Improvements relating to Electric Motors, Chiefly Designed for Railway and other Vehicles.
Year: 1891

page_text: Date of Application, 28th July, 1891-Accepted, 21st Nov., 1891 .
COMPLETE SPECIFICATION.
[Communicated from abroad by THE THOMSON-HOUSTON INTERNATIONAL
ELECTRIC COMPANY, of 620, Atlantic Avenue, Boston, Massachusetts,
United States of America.]
Improvements relating to Electric Motors, Chiefly Designed for
Railway and other Vehicles.
I, 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 motors for railway and other vehicles, and its
object is to increase the power of the motor to such an extent as to enable it to
drive the vehicle through reducing-gear comprising a single pair of gear-wheels,
or, in some cases, through a direct connection, while retaining a size and shape of
motor adapted to the limited space beneath the vehicle.
The main features of the invention whereby this result is accomplished, are the
following, that is to say -The field-magnet is in the form of a Hat and shallow
magnetizable frame enclosing the armature and having interior poles. One or
more field-coils are placed so as to surround both the poles and the armature, and
so as to directly polarize both the armature, and the field-magnet, and the said
field-coils are, in turn, surrounded or enclosed by the field-magnet-frame. This
gives a short magnetic circuit of large area in transverse section, while, at the same
time, the field-coils being almost or entirely surrounded by this circuit, have their
maximum magnetizing effect. The armature is preferably laminated in the usual
manner, and, instead of the wire being wound on its periphery, it is passed through
holes in the armature-core near the surface thereof, so that the iron of the core
extends out between the coils and spreads out to form a continuous iron surface
which may be brought very close to the poles, thus diminishing the air-space, the
magnetic resistance of the field, and consequently the number of apertures required
for the magnetization of the same.
The construction of the field magnet and coil as above described, especially in
connection with the iron-clad armature, reduces the field-winding to such an extent
that it may be conveniently formed in a single coil on one of the field-poles, the
other being unwound; this, in turn, still further reduces the length of the magnetic
circuit, and the weight of iron required; while the single coil, besides being
cheaper than two coils, may be placed above the armature out of the way of dirt
or water, and the unwound pole be placed in the lower position without danger
of injury thereto.
The great "torque" or torsional power of the motor as thus constructed, enables
it to be geared to the axle either with slight reduction, as with a single reduction
pinion and gear-wheel, or directly by being mounted on and coupled to the axles.
If gearing is used, it is preferably boxed in oil, and is then almost noiseless and
very efficient.
When the armature is directly coupled to the axle, it is desirable that it should
not be rigidly attached thereto, as the " pounding" and jarring would rapidly
disorganize the armature and impair the track, especially as it is almost essential
that the armature should be rigidly journalled in the field-frame. Another
feature of the said invention is, therefore, the mounting of the armature on a hollow.
sleeve loosely surrounding the axle and connected thereto through a flexible or
yielding coupling, the said sleeve being journalled in the field-magnet-frame

page_text: supported from the truck-frame preferably through spring supports. By coupling
the armature direct to the axle, noise and wear is to a great extent avoided.
"
The said invention also comprises means for regulating the motors so as to vary
the speed at will, without the use of " dead resistances. For this purpose it has
been usual to arrange two motors on a vehicle with connections for coupling them
in multiple or in series, to give the desired variations in counter electro-motive
force with corresponding variations in speed and "torque" or torsional power. By
the means hereinafter described, this shifting from series to multiple and, the
accompanying change of speed is effected.
In the accompanying drawings,
Figure 1 is a side elevation, partly in vertical section, of a truck provided with
one of the improved motors.
Figure 2 is a plan of the same.
Figures 3 and 4 show the motor in side elevation and plan respectively, drawn to
an enlarged scale.
Figures 5, 6, 7, 8 and 9 are different views illustrating in detail certain features
in the construction of the motor.
Figure 10 is an end elevation of the armature, showing some of the coils
in place.
Figure 11 is a longitudinal central section of the same.
Figures 12 and 13 are sections respectively through the exterior and interior
portions of the coil.
Figures 14; 15 and 16 are respectively an end elevation, a vertical section and an
underside,view of a portion of an armature embodying the said invention, modified
in some respects.
Figures 17, 18 and 19 are similar views illustrating another modification.
