Improvements in Arrangements and Mechanism for Stopping and Starting Tramcars, Omnibuses, and other Vehicles Running on Rails or Common Roads.
Year: 1889

page_text: Date of Application, 21st Sept., 1889
Complete Specification Left, 21st June, 1890-Accepted, 26th July, 1890
PROVISIONAL SPECIFICATION.
Improvements in Arrangements and Mechanism for Stopping and
Starting Tramcars, Omnibuses, and other Vehicles Running on
Rails or Common Roads.
1 WILLIAM GIFFARD of 23 New Bailey Street Salford in the County of Lancaster
Engineer do bereby declare the nature of this invention to be as follows:-
My improvements relate to stopping and starting apparatus for tramears, omnibusses
and other vehicles, in which the momentum of the vehicle is stored in the act of
stopping the said vehicle, and used in starting it again into motion, and has for its
principal object to provide a simple and efficient apparatus which shall be reversible,
or double acting, that is to say which shall be capable of storing power in the act of
Stopping the vehicle in whichever direction it may be running, and consists in
arranging (in the case of a tramcar) on each axle one or more small chain wheels,
running loose and having a clutch formed on it, which geers with another clutch
keyed on the axle, this also having a clutch which geers with a large chain wheel, also
running loose on the axle, or it may be arranged to run loose on a sleve projection
from the part of the clutch keyed on the axle. In connection with and between the
axles I arrange, on a suitable guide and fixing carried from the undercarriage of the
car, one or more series of volute, spiral or other springs, the said springs taking
compression towards either axle, according to the direction the car may be running,
and having a crosshead at either end, to which the chains for actunting the springs
and car alternately, are attatched cis. a chain is attached to one crosshead then taken
over the small chain wheel furthest from the said crosshead) back and under the other
small chain wheel, on the other axle, and then attatched to the other crosshead.
Another chain being attatched to the first named crossbead but this is taken under the
large.chain wheel, back and over the large chain wheel on the other axle, and its end
secured to the other crosshead. Both these chains where they cross are joined, to act
similar to endless chains. It will he seen that the action of the apparatus is as follows.
The car in motion, the small chain wheel being thrown into geer with the keyed part
by means of its clutch carries it forward and puts the springs into compression during
which operation the large wheel with its chain, has been slipping through its clutch
until the wheels skid and the car stops, at this time both the chain wheels are geered
with the axle, and by disengaging the small chain wheel, the recoil of the springs,
pulling on the large chain wheel, and having increased leverage therby starts the car.
This action being the same either way the car may be travelling. Another feature of
this invention is to arrange and actuate the clutch gear, by means of a friction roller or
rollers, having one or both sides formed with an inclined plane, or wedge section, the
roller or rollers acting between one or more incline planes formed on the clutch and
between a collar or collars fast on the axle.
Dated this 20th day of September 1889.
WILLIAM GIFFARD.
COMPLETE SPECIFICATION.
Improvements in Arrangements and Mechanism for Stopping and
Starting Trawcars, Omnibuses. and other Vehicles Running on
Rails or Common Roads.
I WILLIAM GIFFARD of 23 New Bailey Street Salford in the County of Lancaster
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 and accompanying drawings:-
:-
My improvements relate to stopping and starting apparatus applicable to tramcars,
omnibuses and other wheeled vehicles and in which the momentum of the vehicle is
מ.
037

page_text: stored in the act of stopping and utilised in starting or putting the carriage again in
motion.
To render my invention perfectly clear I will now proceed to describe the same in
detail and with reference to the annexed two sheets of drawings.
Fig. 1, sheet 1, is a side elevation of a reversible tram car the lower frame and
axles being drawn in section so as to show my improved starter more clearly.
Fig. 2 on sheet 2 is an enlarged sectional view of a portion of the lower fratning of
a tram car having my invention applied thereto.
Fig. 3 is a plan of a portion of Fig. 2.
Fig. 4 is a view of Fig. 2 at the section line A. B.
