A New or Improved System of Obtaining Motive Power.
Year: 1893

page_text: Date of Application, 19th Dec., 1893
Complete Specification Left, 9th May, 1894-Accepted, 15th Dec., 1894
PROVISIONAL SPECIFICATION.
A New or Improved System of Obtaining Motive Power.
I HENRY COOMBS of No. 576, Woolwich Road, Charlton, in the County of
Kent, Sanitary Engineer, do hereby declare the nature of this invention to be as
follows:-
My invention relates to a new or improved system of obtaining motive power
for propelling carriages, tramcars or other vehicles, or for driving machinery, or for
any other purposes where motive power is required; the said motive power being
produced by equiposing or balancing the weight or load, displacing the load towards
one end by depressing or elevating same about a fulcrum so that the weight or load
is applied towards the centre in such a manner as to produce the motive-power,
means being employed such as a screw and screw thread for imparting impulse to
the weight for the purpose of driving.
According to my invention and when employed for driving a vehicle I so
arrange suitable devices or mechanism that the weight or load becomes equipoised
about the axle or axles, and is then, when necessary, depressed or elevated about
its fulcrum towards one end of the vehicle and by means of a suitable propelling
device or mechanism such as a screw and screw thread capable of being operated by
an attendant the weight or load can be actuated sufficiently to give the necessary
impetus to the vehicle. By so arranging the propelling device or mechanism a series
of impulses may be given to the vehicle so as to produce a constantly acting force
for driving.
Suitable means may also be employed for enabling the motive power to be
controlled.
MELLERSH-JACKSON,
WM.
75, Chancery Lane, London, W.C., Agent for the Applicant.
COMPLETE SPECIFICATION.
A New or Improved System of Obtaining Motive Power.
I, HENRY COOMBS, of No. 576 Woolwich Road, Charlton, in the County of
Kent, Sanitary 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 :-
My invention relates to a new or improved system of obtaining motive power for
propelling carriages, tramcars, or other vehicles, or for driving machinery, or for
any other purposes where motive power is required, the said motive power being
produced by equipoising the weight or load and displacing it towards one or other
end of the framing of the vehicle or machine by depressing, or it may be by
elevating, it about a fulcrum or fulcra, so that the weight or load is applied towards
the centre or driving axle or axles in such a manner as to produce the motive power.
Means may also be employed such as a screw and screw thread or nut for imparting
impulse or additional force to the propulsive action of the weight or load during the
driving or working of the vehicle or machine.
In order that my said invention may be fully understood and carried into effect
I will proceed to describe the drawings hereunto annexed.

page_text: .
DESCRIPTION OF THE DRAWINGS.
Figure 1 is a plan, Figure 2 a longitudinal section on the line A, A, and
Figure 3 a longitudinal section on the line B, B, shewing how my invention
can be applied to a tram-car or other vehicle when two pairs of wheels are
employed.
Figure 4 is a longitudinal section and Figure 5 a part end view, shewing the
invention applied to a vehicle having but one pair of wheels.
Figure 6 is a plan and Figure 7 an elevation shewing one method in which my
invention may be employed for driving machinery.
In all the figures like letters of reference indicate similar parts.
Referring first to Figures 1, 2, and 3 a is the underframe supported on axles b,
each carrying a pair of wheels 6'. Arranged above the underframe and connected
thereto by means of links e' is another frame c which receives the weight or load and
is capable of being moved longitudinally towards either end of the underframe by a
screw d and revolving nut d' as hereinafter explained.
Each of the axles & is provided with two or other suitable number of slotted bars
or slides e whose inner ends are coupled together longitudinally in pairs by the
connecting rods e and whose outer ends are connected by chains or cables e' to
screw-pins carried at the opposite ends of the moveable frame c, said chains or
cables passing around pulleys ee located on the end rails of the underframe.
The screw-pins e enable the tension of these chains or cables to be regulated by
adjusting the nuts e with which the said pins are provided. Those portions of the
axles which pass through the slotted bars or slides e are furnished with bosses or
bushes 6 and bearing against each side thereof and the opposite ends of the
slots in the bars or slides, are spiral springs, f, f whose purpose will presently
appear.
The before mentioned links c' are, in the construction shewn, six in number (but
any other number may be employed) connected together transversely by the upper
and lower tie-rods cc. These rods serve the purpose of firmly bracing together
the opposite sides of the underframe a and the moveable frame e thus imparting
extra rigidity to the frames; the lower rods also serving as fulcra about which
the links c' rock or pivot when the moveable frame is shifted from left to right
or vice versa, during its longitudinal movement and depression or elevation.
When the links c' are in the vertical position shewn at Figure 2, the weight or
Toad carried by the moveable frame will be what I term "equipoised" that is to
say will be acting neither to the right nor to the left of the fulcra c' and therefore
incapable of exerting any longitudinal strain upon the chains or cables e. But by
shifting the moveable frame say to the right, the links e¹ will be rocked towards
the right, the moveable frame becoming at the same time slightly depressed,
thereby allowing the weight of or the load carried by the moveable frame,
to shift the slotted bars or slides e towards the left through the intervention of
the chains or cables e³ and connecting rods e', and in this way exerting a force or
pressure upon the axles towards the left through the spiral springs f, f, and
thereby tending to drive the vehicle as a whole in this direction viz. towards
the left.
The means I have shown for effecting this longitudinal shifting and depression
of the moveable frame consist of the previously alluded to screw d and revolving
nut d' which are carried in bearings formed in the transverse plates 99 extending
across the underframe. The revolving nut d' is furnished with a sprocket wheel d³
operated by a driving chain that passes around a second sprocket wheel, having
handles on its periphery so as to be worked like a ship's steering wheel, the said
wheel being situated at any convenient part of the vehicle where it can be readily
operated by the driver or attendant. Instead of using sprocket wheels and a
chain for actuating this screw, I may if preferred employ a lever for the purpose.
The inner end of this screw d is forked at and is connected to a cross rod or
spindle carried by the lower slotted extremities of the levers d which are

