Improvements in or connected with Means for Stopping and Starting Vehicles.
Year: 1891

page_text: Date of Application, 22nd Aug., 1891
Complete Specification Left, 22nd June, 1892-Accepted, 22nd Nov., 1892
PROVISIONAL SPECIFICATION.
Improvements in or connected with Means for Stopping and
Starting Vehicles.
I, SAMUEL AUGUSTINE DE NORMANVILLE of Jermyn Street, Liverpool, in the
County of Lancaster, Engineer, do hereby declare the nature of this invention to
be as follows:-
This invention has mainly reference to means for or modes of storing or
accumulating the power due to the momentum of a vehicle in motion given out and
used in bringing it to state of rest, or in reducing its rate of speed, and for the
employing the power so stored or accumulated in overcoming the inertia of the
vehicle in restarting it, or increasing its rate of speed. Thus not only does
the apparatus or means serve as a brake to the vehicle, but also stores the work so
given out (which is ordinarily lost in braking the vehicle) and restores it when
restarting. When the vehicles are drawn by horses, by using this invention, it
will be seen, the great strain ordinarily put upon the animals when starting a car
and overcoming the inertia of it, is obviated.
According to this invention, I employ a spring or springs, tooth, friction, or
equivalent gear, arranged on and connected with the axle of the wheel of the
vehicle (or in some cases partly on the vehicle and partly on the wheel axle or
wheel): a detent device or devices on the car, and in some cases automatically
engaging and disengaging mechanism. In action by engaging a detent with the
mechanism, or operating upon the mechanism as hereinafter described, the power
due to the momentum of the vehicle, when bringing it to a state of rest or slowing
it, is stored, the spring or springs becoming wound up or coiled, and then upon
releasing the detent or operating as hereinafter described the spring or springs
either directly or through said tooth, friction, or equivalent gear, act on the
axle or wheel of the vehicle and rotate it in the same direction, as they were
travelling when the vehicle was stopped or slowed: or in some cases in the reverse
direction.
Further, by providing another detent mechanism, with mechanism as above
specified, the stopping or slowing of a vehicle, and the storing and regiving out of
work and power in restarting or increasing its rate of speed, will serve for vehicles
which are adapted to travel with either end foremost, or for cases in which it is
desired to back the vehicle.
The engaging and disengaging mechanism above referred to would comprise an
automatic friction clutch device, as for instance, a roller and inclined plane device,
or other friction clutch, or pawl and ratchet, or their equivalent. The tooth,
friction, or equivalent gearing above referred to would consist of tooth or friction
wheels, such as bevel or spur gearing, by which, in the different arrangements, by
holding or stopping one or other of the wheels thereof or parts connected therewith
(or in some cases by leaving them free) the desired direction of motion may be
given to the vehicle after the spring or springs have been wound or coiled up.
very convenient form of such gearing is a bevel wheel triplet comprising two bevel
wheels on the same axis, say, and a third bevel wheel meshing with said wheels,
and mounted on an axis vertical to the axis of said two wheels. The engaging and
disengaging mechanism when employed would be connected to and adapted to
operate in connection with the gearing wheels above specified, whilst the detent
mechanism would, as already stated, engage and disengage with the engaging and
disengaging mechanism, accordingly as it is desired that such mechanism should be
held or run free: or, the detent may engage directly with said gearing wheels,
when the engaging and disengaging mechanism is not employed.

page_text: In one arrangement under this invention one end of the spring is fixed to a
revolving part (say the wheel, axle or hub) whilst the other end is fixed to one of
the toothed gear wheels.
In another arrangement one end of the spring is fixed to a stationary part of the
vehicle in lieu of a revolving part as above specified.
The axis of the intermediate wheel of the tooth gearing is, according to one
construction, adapted to revolve with the vehicle wheel or axle: whilst in another
arrangement its axis is free on the wheel hub or axle (in which case it may con-
veniently be mounted in a disc or plate) and will in some cases have a clutch or
friction gear in connection with it.
In some cases, when the fixed end of the spring is anchored to a revolving part,
by holding by the detent the free end of the spring the vehicle is stopped or slowed,
and it is rotated by releasing the detent when the free end of the spring through
the gear overruns the fixed end and so moves the vehicle.
In another case the vehicle is stopped or slowed by engaging the detent with the
gearing, and causing the free end of the spring to overrun the fixed end, and is
restarted by holding the free end of the spring by a detent and allowing the spring
to simply unwind. For cases in which the car is desired to go with either end
foremost (or when it is desired to back a vehicle) both of the above modes of
combining and adapting the parts to operate may be employed: whilst for vehicles
adapted to move only in one direction either of them may be employed.