Figure 20 is an end elevation, partly in section, and
Figures 21 and 22 are respectively a plan and longitudinal central section, of
another form or modification of the improved motor.
Figures 23 and 24 are different views illustrating details of construction.
Figure 25 is a vertical section on a plane transverse to the axle.
Figure 26 is a horizontal central section, and
Figures 27 and 28 are respectively end and side elevations, showing a modifi-
cation of the invention wherein the armature is coupled directly to the axle.
Figures 29 and 30 are respectively longitudinal and transverse sections, showing
a wheel and axle of the locomotive, and showing also means for connecting the
wheel with the armature-shaft.
Figures 31 to 34 are diagrams illustrating the regulator.
Figure 31 represents the regulating connections in three successive positions.
Figure 32 illustrates a mode of regulating the motor by means of the improved
device, and, at the same time, varying the field-magnet strength, and
Figure 33 shows a device for moving the supplementary contacts either manually
or automatically.
In Figure 1, W, W are the wheels of a tramway-car or other truck running on.
a track R, and driven by an electric motor, applied to one or both axles of the
truck as the case may be. The truck-frame P is of well-known construction, as are
also the guard-boards G, G, the brakes, brake-gear and in fact all the parts shown,
except so far as relates to the driving-motor itself. As these details of the truck
form no part of the present invention, I do not limit myself to any particular
construction thereof.
I provide a motor-frame forming part of, or attached to the field-magnet-frame,
which is mounted upon the axle, as at S, S, and has projecting arms L, L
furnishing bearings for the armature of the motor at J, J'. The motor consists of
an outer magnetic mass or frame F, F, which comprises top, bottom and side
pieces, and which is shown as comparatively flat and shallow in order to adapt it
to the position it is designed to occupy ben ath the body of the vehicle. At the
inner sides of the top and bottom pieces of this frame, are pairs. of salient poles, as
"

page_text: seen more clearly at V, V₁ in Figures 5 and 6, the poles of each pair being of like
polarity and facing one another. Around each pair of poles is a field-coil E made
flat and preferably of square or circular cross section, so that, when the coils are in
place, curved spaces or recesses are left, bounded by the poles and coils, which
spaces the armature M, wound with coils in a suitable manner, substantially fills.
As seen in the figure, the armature projects well into the field-coils, and even
through them for a short distance as at a, b, Figurès 3, 5, 6 and 7. Hence the
field-coils E, E surround both the field-magnet poles and the armature of the motor,
giving an intensified effect to the field-coils.
In Figure 4, the magnetizable frame is seen at F, and the upper coil at E.
The commutator is seen at K and the brushes bearing upon the same are carried
by a yoke Y, all the details of the commutator being of any desired and suitable
construction.
"
A motor constructed as above indicated gives maximum torque or torsional
power, and high efficiency although running at speeds considerably less than the
motors heretofore used for street-railway service. Hence the usual counter-shaft
and set of gear-wheels are dispensed with, and the pinion P¹ on the armature-
The gear-
shaft W is geared directly with a gear-wheel Q fixed on the axle A.
wheel Q is formed in two parts, which are secured together by bolts d. Surrounding
the said pinion and gear-wheel, is an oil-casing D made in halves fitted together
with a gasket to prevent leakage of the oil, which is placed inside of the casing
for the gear-wheels to run in.
The motor is upheld in position by a nose-piece N elastically supported from a
transverse bar of the truck, and this nose-piece is attached to, or formed with a
portion of the magnetic motor-frame not actively magnetic. It can, therefore, be
made in one piece with the motor-frame, or can be made of iron and attached thereto,
without causing leakage, the preferable construction, where the parts are cast,
being to make it in one piece with the frame, thereby simplifying the construction
mechanically.
The relation between the armature and field-magnets is shown more clearly in
Figures 5, 6 and 7. Thus, in Figure 5, F is the upper portion of the field-
magnet made of iron, and V, V₁ are the extensions which form the field-poles
proper, around which the coil E is wound. The armature, which may be of the
ring or drum type, the former being preferred, is made to fill substantially the
space between the poles V, V1 and coil E, so that there is a direct inductive action
upon the armature itself, as well as on the poles. The polar extensions may be
slightly rounded at their edges, if desired, to accommodate the field-coils. In
Figure 7, an annular armature M is shown, and it projects slightly beyond the
field-windings; whereas, in Figures 5 and 6, it does not pass entirely through.
