Improvements in Electric Motors.
Year: 1899

page_text: Date of Application, 10th June, 1899
Complete Specification Left, 12th Mar., 1900-Accepted, 14th Apr., 1900
Improvements in Electric Motors.
I, WILLIAM JOSEPHI STILL, of 70, Yorkville Avenue, in the City of Toronto,
in the County of York, in the Province of Ontario, Canada, Electrician, do
hereby declare the nature of this invention to be as follows:-
My invention relates to improvements in electric motors more particularly
adapted for vehicle work and the object of the invention is to design a simple
form of motor of a maximum efficiency for a minimum weight and in which the
motor may be so connected to the frame and axle, so as to dispense with
differential gear in the main driving axle and it consists essentially of a motor,
the fields of which are connected to a supplemental shaft at one end, and the
armature connected to a supplemental shaft at the opposite end, such supple-
mental shafts being caused to rotate in opposite directions and being so con-
nected to the main driving wheels or independent rotating parts as to cause
them to rotate in the same direction to propel, the parts being arranged in detail as
hereinafter more particularly explained.
Fig. 1, is a perspective view of a vehicle gear showing the manner in which
my motor is supported on the frame.
Fig. 2, is a longitudinal section through the motor and shaft.
Fig. 3, is an end view of the motor.
Fig. 4, is a detail of the brush holder.
In the drawings like letters of reference indicate corresponding parts in each
figure.
of
A is the front axle, B the rear axle, CC the double reach, D the front
wheels and EE are the wheels, which are journalled on the end of the axle
and are preferably provided with sprocket wheels e and e. The double reach CC
is suitably connected and braced to the front and rear axles A and B, but it,
is not necessary here to particularly describe it. F is the motor frame, which
is substantially rectangular in form and is suitably supported on the reaches C C.
G is the motor, which consists of the field magnets G having the pole faces g
and the lateral extensions g', which are preferably formed of iron and con-
nected to non-magnetic rings and g, which are journalled on the axle
the armature 1. The ring has a portion extending longitudinally with
the shaft and forming a sleeve thereon, which is provided with end jaws g
and a universal joint connection between them and the supplemental
shaft G, thus connecting the field, which is designed to
a driving
hereinafter described with the supplemental shaft G2, which is
shaft. The armature shaft is provided at the end with a jaw ¹ suitably
secured on the end of the. shaft and connected by a universal joint as indicated
to the inner end of the supplemental shaft G³. The shaft G2 at the outer end
is provided with a sprocket pinion I. which is connected by a sprocket chain J
to the sprocket wheel e secured to the wheel E. The outer end of the shaft G³
is provided with a sprocket wheel K. K¹ is an idle sprocket wheel journalled
in a suitable stud in the frame F of the motor and L is a sprocket chain passing
rotate as

page_text: over the idler K under the sprocket wheel K and over the sprocket wheel e¹
secured on the wheel or rotating part E. The sleeve at one end of the
motor as well as the shaft h at the opposite end is supported and rotates within
the hangers M and M, which are pivotally connected to the frame at the
top by the studs m and m¹, the said hangers having their lower ends pivotally
connected by the pins m² m² to the collar m³ in which the sleeve g of the field
magnet and the axle h of the armature rotate.
It will be noticed on the right hand side of the figure that the collar m³
really forms a journal for the end of the universal joint connection secured on
the end of the shaft . It will, therefore, be understood that the diameter of
the journal collars or bearings m³ is the same at both ends. is a collar or
sleeve forming part of the end ring g³.
and gå
2 and 2 are metal rings insulated at each end from the sleeves
respectively and separated by annular insulating projections 3 and 31. 5 is a
wire leading from the inner ring 2 at one end to the siem 6 of the brush 7 of
the commutator and 8 is a wire leading from the outer ring 2 at one end to
the stem 9 of the brush 10 of the commutator. At the opposite end, 11 is a
wire leading from the inner ring 2 to the fields and 12 is a wire leading from
the outer ring 21 at this end to the fields. 18 and 14 are the contact brushes
for the outer and inner rings respectively by which the current is conveyed
through the wires 131 to the metal rings 2 2. thence by the wires 11 and 12
to the fields. 15 and 16 are the brushes at the opposite end on the outer and
inner rings 2 by which the current is conveyed from the wires 15' and through
the wires 5 and 8 to the brushes 7 and 10.
The outer end of the stem of the brush is provided with a brush holder 71
having a weighted outer end 72. This is an important provision in my motor
as the commutator rotating in one way and the fields in another it is necessary
to have the weight at the outer end of the brushes, so that the centrifugal force
will keep the inner end of the brushes pressed upon the commutator.
It will be seen from the construction of my motor and its connections to
the wheels or rotating parts that such motor dispenses with the differential gear
and is really a differential motor in so far, that the armature rotates in the
opposite direction to that of the fields and I find in practice that from this fact
my motor can be made of much greater efficiency and less weight than any of
which I am aware, alapted for vehicle work.
On account of the end of the rotating field at one end being connected by
a universal joint to a supplemental shaft and the end of the armature shaft being
connected by a universal joint to a supplemental shaft at the opposite end, it
is not necessary in practice to provide a very rigid attachment of the shaft in
its bearings and not only this but all twisting or extra friction produced in
ordinary motors and vehicles by the racking or twisting of the frame and
consequently throwing the bearings out of alignment is absolutely avoided.
Dated the 10th day of Tun 1800
G. F. REDFERN & Co.,
4, South Street, Finsbury, London,
Agents for the Applicant.