In some cases wherein the fixed end of the spring is anchored to the car frame
or a stationary part and the other end to one of the tooth gear wheels or part
connected therewith by holding or locking one or other of said wheels or part
connected therewith, or clutch, the spring may be wound up, and then upon
releasing or unlocking said wheel or wheels, clutch, or part connected therewith the
spring unwinds and revolves the wheel or axle of the vehicle either directly or by
reverse action of the gearing, through a clutch or otherwise. The power so stored
may by the gearing be adapted to revolve the vehicle wheel in either direction.
In some cases in lieu of the intermediate gear wheel axis being adapted to be
held directly or through a clutch, the said intermediate wheel may be adapted to
be put into or out of gear with the other wheels of said gear and the gear operated
in that manner.
In most cases when the intermediate wheel of the tooth gearing above specified.
is in active operation, it serves to reverse the direction of the force which has been
applied to or is being applied by the spring.
I may use a stop device to prevent over-winding of the spring as well as to
prevent its complete running down. In this stop device I make use of a bolt or
key working in a slot or key way in a tooth wheel or other part of the mechanism
having a projection fitting into a helical groove or short screw thread cut in the
axle or another part of the mechanism. The rotation of the part by means of the
projection working in the helical groove advances and retires the bolt or key in
the slot or key way to two extreme positions in each of which it prevents further
winding or unwinding as the case may be.
I may enclose the spring or springs in a drum which may have openings in its
side through which the springs may be wound into their places, or a continuous
opening along one side closed by a cover plate after the springs are in position.
Or the drum may be divided longitudinally, the one part forming a cover plate to
the other after the springs are placed in position.
The different elements or parts hereinabove specified may be arranged and
adapted to effect the end sought by different constructions or combinations of such
parts, and the invention is therefore not confined to any of the arrangements or
combinations hereinabove more particularly set forth.
Dated this 21st day of August 1901
CHEESBROUGH & ROYSTON,
15, Water Street, Liverpool, Applicant's Patent Agents.

page_text: COMPLETE SPECIFICATION.
Improvements in or connected with Means for Stopping and
Starting Vehicles.
I, SAMUEL AUGUSTINE DE NORMANVILLE, of 38, Jermyn Street, Liverpool,
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 :-
This invention has mainly reference to means for or modes of storing or accumu-
lating the power due to the momentum of a vehicle in motion given out and used
in bringing it to state of rest, or in reducing its rate of speed, and for employing
the power so stored or accumulated in overcoming the inertia of the vehicle in
restarting it, or increasing its rate of speed. Thus not only does the apparatus or
means serve as a brake to the vehicle, but also stores the work so given out (which
is ordinarily lost in braking the vehicle) an 1 restores it when restarting. When
the vehicles are drawn by horses, by using this invention, it will be seen, the great
strain ordinarily put upon the animals when starting a car, and overcoming the
inertia of it, is obviated.
According to this invention, I employ a spring or springs; tooth, friction, or
equivalent gear, arranged on and connected with the axle of the wheel of the
vehicle (or in some cases partly on the vehicle and partly on the wheel axle or
wheel): a detent device or devices on the car; and in some cases, automatically
engaging and disengaging mechanism. In action by engaging a detent with the
mechanism, or operating upon the mechanisin as hereinafter described, the power
due to the momentum of the vehicle, when bringing it to a state of rest or slowing
it, is stored, the spring or springs becoming wound up or coiled, and then upon
releasing the detent, or operating as herein after described, the spring or springs
either directly or through said tooth, friction, or equivalent gear, act on the axle
or wheel of the vehicle and rotate it in the sime direction, as they were travelling
when the vehicle was stopped or slowed or in some cases in the reverse direction.
Further, by providing another detent mechanism as above specified, the stopping
or slowing of a vehicle, and the storing and regiving out of work and power in
restarting or increasing its rate of speed, will serve for vehicles which are adapted
to travel with either end foremost, or for cases in which it is desired to back
the vehicle.
The engaging and disengaging mechanism above referred to would comprise an
automatic friction clutch device, as for instance, a roller and inclined plane device,
or other friction clutch, or pawl and ratchet, or their equivalent. The tooth,
friction, or equivalent gearing above referred to would consist of tooth or friction
wheels, such as bevel or spur gearing, by which, in the different arrangements, by
holding or stopping one or other of the wheels thereof of parts connected there-
with (or in some cases by leaving them free), the desired direction of motion may
be given to the vehicle after the spring or springs have been wound or coiled up.