Figs. 5 6 7 and 8 are detail views which will be hereafter more particularly
referred to.
The apparatus consists of a helical spring a or series of springs enclosed in a
cylindrical sheet metal case the said case b being secured to blocks e carried on the
axles of the car. The spring and case are thus suspended between the two axles.
At each end of the case b and fitting its interior loosely there is a piston block e with
projecting bolts or studs el which project through slots 6 in the side of the case bas
clearly shown at Fig. 4. The studs also pass through sliding muffs of which there
is one at each end of the case as shown at Fig. 1. The consequence of this arrange-
ment is that if one of the said muffs is moved along the case bit carries with it the
corresponding piston block and compresses the spring against the piston block at the
opposite end of the case. I will now proceed to describe how this compressing of
the spring and consequent storing of power is ntilised to stop and re-start the car. It
will be observed on reference to Fig. 4 that each mufff carries two paws and f.
An endless chain g engages with the paw and a similar endless chain
with the paw.
engages
Clutch
The chain passes over chain wheels mounted loosely on the axles d.
halves are formed in one with or secured to the chain wheels i. The chain h
passes over chain wheels; also mounted loosely on the axles d and similarly
carrying clutch halves. The chain is the chain which at times forces one or
other of the muffs along the case b and compresses the spring a, while the
chain his the chain through which the muff in being forced back by the spring
transmits the power to the axle d and so restarts the car. It will be observed in
Figs. 3 and 4 that opposite to the clutch half there is another clutch half
capable of sliding on the axle but forced to rotate therewith by means of a
slip feather and groove . The clutch half is slid in and out of gear with the
clutch balf by means of a clutch fork suspended in a bracket, from a pin L
and operated to and fro by means of a screwed stud m the said screw stud
engaging with a threaded wheel nut as clearly shown at Fig. 4. The free end
of the screwed stud mis supported in a bracket o as shown and slides to and
fro therein. The nut wheel is toothed on its periphery and engages with a sliding
rack pl forming the inner end of the hook bar p. The two hook bare (one at each
end of the car) are kept in their proper normal position by means of a connecting
spring p. Each hook bar pengages at times in the manner shown with a secondary
hook bar projecting beneath the drivers' platform. This secondary hook bar 9 is
maintained in its proper position relatively to the book bar p by means of a spring q
as clearly shown in Figs. 1 and 2. The hook connections between the bars P and
are of course only necessary in the case of reversible or turntable cars. The book
bars are carried on the bottom framework of the car. The bar is carried by the
reversible portion of the ear, and on the car being rotated on its central pivot the
hooked end of the bar q slips into gear with the corresponding hook on the bars pat
either end. In a non-reversible car the hook connections may be dispensed with.
The bars q, p are pulled forward against the springs q', p2 by the foot lever r and
connections or it might be by a hand lever as shown in dotted lines at Fig. 1.
When the bars 7, p and consequently the sliding rack pl are palled forward by the
said foot or band lever, the nut wheel is rotated by the rack and operates the
screwed stud m and fork k so as to push the clutch Lalf in gear with the clutch

page_text: half and thus cause the clutch half and the chain wheel i to partake of the motion
of the axle d. It will be observed that on the outer side of the paws thickened
links or stop blocks & appear so as to prevent the chain from passing freely through
the paws except in one direction. For example looking at Fig. 3 it will be seen that
if the chain g is pulled in the direction of the arrow, it cannot slide through the pawf
but must move the mufff in that direction. On the other hand if the chain
y were
moved in a direction contrary to the arrow it would pass freely through the paw
and would on the other hand pull forward the muff at the opposite end of the case b.
The chain thus acts only on the muff which it is requisite should be slid along the
case b to compress the spring. Similar thickened links or stops appear on the
chain to the outside of the paws and as it is requisite to carry the chain along
with the moving muff I provide means which are not shown on Figs. 1 and 2 (to
prevent confusion of the drawings,) but which are shown separately in Figs. 5 and 6.