page_text: pivotted on a transverse rod do. The upper portions of these levers are formed
as cams d' and the under part of the transverse end rail of the moveable frame is
furnished with stops or projections et against one or other of which the upper parts
or points of the cams d' strike when the nut d' is revolved in either direction to
actuate the screw d. The striking of the points of these cams against the said
stops or projections suffices to shift the moveable frame sufficiently to cause the
links e' to be deflected slightly out of the vertical and thus allows the weight or
load on the moveable frame to itself act to complete the longitudinal movement
and depression of the said frame, the curved portion of the cams, as the screw d
continues to advance regulating the gradual descent of the frame without any
unnecessary jarring or jolting until the said frame occupies its lowermost position,
when it becomes disengaged from contact with the cams and acts entirely upon the
chains or cables e' thereby compressing the spiral springs that are situated on
the right of the axles (Fig. 2) and exerting a resilient longitudinal force or
pressure upon the said axles as already explained. This resiliency of the acting
force, produced by the spiral springs, is essential in order that the vibrations and
shocks produced during the running of the vehicle may not be transmitted in any
unpleasant degree to the passengers.
When it is desired to cause the vehicle to travel in the opposite direction
the revolving nut is operated in the reverse direction, thus causing the cams d'
to elevate the moveable frame with its load and displace it longitudinally in the
other direction, where it will be again depressed and act upon the axles in the
contrary direction through the slotted bars and chains, in the same manner as just
described.
In order to still further augment the propulsive force which is generated by the
shifting of the equipoised load as already stated, I provide a second screw hand
revolving out h¹ (see Figure 3) which can be operated by the attendant by means
of a sprocket wheel and driving chain in a similar manner to that stated with.
reference to the screw and nut d d' or by any other suitable means.
The front or
inner end of the screw h bears upon one end of a frame i which
bushed at 2
for the reception of the axles b so that by tightening up said screw a longitudinal
force will be exerted upon the axles which will constitute a variable and controllable
pressure at the service of the driver or attendant, so as to be available, when the
vehicle is ascending inclines or meeting with other retarding influences tending to
delay its progress.
Instead of employing the frame i shewn in this figure I may replace it by a
cylindrical rod extending longitudinally beneath the underframe and passing
through screwed holes formed in brackets depending from said underframe, the
cylindrical rod being also screw threaded where it passes through the brackets. At
each end of this cylindrical rod a hand wheel would be provided for operating it,
and adjustable nuts, working on the screw threaded portions of the cylindrical rod
would serve as stops to limit the extent to which said rod could be shifted. These
adjustable nuts, or stops by abutting against the brackets when the hand wheels were
turned would exert a propulsive force thereon tending to shift the vehicle in the
same manner as described above.
In this same figure (Figure 3) I have also illustrated one form of brake
consisting of an ordinary brake-block; coupled to the lower end of the lever j¹ by
the rod, the upper end of said lever being connected by a chain or cord to the
sheave carried by the spindle, which latter can be revolved by a crank handle
under the control of the driver or attendant. The brakes are normally held
"off" by the spiral springs . The said brakes are kept "on when the vehicle
is at rest and "cff" when about to start, and during running. They can of course
be readily applied when it is desired to incidentally stop the vehicle for passengers
to enter or alight, in the ordinary manner.
Although the screws d and hand the brakes are shewn only at one end of the
vehicle, they can if desired be duplicated so as to be at both ends and thus admit
of the vehicle being driven from either end.