A very convenient form of such gearing is a bevel wheel triplet comprising two
bevel wheels on the same axis, say, and a third bevel wheel meshing with said
wheels, and mounted on an axle vertical to the axis of said two wheels. The
engaging and disengaging mechanism, when employed, would be connected to and
adapted to operate in connection with the gearing wheels above specified, whilst the
detent mechanism would, as already stated, engage and disengage with the engaging
and disengaging mechanism, accordingly as it is desired that such mechanism should
be held or run free: or the detent may engage directly with said gearing wheels,
when the engaging and disengaging mechanism is not employed.
In one arrangement under this invention one end of the spring is fixed to a

page_text: revolving part (say the wheel, axle, or hub), whilst the other end is fixed to one
of the toothed gear wheels.
In another arrangement one end of the spring is fixed to a stationary part of the
vehicle in lieu of a revolving part as above specified.
The axis of the intermediate wheel of the tooth gearing is, according to one
construction, adapted to revolve with the vehicle wheel or axle: whilst in another
arrangement its axis is free on the wheel hub or axle (in which case it may con-
veniently be mounted on a disc or plate), and will in some cases have a clutch or
friction gear in connection with it."
In some cases, when the fixed end of the spring is anchored to a revolving part,
by holding by the detent the free end of the spring the vehicle is stopped or slowed,
and it is restarted by releasing the detent, when the free end of the spring through
the gear overruns the fixed end and so moves the vehicle.
In another case the vehicle is stopped or slowed by engaging the detent with the
gearing, and causing the free end of the spring to overrun the fixed end, and is
restarted by holding the free end of the spring by a detent and allowing the spring
to simply unwind. For cases in which the car is desired to go with either end
foremost (or when it is desired to back a vehicle), both of the above modes of
combining and adapting the parts to operate may be employed: whilst for vehicles
adapted to move only in one direction either of them may be employed.
In some cases wherein the fixed end of the spring is anchored to the car frame or
a stationary part, and the other end to one of the tooth gear wheels or part con-
nected therewith, by holding or locking one o. other of said wheels or part connected
therewith, or clutch, the spring may be wound up, and then upon releasing or
unlocking said wheel or wheels, clutch, or part connected therewith, the spring
unwinds and revolves the wheel or axle of the vehicle either directly or by reverse.
action of the gearing, through a clutch or otherwise. The power so stored may by
the gearing be adapted to revolve the vehicle wheel in either direction.
In some cases in lieu of the intermediate gear wheel axis being adapted to be
held directly or through a clutch, the said intermediate wheel may be adapted to
be put into or out of gear with the other wheels of said gear and the gear operated
in that manner.
In most cases when the intermediate wheel of the tooth gearing above specified
.is in active operation, it serves to reverse the direction of the force which has been
applied to or is being applied by the spring.
may use a stop device to prevent over-winding of the spring as well as to
prevent its complete running down. In this stop device I make use of a bolt or key
working in a slot or key way in a tooth wheel, or other part of the mechanism,
having a projection fitting into a helical groove, or short screw thread cut in the
axle, or another part of the mechanisın. The rotation of the part by means of the
projection working in the helical groove advances and retires the bolt or key in
the slot or key way to two extreme positions in each of which it prevents further
winding or unwinding as the case may be.
1 may enclose the spring or springs in a deum which may have openings in its
side through which the springs may be wound into their places, or a continuous
opening along one side closed by a cover plate after the springs are in position.
Or the drum may be divided longitudinally, the one part forming a cover plate to
the other after the springs are placed in position.
The different elements or parts hereinabove specified may be arranged and
adapted to effect the end sought by different constructions or arrangements of such
parts, or the converse thereof may be used, and the invention is therefore not
confined to the constructions or arrangements herein more particularly set forth.
The above being the nature of my invention, I will now describe it with the aid
of the accompanying drawings so as to make it fully and clearly understood.
In the different drawings the same letters and figures of reference are used to
denote the same or like parts wherever they occur.
In all the figures the triplet wheels are designated A, B, and C, and the spring D.

page_text: Referring in the first instance more particularly to Figures 1 to 4, Figure 1 is a
transverse section shewing means according to this invention for stopping and
starting a vehicle adapted to run in either direction; Figure 2 is a plan of same;
Figure 3 is a side elevation; and Figure 4 shews in elevation a detail of a clutch.
