Improvements in Electric Locomotives or Street Car Motors.
Year: 1891

page_text: Date of Application, 26th May, 1891-Accepted, 27th June, 1891
[Communicated from abroad by RUDOLF EICKEMEYER, of Yonkers, New York,
United States of America, Manufacturer.]
Improvements in Electric Locomotives or Street Car Motors.
1, HENRY HARRIS LAKE, of the firm of Haseltine Lake & Co., Patent
Agents, 45, Southampton Buildings, in the County of Middlesex, 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 relates to electric locomotives or motors.
In the construction of electric locomotives or street car motors it has heretofore
been generally considered necessary to employ high speed. When such high speed
motors have been used it has been necessary to employ in connection therewith
reducing gearing, such as a worm and worm wheel, bevelled and other wheels,
frictional gearing, or belting, or driving chains, these devices being so arranged as
to impart to the driving axle of the car, or locomotive, a much slower speed, than
that at which the armature is rotated.
In a comparatively few instances, electric locomotives have been devised, in which
the armature shaft of the motor has been directly coupled to a driving axle, or the
wheels thereon, by means of cranks or crank pins, and pitmen or links; and it is to
this direct connection type of electric locomotives that my present invention
pertains. So far as I know, the said locomotives as heretofore devised have never
been applied to practical service.
For partially indicating the practical valve of an organization, having direct
pitmen or link connections, as compared with other electric locomotives of the types
hereinbefore referred to, I will state that in a direct pitman connection locomotive,
all parts of the motor proper may be firmly mounted with relation to each other,
and the motor can be freed from rail shocks.
The direct pitman connection also obviates a well known and serious loss of
power, necessarily involved in the use of toothed gearing, even under the most
favorable conditions, such as few gears, and ample lubrication; and with the said
direct pitman connections, there are no such lost motion strains, or any such "back
lash" strains, as would be incident to the use of belting, or chains, during frequent
stopping, and starting, as in street car service.
With the direct pitman connections between the motor and the driving axle, the
loss in transmission of power, is, I believe, reduced to a minimum, and the pitmen
involve less weight, and they are more reliable, than toothed gearing, and are
smoother in their operation, as well as noiseless.
In electric locomotives having direct pitman connections as heretofore devised,
slow armature speed has been provided for, by armatures of large diameter, and a
magnetic system correspondingly bulky, so that in some cases it would be only
possible to mount the motors for service, wholly above the floor of a cab or car; in
other cases comparatively large motors, as complete structures have been so devised,
as to be mounted on two axles, and to have the cab or car supported on top of the
motor. In locomotives so organized, the cab or car floor would of necessity be
unduly elevated, and this with the great bulk and weight of the motor, would
practically preclude their use, for ordinary street cars, and restrict them to service
as traction machines, after the manner of ordinary steam locomotives.
I know of no direct pitman connection locomotive devised prior to my invention,
which, if applied to street railway service, would possess the characteristics of
electric street cars embodying my invention; in that the present is the first of the
direct pitman connection type, which, while possessing ample power for moving a

page_text: full load at street railway speed, need not, and do not, involve in the motor, the
motor frame, the driving wheels and their motor connections, any more weight than
is actually required for affording sufficient tractional friction, for properly driving
an unloaded car, over the heaviest grades of ordinary street railways. This feature
is of great practical importance as it obviates undue cost in construction; undue
wear and tear of the wheels and rails; and an undue waste in electric energy, no
more power being required at any time for driving an unloaded car than is absolutely
essential. There being no extra or unnecessary weight in the machine, tractional
weight to the required degree, will be afforded from time to time, by the passengers
carried by the car, and the improved motor involves but little weight in proportion
to its power, and its armature can be effectively revolved at the comparatively slow
speed at which the driving wheels can be properly driven.
My direct connection street cars, are also the first known to me, which, while
having requisite power under slow speed, involves such limited bulk in the motor,
that it can be safely located in the vertical space usually available between the
under surface of an ordinary street can floor, and the surface of the ground between
the tracks. This characteristic is of very material consequence, because in new
cars there need be no radical departures, either in sizes of wheels, or in methods of
mounting the car body thereon; or in the construction of car bodies, their platforms,
and steps. This feature, also enables the motor and frame, its driving wheels, and
axle, and its direct pitman connections to be practically applied to ordinary street
cars now in service, and to retain intact on the car, on pair of wheels, and their
axles, thus enabling changes from animal power to electrical, with a minimum
of expenditure in rolling stock.