Either of these arrangements may be used, and they save a good deal of space in
the construction of the motor, enabling a larger diameter of armature to be used
without making the motor too high, and, at the same time, securing thorough
magnetization by the coils of the field-magnet.
In Figure 8, the mode of connecting the armature-wires with the commutator is
shown. The body of the armature is wound with coils in the usual manner, and
the connections carried inwards and bound closely to the shaft as at X, when they
are again carried backwards and led out to the commutator-segments.
This
construction is adopted to enable the connections to easily clear the field-coils,
which, as above explained, surround the armature and extend down nearly to the
armature-shaft.
A further improvement is the enclosure of the motor in a dust-proof box,
whereby the machine is normally protected from dust, but portions of the box can
be easily removed to permit access to the motor for inspection and necessary
repairs. The box can, if desired, be made of such a heavy mass of iron as to form
an effective portion of the magnetic circuit of the machine, and thereby add to the
efficiency of the motor proper. The box consists of two portions U, U fitting
closely the sides of the magnetic frame of the motor, and having top and bottom

page_text: pieces U1, U2, so that the coils and armature are entirely enclosed. In the cover-
portions U¹, are small hinged spring-held doors e, e, f, which permit access to the
commutator and bearings. The bottom piece U2, or a panel forming part of the
same, slides into and out of place as indicated at the left hand side of Figure 9,
and, when this is removed, it is possible to get at the motor for inspection or
repairs. The whole box is usually made in sections which can be easily taken
apart and put together again. Openings will be provided for allowing access of air
for ventilating and cooling the magnet-coils.
e,
"
The improved armature-winding is shown in Figures 10 to 19. The armature-
core A is laminar, being made up of plates held together between the two
heads e of gun metal, which are cast with the two halves of the supporting-
frame É and E. The object of forming the heads e, e' and the spiders" E, E'
of integral castings of gun-metal, is to avoid the passage of the lines of force
therethrough. The usual iron heads and "spiders" absorb considerable energy by
heating, in consequence of the eddy currents set up by the constant shifting of the
lines of force therein. With this improved construction, the heads and "spiders
are magnetically short-circuited by the laminated iron core, and practically no lines
of force traverse them, and there is no heating except the slight amount due to the
current changes in the interior armature-wires. The "spider" E' is mounted on a
shaft G and keyed fast thereto, as shown at e*. Its hub e² is prolonged, and upon
the prolongation is mounted the "spider" E, the said parts E, E¹ being pressed or
driven together in a powerful press, and held by a drive joint so as to clamp the
armature laminations and hold them firmly in place by the mere adhesion of this
joint. The bolts H passing through the two "spiders" may, however, be used for
safety. The two " spiders" are provided on. their outer sides with faces et which
receive the pressure from the press while they are being driven together, so as to
bring the spiders" truly into place. It will be noticed that there are no bolts
passing through the laminations of the armature-coil, this gives greater facility in
construction and is preventive of eddy currents. The under or inner side of the
core laminations are sustained by the longitudinally extending shoulders eⓇ of the
spiders" E, E and these shoulders are prolonged as shown at e' into lugs so as
to overlap one another on the alternate arms of the "spiders." This gives a
continuous support for the laminations from end to end of the armature.