page_text: .
Referring now to Figures 4 and 5 which illustrate a modified construction where
one axle only is used, arranged centrally and carrying a single pair of wheels, it
will be seen that the parts are disposed in substantially the same manner as indicated
in Figures 1, 2, and 3 with the exception that the ends of the frame i are supported
in brackets *ix and that pendent end rollers kk are employed to counteract!
the dipping of the ends of the vehicle during running. These rollers are shewn
as being carried by arms k' which are capable of sliding vertically in slots
formed in brackets and are controlled by spiral springs so as to avoid shocks
which would otherwise result when the rollers came in contact with the road
or way.
It should here be pointed out that instead of mounting the slotted bars or slides e
and frame i upon the axle or axles as shewn in the drawings, an independent bar or
bars may be employed for carrying them without in anywise departing from the
nature of my invention. The friction between the revolving axles (if these latter
are made to revolve) and the parts they carry would thus be avoided. In Figures 41
and 5 the screw appliances and brakes are, for sake of clearness, omitted, it being
understood that they are employed in an analogous manner to that already stated
with reference to Figures 1, 2, and 3.
Vehicles constructed according to my invention can by slight and obvious
modifications be very conveniently adapted for military or police use where it is
desired to convey a body of men such as a squad of infantry or policemen quickly
and at a moment's notice from place to place. And in such cases by providing crank
shafts geared up with the axles, the men themselves could by operating pedals, levers,
or the like, materially assist in increasing the speed of the vehicles with but
comparatively small exertion on their part.
invention
Referring now to Figures 6 and 7 which shew a method of applying my
to the driving of machinery, I employ a carriage similar in construction to the
vehicle shewn by Figures 1, 2, and 3, save that I use a central axle having only
one wheel which is flanged so as to run in the circular track or guideway m.
This carriage is connected by a strong framing n to a central vertical shaft o so
that as the carriage runs around the circular track it transmits rotary motion to the
shaft o. By suitable gearing the rotary motion of this shaft can be transmitted to
any desired place for use in driving other shafting or machinery. In this case
where the question of vibration or jolting of the carriage is of less importance,
the spiral springs f. f. may be omitted and in order to increase the active weight
of the load on the moveable frame c, I may use any suitable device such as a
screw and nut for forcing down said moveable frame towards the underfame and in
this way I can add considerably to the longitudinal propulsive force or pressure
exerter by the load and directed upon the axle through the chains or cables e³ and
the slotted bars or slides e.
If desired the wheel instead of being arranged centrally in the carriage may
be situated near one end thereof while the framing connecting said carriage to
the central shaft may be bolted to the opposite end of the carriage. I may
also employ two or other desired number of carriages all connected to the central
shaft and adapted to run in the circular track or guideway m.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I would state that I
do not confine myself to the specific contrivances herein described and shewn for
shifting the moveable frame carrying the weight or load, nor do 1 confine myself
to the other various subsidiary details, as have only shewn one method of
carrying my invention into effect, various other methods can be devised for
applying my invention other than the typical examples indicated, but what I
claim is
1. The new or improved system of obtaining motive power for propelling
AGRIANAS
txama
other vehicles or for driving machinery, or for any other

page_text: or load about a fulcrum or fulcra in such a manner that by shifting or displacing
the said weight or load longitudinally by suitable mechanism, it becomes
depressed (or elevated) with relation to said fulcrum or fulcra and, through
the intervention of suitable devices, becomes applied or directed longitudinally
towards the axle or axles aud is thus converted into a propulsive force or power for
driving the vehicle or machine substantially as herein before described.
2. The manner of augmenting the propulsive force or power generated as above
stated, substantially as hereinbefore described with reference to Figure 3 of the
drawings.
3. My new or improved system of obtaining motive power substantially as
hereinbefore described and shewn by the annexed drawings.
Dated this 9th day of May 1894.
WM. MELLERSH-JACKSON,
75, Chancery Lane, London, W.C., Agent for the Applicant.