My electric cars or locomotives are driven by motors embodying valuable features
and containing an armature which has an iron core directly polarized by the field
coil or coils, and magnet metal so disposed as a casing or shell, with relation to the
said coils, and to the armature that substantially all of the magnetic lines developed
by the field coils, must pass through some appropriate portions of the armature
core; and most or all of the said lines have their circuit within the magnetic metal
casing whereas in the motors of all prior electric street cars or locomotives known
to me, the circuits of a large proportion of the said magnetic lines are so remote
from the armature as not in any way to contribute to efficiency in the machine.
After much experimenting I have demonstrated that it is possible and practicable
to develope available magnetic conditions of far greater power in a motor of this
type, than have ever been attained, as I believe in any form of motor of similar or
approximate size and weight, wherein the magnetic field is afforded by separate
electro-magnets.
So far as I know all electric motors heretofore organized for and applied to
service on street cars embody magnetic systems which are capable of only partially
magnetizing the armature core, whereas with my machines in actual service I can
and do magnetize the armature cores to complete saturation, limited in each case
solely by the magnetic conductivity of the iron in the core, and for that reason my
street car motors are much lighter and of much less bulk than any prior motor
known to me, having a corresponding working power. The extraordinary concen-
tration of the magnetic lines of force enables me to not only employ armatures not
much if any larger than those heretofore used below a car floor, but to operate them
at slower speed, and with a power equal to, or greater than, the power of other
prior motors driven at a higher speed.
With a motor developing high power when driven at low speed, the direct pitman
connections are rendered practicable; and with an armature of small diameter, and
a magnetic system of unusually small weight and bulk, in proportion to capacity in
power, nearly all of the problems in street car service pertaining to the economic
application of electric motors to cars, are readily solved; and it will be seen that
with a motor in which all of the magnetic lines of force developed by the field coils
must pass through the armature core, there need be only a minimum waste in
electric energy.

page_text: I have so far called attention to the connection of the motor shaft to the drivers
and referred to the position of the motor under the car body as a valuable feature
in so far as its form enables me to use a low motor car.
I have also stated that the motor is supported on the same springs as the car
body and forms a solid structure with the car body.
The centre of gravity of the motor is in the plane of the axles and the motor
is a part of the car body, and therefore the centre of gravity of the car body is
quite near the ground and like ballast in a vessel tends to keep the car body
in a vertical position. Its mass when in motion acts through its heavy momentum
like a fly wheel and tends to keep the car body in a horizontal position or rather
it prevents the car body from responding to the springs as quickly as it would were
the weight removed.
1
I have shown that my motors operate absolutely noiselessly and that the swaying
and tilting of the car body is very materially reduced as compared with street
car motors of other types where the motors are partly or wholly supported directly
upon the driving axles. This steadiness of motion and absence of all noise and
rattle adds very materially to the comfort of passengers.
In the accompanying drawings,
Figure 1, illustrates in plan view,a car floor frame mounted upon one ordinary
axle and its wheels, and one driving axle and its wheels, the latter being directly
connected by pitmen with the shaft of the motor, and the whole constructed and
organized in accordance with my invention.
Figure 2, illustrates the same in side view.
Figure 3, illustrates in plan view portions of the motor, the motor frame, a pitman,
and one driving wheel and axle.
Figure 4, illustrates the parts shown in Figure 3, beneath a car floor in side
view, but with a driving wheel and its pitman removed.
Figure 5, in plan view illustrates the motor frame, including the central portion
of the motor casing with sides or arms and brackets for connection with driving
axle and car floor frame.
Figure 6, illustrates the said frame in side view.
Figures 7, 8, and 9, illustrate in plan view, side elevation and end view
respectively one of my street car motors as organized to operate on driving wheels
smaller than those on the non driven axle.
Figure 10, illustrates the method of spring mounting one end of the motor on the
driving axle.
Figures 11 and 12 illustrate in plan view a four pole motor and motor frame,
constructed and organized with the driving wheels and car floor frame in accordance
with my invention.
Figure 13, is a horizontal section of a powerful motor specially adapted for
coupling to four driving wheels, with the top section of the motor casing, and
one half of the field coil removed, and the armature shown in section.
Figure 14, is a vertical section of the motor, Fig. 13, the armature being in side
elevation.
Figure 15, is a section of the motor on the line y, Figure 13.
Figure 16, is an end view of the motor without its commutator brushes.
