination substantially as described, of the motor, the
bracket secured thereto and spring seats furnishing a bearing for said bracket, said
bracket being provided with a longitudinal slot adapting said bracket to slide back
and forth adjustably on said spring seats.
19. In a motor car or truck, the combination substantially as described, of the main
frame, one or more driving axles swinging or swivelling around a vertical axis, one or
more motors arranged to drive said axles, and a transversely moving axle, the

page_text: transverse movement of the same causing a swivelling movement in said driving axle
or axles with their motors.
20. In a motor car or truck, the combination substantially as described, of the main
frame, two swivelling driving axles, motors arranged to drive said axles, and a
transversely moving axle located between said swivelling axles, said transversely
moving axle affording a flexible support for the inner ends of said motors.
21. The combination, substantially as described, of a motor car or truck and a
motor arranged to drive the same, said motor being provided with curved pedestals or
guides and supported flexibly by springs on the axle which it drives, said motor
moving adjustably on said axle and springs, in the line of said curved guides.
22. In a motor car or truck, the combination substantially as described, of a motor
arranged to drive said car or truck, curved pedestals or guides secured to said motor,
a journal box or boxes on the axle driven by said motor, said journal boxes having
sides curved to correspond to the curvature of said pedestals or guides, and springs
supporting said motor on said curved journal boxes, said motor having a curvilinear
adjustment on said journal boxes, relatively to said axle.
23. In a motor car or truck, the combination substantially as described, of the
driving axle, the motor supported flexibly on said axle and arranged to drive the
same, a shaft arranged to convey or transfer power to said driving axle and means
for causing a flexible adjustable movement in a curve between said motor and driving
axle, whereby the shaft which drives said axle will always retain its normal distance
from the same.
24. The combination, substantially as described of a motor car or truck, a motor
arranged to drive the same, springs placed above and below the driving axle and curved
guides arranged to cause a curvilinear flexible adjustment between said axle and
motor.
25. The combination, substantially as described, with two shafts, of gear wheels
arranged to communicate motion from one of said shafts to the other, said gear
wheels being arranged on their respective afts in pairs, the two wheels of each pair
having their teeth formed diagonally on their peripheral surfaces and the teeth of the
respective wheels inclining at an angle toward those of the other wheel of the pair on
the same shaft.
26. In a motor car or truck, the combination substantially as described, of the
driving axle, the motor which drives the same and gear wheels arranged to com-
municate power from said motor to said driving axle, said gear wheels being arranged
on their respective shafts in pairs, the two wheels of each pair having their teeth
formed diagonally on their peripheral surfaces, and the teeth of the respective
wheels inclining at an angle toward those of the other wheel of the pair on the same
shaft.
Dated this 22nd day of Ananst 1500