In this arrangement e represents the wheel of, say, a tram-car; is the axle
thereof which revolves with the wheel; and h represents the bottom of the car.
a' is a clutch ring, working in connection with a sleeve a² having a flange thereon
between which and the ring a', rollers a³ are provided: these parts form a clutch,
the inner part or sleeve a² forming part of or being fixed to the bevel wheel A.
In connection with another sleeve c² (to which the other bevel wheel C is fixed)
is a clutch ring cand this works in connection with the flange of the sleeve c²,
through the gripping rollers c³. Both the sleeves a² and c² (and of course the bevel
wheels A and C fixed thereto) run loosely on the axle f.
The small bevel wheel B is supported from the axle f by a radial pin b¹,
mounted and fixed on the axle f by the boss 62 and key 63, thus the axis of the
wheel B revolves with and about the axle f when such axle revolves.
The spring. D is secured at the outer end to its containing case i, which is
fastened on the inside of the car wheel e, whilst its inner end is secured to the
sleeve a². The fastening by which the opposite ends of this spring are fastened to
their said holding parts may consist of any suitable kind, such as pins, studs, hooks,
or.otherwise.
In this arrangement there are two detents, at and ct. These detents are suspended
by a pin or other suitable joint at their upper ends to any suitable part of or on the
bottom of the car, and receive motion from the platform of the car by bars or
rods a; they work, respectively, in connection with the clutch rings a¹ and c¹,
and engage therewith by their points or heads, which are adapted to enter aper-
tures and e, in the peripheries of the rings a¹ c.
The parts a', a, a3 and the parts c, c², e constitute self acting friction clutches,
in the outer parts and of which are formed or provided, tapered pockets, in
which the cylindrical rollers a³ and c³ are disposed and work. In the respective
rings a' and e', the said pockets have the taper or inclination running in opposite
directions. This is shewn in Figure 3, wherein the right hand half shews the ring a¹
and its rollers and pockets, while in the lower part of the left hand side of this
figure is shewn the ring cl with one of its rollers and pocket: the taper or inclina-
tion of the respective pockets running in opposite directions, is herein clearly shewn.
Three sets of pockets and rollers of the friction clutches are shewn provided in
these figures, but of course any suitable number may be used.
It is to be observed that the automatic action of these clutches is, that when the
rollers a and c as the case may be, are, either through the action of their sleeves a²
or ², or through the action of the rings a¹ or c', caused to move or become pressed
towards or in the narrower part of the pockets in a¹ and c', the said parts af and c
become clutched or frictionally coupled with their corresponding sleeves a² and c²,
and they therefore revolve together. And on the other hand, when the movement of
the said parts a' and a², or either of them, or c¹ or c³, or either of them, is such that
the rollers a³ or c³ are caused to move or become pressed towards the wider part, of
the pockets, then the parts a' and a², or c' and c², are in nowise connected, and are
free to revolve about each other without having any effect upon each other.
If then, the detents are put in gear, that is, they are made to engage with the
outer ring a¹ or c¹, these rings will be held and prevented from turning, and the
gear wheels A and B, on or to which the sleeves a² c² are formed or attached, will
be kept from revolving in the direction of the arrows, respectively; whereas if
the sleeves and wheels A or C are revolved in the opposite direction, no clutching
takes place and they are free to revolve and without any effect upon the
rings a or c¹.
The spring D is so coiled that when wound up it tends to operate the different
parts in the direction of the arrows in Figure 2, and the clutches are so arranged
that when they are engaged by the detents, they prevent the wheels A and C

page_text: from revolving in the direction of the arrows respectively, while allowing free
rotation in the direction opposite the arrows.
It may be here stated that the levers or rods would be connected to any
suitable known form of lever, or foot or hand actuated device on the platform of
the cars, and in a position convenient to its free and easy use by the driver; and
it is also desired to repeat that one lever or actuating device only is disposed or
used on the car at each end, and that by this single lever, all the actions herein
described in connection with the stopping and starting apparatus can be performed.
The action of the invention is as follows:-
Assuming the car to be running in the direction O P', the detent c is thrown
into gear with the clutch ring e', and holds this ring in this engaged position, the
hand or foot gear by which the engagement of the detent is made being pinned or
locked in that position by any suitable known means. The wheel C is thus pre-
vented by its clutch from running backwards, that is, in the direction of the arrow,
but it is free to run in the opposite or forward direction, and during the ordinary
running of the car it does so. In this condition of things (the detent at deing dis-
engaged from the clutch a¹ and the car running), to stop the car and store the power
in the spring D, the detent a* is moved by the driver so as to engage with the clutch
ring a', and is held. The effect of this is, that the rotation of the sleeve a² causes
the rollers a³ to move into the narrower part of the pockets in a', and so bind or
clutch at and a² together, and the wheel A being formed on a² or connected thereto,
it also becomes held stationary. Thus we have one, the inner end of the spring
which is connected to a², held by this clutch, and the consequent action as regards
the spring is therefore, that through its connection to the car wheel e, it becomes
wound up by the further movement of the car and rotation of e. The result is the
stored energy in the moving car is transferred to and stored in the spring, and as it
is taken up by the spring so the car is stopped or slowed.