Figures 17 and 18 are respectively an end view of the commutator and one brush,
and a top view of the same.
Figure 19, is a side view of the commutator and one of its brushes.
Figure 20, is a plan view of the motor, the entire motor frame, the four driving
wheels, and the sill framing of a car body on a truck frame.
Figure 21, is a section of Figure 20, on line 2.
Figure 22, is an end view of the same.
Figure 23, is a lateral vertical section in line with one of the axles.
Figures 24, 25 and 26. in several views illustrate one of the parts of the motor
frame which contains an axle jaw, a journal box, a yoke, and springs.

page_text: Figure 27, in top and side views illustrates one of the two complex pitmen or
links connecting the motor with the driving wheels.
Figure 28, illustrates in section the wrist pin connection of the motor shaft
crank disc with the coupling link.
Figures 29 and 30, illustrate a different mode of coupling driving wheels with
the motor, and as a whole adapted to lighter service than the organization,
Figure 20, the main driving link having means for adjusting the wrist pin boxes.
Figures 31 to 34, inclusive, illustrate a different form of frame extension with
axle boxes, springs, &c., well adapted to light service, and showing means for
adjusting the axle boxes in their jaws.
Figures 35 to 35 inclusive illustrate pitmen and connecting rods in which special
torsional flexibility is provided for.
Car bodies may be mounted upon truck frames, although in street cars as
usually constructed no truck frame is interposed between the axles and car
floor, and it is to be understood that the particular construction of said floors
and floor frames may be indefinitely varied without affecting my invention so long
as suitable portions thereof are so arranged that proper connection may be made
with appropriate portions of what I shall term my motor frame, which in an
approved form is spring mounted at one end upon the driven axle, while at the
other end it is supported by the car floor frame. Such a motor frame connected
with the driven axle, constitutes in one sense a two-wheeled truck, inasmuch as one
end of a car is supported thereon, but for sustaining the end of the frame which
embodies a part of the motor casing or shell, a rigid pendant connection with the
car floor frame is essential. While my present disclosures mainly relate to my
motors so organized with a driving axle as to co-operate with an ordinary axle, and
its wheels, certain features of my invention may be employed in connection with a
motor frame which is spring mounted on four wheels, and is in fact a truck upon
which a car body may be carried.
Referring to Figures 1 to 4, inclusive, a car floor frame is indicated at A.
An ordinary axle a, and its wheels are connected with the floor frame by
means of the usual pedestals, box jaws, or journal box frames c, containing suitable
car springs . These parts being intact, as parts of a street car already in use,
may be employed with driving mechanism embodying my invention.
With outside pitman connections between the motor shaft and the driving
wheels, it is obvious that the car springs over the driving axle must be inside of
the driving wheels. If all four wheels of a car be thus driven, and all of the car
springs are inside of the wheels, the lateral bearing or tread on the springs is so
short as to cause the car to be so easily rocked as to render it objectionable, and
hence it is well to have but one axle driven and thereby retain the broad lateral
tread afforded by outside springs on the undriven axle.
In Figure 1 the motor B has its interior construction indicated in dotted lines to
a degree deemed sufficient for the purposes of this Specification, inasmuch as said
figure shows at e and e', the armature and its shaft, and the field coils at f. Said
field coils surround the armature, which, having an iron core is directly polarized
by said coils. The armature and field coils are well enclosed by an iron casing or
shell, which affords a metallic circuit for substantially all of the magnetic lines of
force developed by the field coils, and all of said lines pass through some portion
of the core of the armature.
With these parts of a motor thus organized I have discovered that I can develope
extraordinarily effective magnetic conditions which are of great importance in
electric locomotion, and of special value in such organizations as have the motor
shaft directly coupled to the driving axle by means of cranks and pitmen, and in
which the motor armatures should not be unduly large in diameter, nor operated
at high speed and yet they must be capable of affording high motive power.
ends are attained by me, because with my motor, I can and do secure (as herein-
before indicated,) a complete magnetic saturation of the iron core of the armature,
These

page_text: resulting in such magnetic excitation, with corresponding slow speed efficiency,
as has not heretofore been attained in any street car motor known to me.
My street car motor armatures in their best form are provided with windings in
accordance with inventions heretofore patented to me. Said armatures embody a
set of separate coils or windings, previously formed and then assembled on the
armature core, and secured to the latter at its ends by means of studs or pins, which.
afford lateral abutments for each of said coils, and with the usual bauding at the
periphery, said studs render the core and winding a substantially solid structure.