On each muff ƒ I cast suugs between which I place a curved finger t exactly
opposite the centre of the chain h. On the stud which carries the finger I also fix
at right angles to the finger a lever carrying a bowl which is opposite to the
centre of the case b. I also provide a tappet catch v projecting from the block c the
said tappet being in the path of the bowl u
Now it will be observed that when
the muff is at the end of the case the bowl is held up by the tappet catch so
that the fingert lies above the chain as in Fig. 5. But if the muff ƒ should be
pulled along the case by the chain g, as when the car is being stopped, the bowl
is moved clear of the tappet catch and drops, thus allowing the fingert to fall into the
opposite interstice of the chain as in Fig. 6. The bowl is meanwhile rolling along
the bottom side of the case band keeps the finger in its depressed position thus pulling
the chain along with it. When the muff is thrust back again by the spring as for
example when the car is being re-started the paw facts on the thickened links or
stops and takes the chain h back with the muff.
When the muff has reached the end of the case the bowl comes again in contact with
the tappet catch and the parts re-assume the position shown in Fig. 5. As I have
already said the chain is mounted on chain wheels which run loosely on the axles d.
The clutch half gears at all times with the half, the latter half being kept in gear
by the spring w. When the car is running, the clutch half 7 is not allowed to rotate.
being in one piece with the stationary chain wheel. The clutch half rotates with
the axle d and is capable of sliding thereon with a slip feather and groove as in
the case of the clutch half . As a consequence when the car is running, the clutch
half slips on the half owing to the form of the teeth, but when the car is being re-
started by the chain & driving the chain wheel j and clutch half, the half ji grips the
half and drives it, thus rotating the axle d and starting the car. The chains g and h
can be tightened or slackened as desired by means of the adjusting screws gland h¹
which appear in Fig. 1.
The construction and arrangement of the mechanism having been thus explained
will now describe its operation.
•
Referring to Fig. I the car is of course run in the direction in which the driver
looks viz. in the direction of the arrow. When it is desired to stop the car and store
up the momentum as power for re-starting, the driver operates the foot lever ? or
band lever so as to pull forward the sliding rack and rotate the out wheel thus
throwing the clutch half into gear with the clutch half a. The chain wheel i now
revolves moving the chain in the direction indicated in Fig. 1. The chaing pulls
forward the muff at the furthest end of the case, the muff bringing with it the
piston e and compressing the spring in the case. This compression of the spring
goes on until the car is stopped or the wheels are skidded.
When the car is at a
stand the parts are locked in position. The muff ƒ in advancing brings with it
the chain by means of the paw and the travelling finger the action of
which I have herein before described. It will be observed that as the paw
at the top and the paw f beneath, the chains g and are moved in contrary
directions while the car is stopping. The movement of the chain h actuates the
chain wheels and clutch half in a direction contrary to the direction of
is

page_text: rotation of the axles the clutch halves and being in slipping contact.
When the car has stopped, the return thrust of the spring on the muff which
has been advanced, and which would if not counteracted send the car backwards.