While the spring is being wound up and the wheel A held, the axle which
carries the wheel B will of course continue to be rotated about the axle f, and in
this rotation the wheel B will be rotated upon its axle and will cause the other
toothed wheel C and clutch sleeve C2 to be rotated in the same direction as the
axles and fare rotating. The effect of this, as regards the clutch c¹ is, that the
rollers e² will be moved into the larger part of the pockets in the ring e' so that
perfect free movement of the part 2 with respect to c', is permitted.
When, upon the winding up of the spring A the car ceases to move, it, that is
the spring, first attempts to uncoil. This, if allowed, would drive the car wheels e
and axle in the direction P O, that is backwards, but this action would cause the
wheels AC to revolve in the direction of the arrows, and this cannot be done as
the backward motion is instantly arrested by the rollers being forced by the
rotation of the sleeve c² into the narrow part of the pockets of c and the whole
mechanism held at rest.
The car can now be started in either direction, but assuming it is desired to
restart it in the direction in which it was running, namely, in the direction OP,
the detent a* is withdrawn from its engagement with a' by the driver. Then the
wheel A commences to revolve, and sets the wheel B in motion, thereby tending to
drive C in the direction of the arrow; but the latter being held by its detent c¹,
the wheel C acts as a fulcrum, and therefore, by the rotation of B round its axis,
such axis and with it the axle f of the car wheel also revolve, and in the
direction O P. During this action, the wheel A overruns the axle f, that is, makes
two turns while the axle makes one, so that the spring is uncoiled although it
revolves with the axle. When the spring is uncoiled, and C is free from pressure,
the clutch sleeve c³ disengages itself, and the wheel runs freely with the car axle,
although the detent c remains engaged with c¹.
If, on the other hand, it had been desired when the spring was wound up and the
car stopped in the manner above described, to restart the car in the opposite
direction, namely, in the direction PO, the detent a would be left locked and
engaged with a', whilst the detent would have been drawn from the clutch

page_text: ring c. The wheel A would thus have been held and prevented from revolving in
the direction of the arrow, and the outer end of the spring attached to the drum or
casing i would commence to drive the wheel e in the direction P O. The rotation
of the axle of B would cause the wheel C to be revolved at twice the speed of the
axle without affecting the action of the car in any way or the operation of the
parts. In such a case, when the spring is uncoiled, the clutch ring a¹ frees itself
and allows the wheel A to revolve with the car axle.
In the case wherein the car is running in the direction P O, the detent a is left
locked or engaged with the clutch ring a', the detent c being disengaged from its
clutch. The car, in this case, may be stopped when required by throwing the
detent et into engagement with c¹. The wheel C being thus held stationary by its
clutch, the wheel B (carried round by its axle 6¹) is caused to revolve about said
axle and upon the wheel C, and thereby driving the wheel A at double the speed
of the axle, so that the spring which is connected to the sleeve a² is wound up by
the wheel A over-running, that is, running faster than the axle f. Upon the car
coming to rest it at first tends to run backwards in the direction O P, but this would
necessitate the wheel A running in the direction of the arrow, which it is prevented
from doing by its clutch rollers a³ being pressed into the narrower part of their
pockets, and thereby automatically clutching or gripping the sleeve a² and the
wheel A; and the car remains stationary.
The spring being now wound up, and both detents engaged, the car can be
started in either direction, as previously explained.
The invention so far described in connection with the vehicle having revolving
axles, is equally applicable to vehicles of which the wheels run on fixed axles. In
such a case one end of the spring will be attached to the vehicle wheel, while the
other end is attached to the gear wheel A, which will be so mounted as to revolve
upon an extension (inward) of the hub of the vehicle wheel, the gear wheel B,
being carried upon an arm or axle rigidly fixed upon the same extension, the
wheel C, running loosely upon the fixed axle or otherwise. Such a construction
would be suitable for omnibuses and room would be found between the wheel and
the body of the vehicle by making the parts of suitable size,.