Armatures of this type are able to and have successfully resisted the heaviest
working strains to which I have ever been able to subject them.
The casing or shell of the motor may be varied in its construction without
departing from certain portions of my invention. As here shown it has a cap
plate g, and a bottom plate g', both of which are bolted to, and hence detachable
from a central main or body portion y, thus affording convenient access to the
armature and field coils.
This body or main portion g² of the casing is in two parts, each integral with and
constituting a cross beam, in what I will call a motor frame, which affords
bearings for the armature shaft, and has sides or arms ³, g, projecting to any
desired extent, so as to overlie a driven axle, inside of its driving wheels ',
and each of said arms has a jaw i for a journal box, and springs 2, as clearly
indicated in Figure 4. It is obvious that the car floor frame may be mounted
on the motor frame directly over the jaws or journal box frames, due provision
being made for accommodating the spindles of the springs, but I deem it pre-
ferable to have the frame sides or arms g³, g, extended beyond the driving axle
as indicated, and provided with seats at their outer ends for a wooden cross
beam surely bolted to the side arms, and in turn readily bolted to the car
floor frame. When the motor frame is thus connected at its front end with
the car floor frame, a small portion of the heavy weight of the motor and
casing, is fulcrumed on the driving axle, but the rear end of the motor frame
is mainly supported by the car floor frame, by means of bolts and brackets ',
projecting from the motor frame, a wooden cross beam 7 being interposed
between said brackets and the car floor frame.
As thus organized it will be seen that the motor is spring mounted and well
guarded against destructive rail shocks.
At both ends of the motor shaft e¹, there are crank disks k, k, properly offset and
counterweighted, and they are connected with wrist pins on the driving wheels ',
by means of pitmen 1, 1, which at the crank disks are so jointed as to operate
smoothly, and obviate injury from such twisting strains as result from tilting move-
ments of the driving axle.
The main features of my invention are not dependent upon the connection of the
pitmen with the driving wheels, because one of my motors having a proper diameter
of armature, will afford requisite power to warrant such a shortening of the length
of the armature, its shaft and its casing, that pitmen and crank disks may be located
inside of the rail line, so as to be coupled to cranks on the driving axle, as in old
style steam locomotives. This mode of coupling the pitmen would serve very well
for light cars, and it involves no radical changes in the motor frame, beyond the
introduction of vertical oval frame braces at the corners of the motor casing, near
the axle for securing strength, and also to afford spaces within which the pitmen
could freely move, and when so organized the springs on the driving axle would be
located outside of the wheels.
In the organization shown in Figures 1 to 4 inclusive, the driving axle and the
motor shaft normally occupy the same horizontal plane, and although both vary
somewhat from time to time, such variations do not materially affect the operation
of the machine.
It will be seen that the attachment of the complete machine to a car involves
only the application of four bolts, thus providing for ready disconnection. This
feature will enable street railways having limited rolling stock, to hold one or

page_text: more machines in reserve, and to replace a disabled machine in but little more
time than is often afforded between trips at home stations; and it is obvious
that such machines can be economically applied to an ordinary street car upon
the removal of one axle, its wheels and box jaws. The removal of the driving
axle and wheels, involves only the disconnection of the pitmen, and jacking up
the car body. Access to the armature and one-half of the field coils, involves
only the lifting of the detachable section of a car floor and the removal of the
cap of the motor casing, and the removal of the bottom section of the casing,
affords access to the other half of the field coils, all of which can be readily
removed and others inserted. The armature shaft having open topped box
seats as shown at e², Figures 5 and 6, enables the armature to be readily lifted
through the floor of a car, thus involving but little labor for the removal of
the armature, as well as the field coils, and the insertion of others, without
disturbing the relations between the car body, motor frame, and driving axle.
The driving wheels and the pitmen may if desired, be almost hidden from view,
when, as in some forms of street cars, pendant side pieces are employed outside of
the box jaws or pedestals.
For use with driving wheels of the ordinary sizes, the motor is organized with
reference to affording the requisite power when the armature is driven at the
comparatively low speed necessitated by the use of such driving wheels.
One form of my machines embodies driving wheels of comparatively small
diameter, as illustrated in Figures 7 to 10 inclusive. In this organization, the
motor B is in all its essential features like that already described, but it is
mounted in a different manner. Near cach corner of the motor casing on the
side facing the driving axle h, there is a pendant hanger m, to each of which
an inclined axle box jaw or frame is securely attached. Each frame has a
head block », pivoted between bars n², secured in place by rods ³, which are
free to swing on the bolts n by which said rods are fastened to the box frame.