page_text: hereby declare the nature of this invention and in what manner the same is
to be be performed, to be particularly described and ascertained in and by the
following statement: ---
My invention relates to improvements in electric motors more particularly
adapted for vehicle work and the object of the invention is to design a simple
form of motor of a maximum efficiency for a minimum weight and in which the
motor may be so connected to the frame and axle, as to dispense with
differential gear in the main driving axle and it consists essentially of a motor,
the fields of which are connected to a supplemental shaft at one end, and the
armature connected to a supplemental shaft at the opposite end, such supple-
mental shafts being caused to rotate in opposite directions and being so con-
nected to the main driving wheels or independent rotating parts as to cause
them to rotate in the same direction to propel, the parts being arranged in detail as
hereinafter more particularly explained with reference to the drawings filed with
my Provisional Specification.
Figure 1 is a perspective view of a vehicle gear showing the manner in which
my motor is supported on the frame.
Figure 2 is a longitudinal section through the motor and shaft.
Figure 3 is an end view of the motor.
Figure 4 is a detail of the brush holder.
In the drawings like letters of reference indicate corresponding parts in each
figure.
:
A is the front axle, B the rear axle, C, C the double reach, D the front
wheels and E, E are the wheels, which are journalled on the end of the axle
and are preferably provided with sprocket wheels e and e¹. The double reach C, C
is suitably connected and braced to the front and rear axles A and B, but it
is not necessary here to particularly describe it. F is the motor frame, which
is substantially rectangular in form and is suitably supported on the reaches C, C.
G is the motor, which consists of the field magnets G having the pole faces g
and the lateral extensions g', which are preferably formed of iron and con-
nected to non-magnetic rings and g, which are journalled on the axle h of
the armature H. The ring has a portion extending longitudinally with
the shaft and forming a sleeve thereon which is provided with end jaws g
and a universal joint connection between them and the supplemental
shaft G2, thus connecting the field, which is designed to rotate as
hereinafter described with the supplemental shaft G2, which is a driving
shaft. The armature shaft is provided at the end with a jaw A suitably
secured on the end of the shaft and connected by a universal joint as indicated
to the inner end of the supplemental shaft G. The shaft G2 at the outer end
is provided with a sprocket pinion I, which is connected by a sprocket chain J
to the sprocket wheel e secured to the wheel E. The outer end of the shaft G³
is provided with a sprocket wheel L. K' is an idle sprocket wheel journalled
in à suitable stud in the frame of the motor and L is a sprocket chain passing
over the idler K' under the sprocket wheel K and over the sprocket wheel e
secured on the wheel or rotating part E. The sleeve at one end of the
motor, as well as the shaft at the opposite end, is supported and rotates within
the hangers M and M', which are pivotally connected to the frame F at the
top by the studs m and m¹, the said hangers having their lower ends pivotally
connected by the pins m² m² to the collar m³ in which the sleeve t of the field
magnet and the axle of the armature rotate.
It will be noticed on the right hand side of the figure that the collar m³
really forms a journal for the end of the universal joint connection secured on
the end of the shaft h. It will, therefore, he understood that the diameter of
the journal collars or bearings m³ is the same at both ends. is a collar or
sleeve forming part of the end ring
2 and are metal rings insulated at each end from the sleeves
respectively and separated by annular insulating projections 3 and 3¹,
and g
5 is a