In order that the detents may be easily withdrawn from the clutch rings, they
may be inclined at the part where the rings a¹ or c¹ bear upon them so that a
tendency is for the rings to disengage the detents. Or, in lieu thereof, the pivot or
support of the detent may be so placed in relation to the rings that the self
disengaging tendency is afforded.
The levers or other means for operating the detents may be arranged to work
entirely from either end, or from both ends of the car instead of being divided as
described; the particular arrangement of levers or operating devices desired is
however a mere matter of compliance with different conditions of the operations
required.
In some cases the clutches above specified may be dispensed with; for instance, in
one case, the apertures or notches in which the detents enter in engaging, may be
provided in a ring rigidly attached to the wheels A C in lieu of the clutch rings a
and c'. The mechanism in such a case would be operated by putting the detents
into and out of gear with these parts for stopping, prevention of backing,
re-starting, &c. as required. For example, to stop the car, one detent is thrown
into gear with the engaging wheel and such wheel is held, and the spring winds up.
Then another detent is thrown into gear with the other wheel and backing is
thereby prevented. When it is desired to start again first one detent is withdrawn,
whereupon the spring unwinds and then when the spring is wound the other detent
is withdrawn. Or, as a further modification, in lieu of the clutches above specified,
detents having spring nosed pawls may be used in conjunction with ratchet teeth in
connection with the wheels A and B such teeth say being provided on a flange
thereon; for instance in lieu of the plain flange of the sleeves A² and C² ratchet
teeth would be provided on their periphery. These pawls would slip over the

page_text: ratchet teeth when the wheels were rotating in one direction, and hold them in the
other, by this means, rotation would be allowed in one direction without taking
the detents out of gear.
As another modification of the above described arrangement, suitable for a single
ended car running in the direction O P, the clutches may be dispensed with on the
wheels A and C, and a rigid ring only, with apertures for engaging with the detents,
employed; and in the place of the clutches, a single clutch would be employed in
the boss or collar b² of the axle b₁ of B in place of a rigid attachment by means of
a key as in Figures 1 to 4.
The car in this case would be stopped by engaging the detent as with the wheel A,
the clutch aforesaid, slipping. To start the car, the wheel A is released, when the
axle will be driven by the clutch in the said boss or collar, the wheel C being held
stationary during this time by its detent-which is left permanently in gear, except
when it is required to back the vehicle.
As regards the modification wherein one end of the spring is attached to the
body or frame of the vehicle, or a fixed axle, or other part, instead of to a revolving
axle, or other revolving part, as in Figures 1 to 4, such an arrangement is illustrated
in Figures 5 and 6 of the drawings, in which Figure 5 is a cross section through an
omnibus or other vehicle having a fixed axle, whilst Figure 6 illustrates the mounting
of the wheel B and the detent arrangement. It may be assumed, for convenience,
that the vehicle is an "omnibus" with the apparatus applied to one wheel, an.l that
the vehicle generally travels in one direction only.
In the drawings, the spring must be assumed to be enclosed within the casing or
drum i having one of its ends fixed to the periphery of the drum, and the other to
the fixed axle f, the drum or case i being itself fixed to one of the triplet wheels A,
but revolves freely about the axle f. The other toothed wheel of the triplet, C, is
rigidly attached to the hub e' of the vehicle wheel e. The wheel B in this case is
carried in the plate or disc b', which runs freely upon the extended boss or sleeve c²
formed on or forming part of the wheel C: this sleeve and the wheel C of course
run freely on the axle f.
In this case one detent only, 64, is provided, and the engagement and dis-
engagement thereof is made with the periphery of the disc 1, it being provided
with notches or apertures equivalent to those (a or c) provided in the rings a¹ and c'
as set forth with reference to Figures 1 to 4.
The wheel A is provided with pockets (one of which is shewn in Figure 6) and
clutch rollers similar to the clutches in Figures 1 to 4. By this clutch when the
wheel A is revolving in the "forward" direction, that is, in the same direction as
the vehicle wheels revolve when going forward, it grips or clutches the sleeves c² of
the wheel C, and the two thereby become temporarily fixed together, or one.
direction of rotation of the wheel is shewn by the arrow on its hub, and the direction
of tension of the spring upon the drum or case i is also shewn by an arrow thereon.
"
The
In operation, when the "bus" is in motion, the spring drum and wheel A are
stationary, while the wheel B revolves at half the speed. When it is desired to
stop the "bus" the detent 6, hanging by a pivot from the body of the "bus as
shewn is thrown into gear, that is, into a recess or notch in the disc or plate b¹ by
the driver or attendant, and so such disc is held. The effect of this is, that the
wheel A is driven in the opposite direction to the motion of the wheel C (that is
"backwards") by the reversing action of the wheel B, and the drum í being
connected to A and the outer end of the spring, the spring is wound up, and the
work, due to the inertia of the "bus," so transferred, brings the "bus to rest.