The head block n' is perforated for two spindles which at their basses
occupy seats in the top of the journal box, and are enclosed by springs nº,
which bear upon collars fixed on said spindles, and are borne upon by said head
blocks, which therefore support one end of the motor, and whatever portion of
the weight of the car, as is supported by way of the two angle brackets 0, 0,
bolted to the car floor frame, and to the central section of the motor casing.
The rear portion of the motor is supported by means of two angle hangers o', o
also bolted to the car floor frame and the central portion of the motor
casing.
The crank disks k, pitmen 1, 1, and the driving wheels ', are organized as in
the machine first described.
In this organization the motor shaft and driving axle occupy different horizontal
planes and the inclined journal box jaws secure good working relations in the
several lines occupied by the pitmen, and the pulling and thrusting strains, although
they operate in lines inclined to the plane of the car floor, cannot cause the car body
to vibrate, and the same is obviously true of the machine first described, wherein
the pitmen operate in planes parallel with the car floor.
The two motors thus far described are of the bi-polar type, but the prime
advantages of my invention may be secured by the use of my motors of the
multipolar type. As, for instance, as illustrated in Figures 11 and 12, wherein 1
show a four pole motor B2, devised by me for use in locomotion. This casing and
motor frame is in the main like those in Figure 1, but slightly inclined axle box
jaws are employed, because the driving axle occupies a plane but little below
that of the motor shaft e'. In this motor the armature e and its shaft are mounted
as before described, but the top plate and bottom plate are each so recessed on
their inner sides as to properly house the main portions of the several field coils/"¹,
which are so arranged with relation to the armature as to surround portions thereof,
and to directly polarize its core, and the casing as a whole affords a magnetic circuit
for the lines of force, all of which pass through some portion of the armature core,

page_text: thus affording the high power and slow speed required in a machine which is of
such small bulk that it may be located below the floor of a street car provided with
wheels of ordinary sizes, and which has the notor shaft directly connected by cranks
and pitmen with the driving axle. In my machines the pulls and thrusts of the
pitmen are practically horizontal or in lines so nearly at right angles to the line of
spring action as not to cause vertical vibration of the car body or of the motor
frame; whereas in all prior designs known to me, wherein direct pitman connections
were provided for, the pulling and thrusting strains would be in lines so nearly
vertical as to cause the motor and the car body mounted thereon to rise and fall on
its springs.
It will now be seen that no portion of my motor frames need be made of such
expensive non-magnetic metal as is common in electric street car motors, in many
if not all of which the armature bearings are on arms or brackets composed of
brass or bronze, and bolted to adjacent portions of the metor frame. In each of
the machines shown, the central portion of the casing is now polar or magnetically
neutral, the poles in the motors B and B being in each instance located at the
upper and lower sides of the armature and casing, and in the four pole motor B²,
poles N, S, N, S, are located at appropriately opposite points, respectively above
and below the central or non polar frame portion of the casing, which supports the
two ends of the armature shaft.
The location of box seats for the armature or motor shaft at the upper edges
of the sides of the motor frame, and locating the open jaws for the journal boxes
of the driving axle at the lower edges of said sides, is a feature of great practical
value.
cross
The special advantages of this form of motor frame are not restricted to one
which has box jaws for the driving axle only, but they are available to the same
or greater extent when the frame has jaws for the boxes of two axles, as indicated
in dotted lines in Figures 5 and 6, the sides being appropriately extended for that
purpose.
In such frames the portions of the motor casing which serve as
beams may be separately constructed and bolted to the sides, and in proper relation
to the box seats for the motor shaft, which may be located exactly between the
axle box jaws, so that all four wheels of a car may be provided with crank pins,
and enable one pair to be used as driving wheels until worn so as to unfit them for
that purpose, and then the other pair may be used as drivers. Or, as is sometimes
desirable, the four wheels can be used as drivers by the use of suitable crank pins
or studs, and links or shacklebars as in ordinary steam locomotives. As. for
instance, as in Figures 13 to 27, wherein 1 illustrate a specially desirable organiza-
tion adapted to heavy service, and embodying four driving wheels, in connection
with certain novel features, equally applicable to the machines previously
described.