is resisted by the action of the chain on the clutch halves which now bite
the clutch halves and tend to send the car forward. The forces of the chain g
and the chain / being thus in equilibrium the car remains stationary. When the
car is to he re-started the driver releases the foot or hand lever or which is
immediately returned by the springs q and p drawing the clutch half out of
gear. The equilibrium of force is thus upset. The muff being released from the hold
of the clutch, is caused to resile by the spring a, pulling with it the lower stretch
of the chain and turning the clutches, so as to rotate the axles d in the proper
direction to re-start the car. The chain wheel j being of larger diameter than the
chain wheel gives greater leverage in starting the car. By the time the muff reaches
the end of the case the car has been propelled for at least its own length and the
starting has been effected without calling for any effort on the part of the cattle. The
car then proceeds on its journey the clutch halves il, remaining out of gear while
the halves remain in rubbing contact. I have found that this rubbing contact of
the clutch halves j, j is productive of noise and I have accordingly devised means
for automatically keeping the said halves out of contact except when the action of the
clutch is required. The means for this automatic separation of the said clutch halves
form inter alia the subject matter of a further application for Her Majesty's Letters
Patent No. 19374 of 1889, and will be fully described in the complete specification
which it is my intention to file in pursuance of the said application. The apparatus
being made double the car starter will act in either direction, for when the car is
slewed round on its pivot the muff which was at rest during the operation just
described will be brought into action when the car is making a return journey in the
opposite direction. The hook portions q p³ are formed as shown so as to engage
automatically when the car boly is turned on its pivot the part q slipping out of gear
with the part på at one end of the car framing and into gear with the corresponding
part 3 at the other end of the car framing upon each occasion that the car body is
reversed as for example at the end of a journey. When a non-reversible car is used
this hook connection is of course dispensed with and the mode of actuating the clutch
lever could be greatly simplified. The entire apparatus may be boxed in to preserve
it from dust, dirt and the weather.
It will be understood that I do not confine myself to the exact disposition or
form of these parts or details of my invention which can be obviously modified.
I have pointed out a modification of a band lever which might be used instead of
a foot lever and it will for example be apparent that other modes than the described
rack, nut wheel and screw might be used to throw the clutch halves and into and
our of gear especially where the car body is not pivotted to the under framing as it is
in the illustrated example.
show at Fig. 7 where
For example I might use such an arrangement as
by simply depressing a fork 1 containing a grooved wheel 2 capable of embracing
both halves and of the eclutches, the two said halves can be brought together
against the pressure of an interposed spring 3 which would disconnect the clutch
halves when the fork and grooved wheel were again raised. Again, to prevent
possible overstraining and breakage by too sudden engagement of the clutch
balves, I might modify their form as in Fig. 8 making the chain half i¹ of
the clutch with a frictional strap 4 on its periphery and having pins 5 on the
revolving half. These pins would when the halves are thrust together, engage
with the lugs 6 on the strap 4 and if the shock or strain were excessive the frictional
strap would give a little and so minimise the danger of breakage. An additional
advantage of this arrangement would be that the engagement between the halves
would be made more likely to be completely effected in all cases than in the case of a
clutch having a number of teeth as in the preceding Figs. Instead of the clutches
described and shown a frictional clutch might be used. In selecting a pivotted or
reversible car to show in combination with my invention I have purposely chosen a

page_text: type of car in which the most practical difficulties are to be met with and
Overcome.
Although I have specifically described my invention in connection with a tram car
it will be obvious that it is applicable to other types of wheeled vehicles.
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. The general arrangement construction and combination of parts composing my
improved apparatus for stopping and starting tram cars, omnibuses and other wheeled
vehicles substantially as herein before described and as illustrated.
2. The improved apparatus for the purposes specified and consisting of a spring a or
series of springs confined in a case and acted upon by pistons connected to sliding
muff's operated by chains passing over chain pulleys which operate clutches capable
of being manipulated by the driver or person in charge so as to compress the spring or
springs during the stopping of the vehicle and to utilise the power thus stored for
re-starting the vehicle substantially as herein before described and illustrated.
3. In apparatus of the indicated nature the spring a and case 6 in combination with
the sliding muffs and chains g and h for the purposes and arranged and acting
substantially as herein before described and shown.
4. The means for throwing the clutch halves into and out of gear, said means
consisting of the combination of the foot lever or hand lever and parts, the hook
bars p, racks p, spring p, nut wheels n, screwed studs m and fork arranged and
acting substantially as described and shown.
5. The means for seizing the chain and moving it with the muffs during the
compression of the spring said means consisting of the Singer, stud t¹, lever u and
howl u acting in concert with the tappet catch with the objects and substantially as
described and shown.
6. In the indicated apparatus forming the starting chain wheel j of larger diameter
than the compressing or retarding chain wheel i so as to give the requisite leverage for
enabling the compressed spring more easily to restart the vehicle substantially as
described and shown.