When the "bus" is brought to rest, the spring at first attempts to reverse its motion,
but the clutch between A and c² comes into play, and the wheel A becomes gripped
or clutched with C through the sleeve c², and a deadlock occurs. To restart the
"bus" the detent 64 is withdrawn from the plate 6', and the vehicle wheel is then
driven forward by the action of the spring and the clutch, the whole triplet A. B
and C with the disc b' revolving together as one.
"

page_text: As a modification of this arrangement, the clutch might be contained or formed
between the disc and the sleeve c² instead of between the wheel A and c². Such
an arrangement would work equally well, the clutch gripping the sleeve c² in the
same direction as just described.
A further modification of the arrangement set forth with reference to Figures 5
and 6, namely, a converse arrangement of that apparatus, consists in so adapting it
that the direction of tension of the spring in the drum or case i is reversed and so
arranging the mechanism that it becomes wound up by the rotation of the drum in
a "forward "direction; in which case mechanism would be provided by which the
drum i, wheel A, and disc could be jammed tightly up against the wheel B, so
that the whole triplet would then be frictionally clutched together and revolve
together, winding up the spring "forwards" when the vehicle was being stopped.
On releasing this mechanism, engaging the detent 65 with the disc b¹ the "backward"
unwinding of the spring would, through the wheel B drive the wheel C and the
In this case no clutch would be required within the
vehicle wheel forwards.
wheel A or elsewhere.
In some cases, as a further modification of the arrangement shewn in Figures 5
and 6, in lieu of mounting the intermediate wheel B in the disc b', and operating it
in the manner set forth with reference to Figures 5 and 6, I mount the wheel B so
that it may, by suitable mechanism, controlled by the guard or driver, be itself
moved into and out of gear with the wheels A and C. One mode of carrying this
modification out is illustrated in Figure 7, wherein the wheel B is mounted on a
swinging arm 6 controlled or operated by the rod 6 from the driver's seat or other
spot. When the wheel B is, by this means, put into gear, it causes the wheel A to
be driven "backwards," while when it is removed, the wheel A grips or clutches
the sleeve c of the wheel C and drives the vehicle forwards.
In some of the arrangements above described, backing of the vehicle is not
provided for. When it is desired to provide for this, I replace the rigid attachment
which prevents backing, by a detachable bolt, catch, or equivalent device capable
of being taken out of gear when required.
It is to be stated, that the different parts of the herein described apparatus or
mechanism may be modified in different ways, or their equivalents used, without
departing from the main or controlling features of the invention, as herein described
and claimed.
For instance as equivalents for the detents shown, strap-brakes, or other brakes,
or other suitable holding devices, may be used in connection with the rings a¹
or ; or with A or C, as the case may be: also in place of the toothed gear
wheels A, B, C, being used, friction wheels may be employed; or, in lieu of
bevelled gearing being used, the triplet arrangement of wheels A, B, C, may be of
spur wheels. This latter form of triplet is shewn in Figure 8 in which the wheel A
has its teeth arranged inside its rim, while the teeth of wheel C, are on its periphery
and the intermediate wheel B, meshes with the teeth of A and C ; B being mounted
on an arm or disc 63, keyed on the axle f.
The "stop" mechanism above referred to, by which the extent of winding or
unwinding of the spring D, is limited is illustrated in Figures 9, 10, and 11, Figure 9
being a longitudinal sectional elevation, and Figures 10 and 11 being cross sections
of the same, at the lines X X, Y Y, Figure 9, respectively.
In these figures a³ or c³ represents one of the sleeves above referred to, and f the
wheel axle.
The
This sleeve has, cut in it, a keyway with closed ends, in which a key-block k is
adapted to move to and fro, whilst the axle has formed on it or attached to it, a
helical thread, k', between the convolutions of which, the key-block k moves.
helical groove formed by the thread k', may be closed by a stop piece k², at each
end. In action as the axle f revolves within the sleeve a² or ², the key-block k is
"screwed" backwards and forwards in the key-way, and on arriving at either end
it is arrested by the ends of the slot or keyway, or by the parts ³, and stops further'
B

page_text: relative movement of the sleeve c² and axle ƒ and, consequently, further winding and
unwinding of the spring.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is :-
1. In apparatus or mechanism for stopping and starting vehicles in either
direction, the combination with the wheels or axles thereof of a spring and gear
wheels by which a reversal of direction of motion may be obtained, said gear wheels
being connected to the spring; and detent mechanism adapted to engage with and
disengage from said gear wheels, whereby said spring can be wound up in either
direction, and the energy so stored, that it can be given out to start or propel the
vehicle in the same direction, or in another direction; substantially as described.