9
The motor B3 has a casing, similar to that of Figures 7 and 8, but being quite
heavy, its top and bottom sections and g', are in two parts and it has four frame
extensions C, C1, C2, C3, each of which is an axle jaw or hanger, and contains an
axle box and springs, and it is bolted to the central portion g², of the motor casing,
as in said prior figures, but said extensions are not inclined, as in said figures
because of the larger wheels used in this machine.
on
These frame extensions are rectangular, hollow structures, capable of being cast
in one piece, and all four are alike and interchangeable. Near their upper ends,
each at both sides is longitudinally chambered for the reception of long heavy
bolts p, which at one end occupy holes in an appropriate bracket or flange p',
and integral with the central section of the motor casing; other short bolts p² near
the bottom of such frame extension, also connect with the lower portion of the
motor flange, and these bolis with a step or angle joint at p³, at the inner lower
edge of the frame extension, underlaying an adjacent portion of the motor casing,
afford a firm and reliable union of these parts of the machine, the central portion
of the motor casing and its frame extensions constituting a solid and substantially
integral motor frame.

page_text: The sill frame A, has appropriately arranged longitudinal beams. Two interior
lateral beams are directly connected to the motor casing by the bolted brackets o,
the other two lateral beams-being coupled by bolts with flanged ends or seats o¹, on
the frame extensions C, C1, C2, C3. It will be seen that anyone or all of these frame
extensions can be readily detached from the motor casing and from the sill framing,
and that by removing the top section of the motor casing, the armature and field
coil can be readily removed by way of the usual movable section in the floor of a
car, thus readily providing for repair shop contingencies.
Referring specially to Figures 24, 25 and 26 it will be seen that the journals of
each driving axle h, have ordinary journal boxes 2, and a detachable oil box
below, the whole being surmounted by a saddle h³, the two horizontal arms of
which afford seats for the base plates of two spiral springs 7, the latter being
surmounted by cap plates, and preferably accompanied with overlying rubber
springs, each two springs being confined in position by the centre bolts q² which
extend vertically through the frame extension or axle box housing, said bolts also
operating as vertical braces in said housing. The mouth of the jaw is bridged by
a bracing plate q³, bolted to adjacent portions of the housing or sides of the jaw.
This comparatively light hollow frame extension or housing, being thus reinforced
by the several vertical and longitudinal bolts and braced by the plate q³, has great
strength and durability.
:
The top of the frame extension or jaw housing is further strengthened by longi-
tudinal webs at each side, and at its centre, it has a raised portion or dome q
having at its under surface, a seat for a pendant rubber spring g', which is pre-
ferably semi-globular, its lower or rounded side being seated, upon the upper
rounded side of a similar spring q, having its seat in a base plate 97, which bears
upon the journal box 2, either by way of the interposed saddle ³, or independently
thereof, by way of lugs at the sides of the base plate slightly longer than the
thickness of the saddle. It will be understood that the main springs should be
ample to support the entire load under ordinary circumstances, so that the
springs, will serve only as buffers under extra load, and during such lateral
vibrations as are incident to cars, and specially so with axle boxes between the
driving wheels. The contact faces of the buffer springs being rounded as shown,
their action will be more gradual and easy than if solid cylinders were used, and
in no event can rail shocks from the driving wheels be objectionably communicated
to the car or to the motor mechanism.
;
The motor is coupled to the four driving wheels by means of complex or double
pitmen or links, one of which is shown in Figures 27 and 28. This link or pitman
is in three lengths,, and . The central or strap portion ¹², of the link has a
flexible bearing or box ³, shown in Figure 28, for engaging with the crank pin on
the motor crank disk k, and the link is coupled by a hinge joint at, to the
strap. The strap at its closed end is integral with the tenor portion of the
joint at, and at its upper and lower interior longitudinal surfaces, it is concaved
laterally the top and bottom edges of the crank pin box are correspondingly
convex, as shown in Figure 28, thins affording to the link a desirable torsional
flexibility with reference to the crank disc k. The hinge joint at affords
desirable torsional flexibility for the section 2, but when rails are unevenly laid
still greater torsional capacity is provided for, as will be hereinafter explained.
Referring now to Figures 16, 17, 18 and 19, I will describe the simple and
effective arrangement of brushes which I employ on all of my machines. The cap of
the motor shaft shown in Figure 16, is provided with two standards or posts s,
which serve as a foundation for a segmental plate s', having curved slots for the
reception of bolts which enable it to be firmly mounted on the standards and
variably adjusted in the are of a circle, having its centre at the axis of the motor
shaft, or the commutator hub D. At the two ends of the plates there are
clamping sockets for the reception of brush rods, insulated therefrom and
projecting parallel with the commutator. The brushes É each embody a holder st
axially mounted on the rods s³, and a coiled springs for maintaining the pendant
وگ

page_text: ends of the brushes in good contact with the surface of commutator. The brush
contacts are small blocks of carbon s mounted in or attached to properly flexible
conducting springs s², which are securely clamped in, and carried by the holder.