page_text: wire leading from the inner ring 2 at one end to the stem 6 of the brush 7 of
the commutator and 8 is a wire leading from the outer ring 21 at one end to
the stem 9 of the brush 10 of the commutator. At the opposite end, 11 is a
wire leading from the inner ring 2 to the fields and 12 is a wire leading from
the outer ring at this end to the fields. 14 is the contact brush for the
outer ring 2, and a similar brush (not shown as it is cut away in the section
Figure 2) is provided for the inner ring 2. By means of these brushes the
current is conveyed through the wires 133 to the metal rings 21, 2, respectively
and thence by the wires 12 and 11 to the fields. 15 and 16 are the brushes at
the opposite end on the inner and outer rings 2 21 respectively by which the
current is conveyed from the wires 15 and through the wires 5 and 8 to the
brushes 7 and 10.
The outer end of the stem of the brush is provided with a brush holder 71
having a weighted outer end 72. This is an important provision in my motor
as the commutator rotating in one way and the fields in another it is necessary
to have the weight at the outer end of the brushes, so that the centrifugal force
will keep the inner end of the brushes pressed upon the commutator.
to
It will be seen from the construction of my motor and its connection
the wheels or rotating parts that such motor dispenses with the differential gear
and is really a differential motor in so far, that the armature rotates in the
opposite direction to that of the fields and I find in practice that from this fact
my motor can be made of much greater efficiency and less weight than any of
which I am aware, adapted for vehicle work.
On account of the end of the rotating field at one end being connected by
a universal joint to a supplemental shaft and the end of the armature shaft being
connected by a universal joint to a supplemental shaft at the opposite end, it
is not necessary in practice to provide a very rigid attachment of the shaft in
its bearings and not only this but all twisting or extra friction produced in
ordinary motors and vehicles by the racking or twisting of the frame and
consequently throwing the bearings out of alignment is absolutely avoided.
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 motor vehicle and the like, the combination with the main driving
axle and sprocket wheel secured at each end thereof, of the frame, the armature
and axle thereof designed to rotate in one direction and having a sprocket pinion
on the end, an idler sprocket pinion suitably journalled in the frame and a
chain over the gear passing around the idler under the gear pinion and over
the gear wheel, at one end of the axle, and the field suitably journalled
peripherially outside the armature and upon the axle of the same designed to
rotate in the opposite direction and having a gear pinion on the end of the
field axle and the chain connecting such gear pinion to the sprocket wheel at
the opposite end of the axle as specified.
2. In a motor for vehicles or like purposes, the combination with the armature
and axle thereof designed to rotate in one direction and the supplemental axle
forming an extension thereof, and a universal joint connecting the same, of
the fields suitably journalled peripherially outside the armature and upon the
axle of the same and designed to rotate in the opposite direction and the supple-
mental shaft forming an extension of the rotating field and a universal joint
connecting the shaft to the field as and for the purpose specified.
3. In a motor for vehicles and like purposes, the combination with the
armature and axle thereof designed to rotate in one direction, and the supple-
mental axle forming an extension thereof and a universal joint connecting the
same, of the fields suitable journalled peripherially outside the armature and
upon the axle of the same and designed to rotate in the opposite direction and
the supplemental shaft forming an extension of the rotating field and a universal

page_text: joint connecting the shaft to the field, the hangers pivotally connected to the
frame of the carriage, so as to have a vertical swing, the collars connected on
horizontal pivots to the hangers and forming supporting bearings for the fields
and armature as and for the purpose specified.
4. The combination with the fields having the longitudinal extensions and the
end non-magnetic rings, of the armature and the shaft extending through such
rings, the hangers located at each end and pivoted on a stud forming part of
the same, the collars pivoted on end pins at the lower ends of the hangers and
forming bearings for the motor, the insulated ring at each end provided with
metal rings, the brushes journalled on the hangers and contacting with such rings
and leads from such brushes at one end to the commutator brushes and at the
opposite end to the fields as and for the purpose specified.
5. The combination with the fields having longitudinal extensions and the end
non-magnetic rings, of the armature and the shaft thereof extending through
such rings, the hangers located at each end suitably connected to the frame and
forming a bearing for the field axle and the armature axle, the insulated rings
at each end provided with metal rings, the springs suitably journalled and
connecting with such rings and leads from such rings to the commutator brushes
and to the fields as specified.
Dated the 12th day of March 1900.
G. F. REDFERN & Co.,
4, South Street, Finsbury, London,
Agents for the Applicant.