2. In apparatus or mechanism for stopping and starting vehicles, the combination
with a wheel or axle thereof, of a spring, and triplet gear wheels, all carried upon or
revolving with said wheel or axle, and a detent or holding device by which, by
holding one or other of said outer gear wheels, the spring is wound up, and by
releasing one or other of said wheels the spring unwinds driving the vehicle in one
or other direction, substantially as described.
3. In apparatus or mechanism for stopping or starting vehicles, the combination
with a wheel or axle thereof, of a spring and triplet gear wheels, all carried upon
and revolving with said wheel or axle, clutches adapted to automatically grip with
said gear wheels in one direction and slip or run freely in the opposite direction, and
detent or holding device by which by holding one or other of said onter gear wheels
the spring is wound up and by releasing one or other of said wheels the spring
unwinds driving the vehicle in one or other direction substantially as described.
4. In apparatus for stopping and starting vehicles which run in one direction, a
spring connected at one end to a fixed part of or on the vehicle, and at the other
end to one of a set of gear wheels, such as described, interposed between the
spring and the vehicle-wheel to be driven, whereby the spring is wound up, the
intermediate wheel of said gear wheels being adapted to reverse the direction of
motion, and so mounted on a revolving support or piece, that when the latter is
held by a detent or equivalent device, the said wheel becomes operative for said
purpose.
5. In apparatus for stopping and starting vehicles which run in one direction, a
spring connected at one end to a fixed part of or on the vehicle, and at the other
end to one of a set of gear wheels such as described, interposed between the spring
and the vehicle wheel to be driven, whereby the spring is wound up, the intermediate
wheel of said gear wheels being adapted to reverse the direction of motion, and
so mounted on a revolving support or piece, that when the latter is held by a detent
or equivalent device the said wheel becomes operative for said purpose and a clutch
interposed between the part detented on the one hand, and the spring or vehicle
wheel on the other, for the purpose specified; substantially as described.
6. In apparatus or mechanism for stopping or starting vehicles, the combination
of a spring for accumulating and giving out power; the triplet arrangement of gear
wheels, and parts herein specified with reference to Figure 7; the intermediate
wheel B being adapted to be placed in gear with the other gear wheels, or taken
out of gear therefrom, whereby the reversal of direction of motion is provided either
in the winding up or unwinding operation, and direct motion is obtained in the
other as and for the purposes set forth with reference to Figure 7.
7. In apparatus or mechanism for stopping and starting vehicles, the combination
of a spring, a triplet wheel gear, and automatic clutches connected with said triplet
gear, the spring being fixed at one end to the vehicle wheel, or other revolving
part, and at the other, to one of the triplet wheels; for the purposes specified.
8. The combination in apparatus or mechanism for starting and stopping vehicles
in which a spring is employed to receive and accumulate power and give out said

page_text: power, of a triplet arrangement of gear wheels, and automatic clutches in connection
with the outer wheels of said triplet, consisting of an outer ring or wheel and an
inner part, and roller wheels working between said parts within inclined pockets,
substantially in the manner set forth.
9. In apparatus or mechanism for stopping and starting vehicles, in which a spring
is employed to receive and give out power, the combination therewith of a triplet
arrangement of gear wheels wherein the intermediate wheel is adapted to be held
and released as desired, so as to obtain reversal of direction of motion in stopping or
starting the vehicle; for the purposes set forth.
10. The vehicle stopping and starting apparatus or mechanism having its parts
connected and adapted to operate substantially as set forth with reference to
Figures 5 and 6 of the drawings; and the modifications set forth with reference
thereto.
11. The vehicle stopping and starting apparatus or mechanism having its parts
constructed and adapted to operate as set forth with reference to Figures 1 to 4 of
the drawings.
"
12. The combination with a vehicle stopping and starting apparatus or mechanism,
wherein a spring is employed, of a helical " stop device whereby the limit of
winding and unwinding of said spring is provided for, set forth with reference to
Figures 8, 9, and 10.
1st day of June 1892.
CHEESBROUGH & ROYSTON, Fels. Chart. Inst. P.A.,
15, Water Street, Liverpool, Applicant's Patent Agents.