The electric connections may be made with the inner ends of the rods s³, or by
means of branched conductors, beneath the clamping screw of each holders. This
construction of the brush holders and the mode of mounting them is of special value
in electric locomotives, because the brushes can be promptly removed either by
unbolting the box cap, or by detaching the segmental plate from the posts s and in
either case they may be promptly replaced without involving any liability of
variation in the adjustment of the brushes with relation to each other, or to the
commutator. With the brushes thus mounted, a motor can be taken apart, and
put together again by comparatively unskilled workmen, without endangering the
brushes, as when they are carried on the motor shaft, and the brushes may be
readily restored to their normal adjustment and relied upon to operate upon
without sparking regardless of variations in load or reversals in direction. The
field coils, Figures 13, 14, and 15, are each us heretofore indicated, but in order
that the motor frame may be located as high from the ground as possible, the
central section of the casing is well elevated, and the casing is so chambered that
four sections of the field coil are above, and three below the plane of the motor axis,
as shown in Figure 15.
It is to be understood that the armature winding here shown is of the type
heretofore invented by me and consists of numerous counterpart coils e³, separately
wound and then assembled upon the core of the armature. As shown in Figure 15,
I employ special means for securely confining the coils e², upon the core, in view of
the specially heavy torsional strains involved in street car service, and especially
with slow speed motors. The armature e has as usual a core composed of soft iron
discs, insulated from each other, but the core when solidly clamped is longitudinally
scored or grooved at proper intervals for the reception of radial ribs of thin, but
strong non-metallic plates preferably composed of what is known as
€3
" vulcanized
fibre." These webs may be inserted prior to or during the assembling of the coils
on the core, and when the usual peripheral banding has been applied as shown
in Figure 14, the core and the winding are united into a reliably solid structure, and
the winding can under no circumstances be rotatively loosened..
The advantages incident to the four driving wheels, and to the use of the central
portion of the motor casing as the main or central portion of the motor frame, have
also been secured by me in organizations specially adapted to lighter service under
small cars,
and with a view to appreciable economy in construction as compared
with the heavy double driven machine last described.
In Figures 29 to 30 inclusive I illustrate one of said lighter machines, with
special reference to those portions thereof, which differ from the corresponding
portions of the machine last described.
In this instance, the driving wheels are coupled at each side by a shackle
bar, and the motor disc k, is coupled to one pair of the driving wheels by a
pitman, provided with a strap connection for controlling the wrist pin box 78
and an adjustable key, enables the box to be tightened, while preserving the
desired capacity for torsional movement, as between the box, and the strap, before
described.
In this machine, the motor frame extensions C are united to the central section
of the motor casing as before described, but by means of short bolts, the long bolts
being unnecessary in the light machines. These jaw frame extensions are integral
castings, and have the metal therein so disposed as to afford great strength in
proportion to its weight, but the springs are wholly above the axle boxes. These
springs t are in pairs over each box and they have seats at their tops against the
under side of webbed portions of the frame extensions, and at their bases they are
seated upon a base block t' which is free to rock within a suitable socket provided
therefor in the top of the axle box h*.

page_text: The importance of obviating undue lost niotion during the thrusting and pulling
saction of the pitman is very great, and I have here shown means for taking up the
wear between the vertical edges of the journal boxes, and the coincident surfaces of
the jaws, without inipairing the essential independent and free vertical-movements
of the boxes and the jaws. As seen in Figures 31 and 32, the sides of the jaws
snearest the motor, are vertical, and the opposite sides are inclined outwardly at the
bottom, and the boxes on their outer sides are vertical, and so deeply recessed as to
fford space for the reception of a tapered key n, having adjusting screws at its
base for moving it upwardly, and lateral clamp bolts 2 for confining it in position
for operating as one side of the jaw.
It will be understood that in this machine, as in the other described, the motor
'cranks are set quartering, and that the crank disc is counterweighted, as well as the
driving wheels.*
In a motor for use on unevenly laid rails, I provide extra flexible bearings on the
sectional pitman, as illustrated in Figures 35 and 36 wherein the car wheel crank
pin bearing, is constructed like that at already described and so also with
the simple pitman and the connecting rod as shown in Figures 37 and 38, the
wheel crank pin bearing 10 at one end of the connecting rod is as flexible and
of the same construction as the bearing or box at ¹.
In connection with the form of my motor frame embodying the central section
of the motor casing, or any portion thereof, with these frame extensions, it will be
obvious that substantial economy in construction and repairs is available. The
four frame extensions, being counterparts, and each embodying axle box jaws,
springs, &c. they can be constructed complete and with rapidity by means of
specially arranged tools, &c. and by comparatively unskilled labor, while the
assembling of the parts, or the replacing of old parts with new ones, can be promptly
and easily accomplished; and when attached to a sill framing as described, no
portion of the motor frame can fall to the track, even should it become disconnected
from other portions of the motor frame.
It is obvious that those cross beam portions of the motor frame which serve as
central portions of the motor shell or casing in all of my machines, will necessarily
involve considerable weight of metal, but every other portion of the motor frame
can be reduced to a minimum of weight, and yet possess great strength by a
proper disposition of metal, and a judicious arrangement of strengthening webs
or flanges.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, as communicated to me
by my foreign correspondent, I declare' that what. I claim is :-
First. In an electric street car or locomotive, the combination substantially as
herein before described, of driving wheels and axle 'a slow speed electric motor,
having an iron cored armature; field coils which surround and directly polarize
the armature, and a shell or casing, which surrounds the armature and coil; springs
which relieve the motor from strains and shocks imparted from the rails to the axles
or driving wheels, and pitman or links, with cranks which directly connect the
armature shaft and the driving wheels or axle.
Second. In an electric street car or locomotive, the combinations substantially as
hereinbefore described, of a slow speed electric motor provided with an armature
which is directly polarized by field coils, and has a magnetic shell or casing which
surrounds the field coils and armature. 'a driving axle provided with boxes which
are mounted in hangers rigidly projecting from one end of said motor casing;
springs interposed between said boxes and hangers; pitmen and cranks directly
coupling the motor shaft with the driving axle a non driven axle; its wheels, and
its springs, and a car receiving frame, supported' on the springs above both axles,
ánd sustaining one end of the motor, and its casing.
Third. In an electric locomotive, the combination with a spring-mounted-car

page_text: body, of an electric motor, located beneath and attached to the car floor frame, a
pair of driving wheels, and pitmen or links and cranks, which directly couple the
motor shaft with the driving axle, substantially as described.
Fourth. In an electric car or locomotive, the combination substantially as herein-
before described, of a sill framing for the car body or truck; an electric motor
having a casing which constitutes longitudinal and lateral portions of a motor frame;
and frame extensions attached to said casing and serving as axle box jaws or hangers,
said motor casing and the frame extensions being independently attached to the sill
framing.
Fifth. In an electric locomotive, the combination substantially as herein before
described, of an electric motor, having a casing which is provided at one end with
rigid forwardly extending frame arms, each having a journal box frame, and also a
seat for supporting a car floor frame or truck frame, and at the opposite end of said
casing, suitable hangers by which that end of the motor may be supported by a car
floor frame.
Sixth. A substantially integral iron motor frame for electric street cars, substan-
tially as hereinbefore described, consisting of parallel sides, provided with journal
box seats for the motor shaft and driving axle, and cross bars which rigidly
unite the sides and constitute central portions of the shell or casing of the
motor.
Seventh. A motor frame for electric street cars, substantially as herein before
described, consisting of portions of the shell or casing of the motor, serving as cross
beams, and two parallel sides, each having at its upper edge, a recessed or open box
seat for one end of the motor shaft, and at its lower edge a journal box jaw for one
end of a driving axle, whereby the armature shaft and driving axle may be located
in substantially the same horizontal plane, and enable the armature to be lifted
from its bearings, and also, when said frame is attached to a car, enable the driving
axle and its wheels to be disconnected from the motor frame by lifting one end
of the car.
Eighth. In an electric locomotive, the combination substantially as described,
of the motor commutator hub, and the commutator brushes and holders, mounted
upon the detachable cap of an adjacent journal bearing for the motor shaft.
Ninth. In an electric locomotive, a slow speed motor having an iron armature
core longitudinally grooved at intervals, detachable coils on said core and splines
occupying the grooves in the core, and interposed between the coils, substantially
as described.
nual: oct 2 1001
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, Agents for the Applicant.