66
The laminations or core plates are punched through or formed with holes or
perforations a, this being done preferably at the time the laminations themselves
are stamped out in the die-press. Holes es, corresponding to the holes a, are cored
through the heads e, el when the "spiders" are cast. Therefore, when the core is
assembled, continuous perforations extend longitudinally through the same from
end to end, through which the coils of the armature winding may be passed. The
insulation of the coil from the core is effected by means of a paper tube D, which
extends through the perforation a, so as to form an insulated lining therefor. The
said tube projects a slight distance beyond each armature-head, and to support
these projecting portions and prevent their being broken down by the armature-
winding, which is a frequent and troublesome occurrence with previous forms of
construction, an insulating plate F, or F¹ is placed against each armature-head
with its periphery resting against and supporting the ends of the paper tubes. On
the inner side of the armature-core, insulating plates or supports preferably of the
form hereinafter described are also placed. Thus thorough insulation of the core
from the coils is provided for. The wire is then to be wound around the core
and through the perforations. To wind these perforations full of wire in such a
manner as to bind the coil in place, against displacement due to centrifugal force
and torsional stress, has been a matter of great difficulty. This result is accom-
plished with comparative ease by proceeding in the following manner, that is
to say-As shown in Figure 12, instead of the perforations being formed of such
size as to just receive and tightly bind the quantity of wire assigned to each coil,
the said perforations are made considerably larger than the cross section of the
coils they are to receive. The perforations and the ends and interior of the

page_text: armature being then insulated as above described, the wire is wound through
the perforations and around the interior of the core until the perforations are, say,
somewhat over half full. An insulator follower plate or strip c is then placed over
the coil so wound, and a wedge or plug C is driven into the unoccupied portion of
the perforation above the said follower, driving the latter down onto. the coils and
binding the wires tightly within the perforations. As the winding is a com-
paratively easy matter until the perforation has been nearly filled, it will be
seen that, by this expedient, the coil may be quickly and easily wound, and then
bound tightly in place, so as to resist displacement either outwardly by centrifugal
force or circumferentially by the "torque" or torsional stress on the wires.
As shown in Figure 15, two plugs or wedges C may be employed instead of one,
and, as represented in Figures 14 and 15, the insulating head-plates F, F' may be
replaced by rings or segments F2, F³ respectively at the inner edge of the paper
tubes and at the inner corner of the armature-core. In this case, the rings or
segments F³ should lap over the corner of the armature-core so as to be held in
place against the centrifugal force and the tension of the wires.
I also prefer to place a third piece Fs of insulating material on the interior of the
armature core, this piece being thicker than the ring F³, so as to raise the coil B
away from the interior of the armature and insure a tight winding by bending the
coil. In Figures 15 and 16, the armature-core itself is not covered with insulation,
but left bare, the paper tubes, and rings, segments or pieces F2, F3, F' being relied
upon to insulate the coil from the core. This permits free radiation of heat from
the armature-core and the exterior of the armature on the sides or heads e, el
and on the interior surface. More than one insulated ring, segment or section F³
may be used as shown in Figures 18 and 19. The insulating and supporting
rings or segments F3 as well as the insulating pieces F' may be provided with
channels or grooves f (see Figures 14 and 15) to receive and hold in place the
armature-coils. These rings, segments or pieces may be made of porcelain, papier
mâché, or other suitable material; and to cushion them so as to obviate the
tendency to break when the coils are wound tightly in place, a sheet of asbestos
which has been soaked in shellac varnish, may be placed between the said insulating
and supporting pieces and the armature core, so as to form a more or less elastic
cushion or bed therefor.
In the modification of the improved motor shown in Figures 20 to 24, the field-
magnet A, A' forms the frame of the motor, and also forms a case or shell com-
pletely enclosing the armature B and the field-magnet coil C. There are two
field-poles cast solid with the said frame, but only the upper pole D is surrounded
by a field-coil. The lower pole D' is unwound, a lower field coil being dispensed
with. The field-magnet-frame is cast in two portions A, A' which are united on
the plane of the axle E and armature-shaft F. The lower frame-portion, which
has the lower pole cast solid thereon, forms a water-tight trough, dish, or bowl-
shaped casting, whose sides are carried up to the level of the axle and armature-
shaft.
This construction enables the motor to travel through water up to the axle
without liability to injury, as the water is completely shut off from the armature;
moreover, the field-coil being at the top, is well protected from such water and dirt
as may enter through the ventilating openings. The single upper field-coil,
therefore, presents, in this connection, besides the advantages of less cost and
greater simplicity which are inherent in a single field-coil motor, additional
advantages due to the location of the coil above the armature, such advantages
accruing only when the motor is used in situations exposed to dirt and water, as
on a railway or tramway vehicle.
The motor is used with a single pair of reducing gear-wheels, and the
bearings a, a' for the armature and the axle are formed half and half in the two
frame-portions. It is often necessary to lift the upper portion of the motor-frame
for inspection or repair of the interior parts, and it is desirable that the frame

page_text: should be capable of being swung up at either end. For this purpose, the upper
and lower frame-portions A¹, A, are hinged together at each end by hinge-
joints I, I'.
Bolts K firmly clamp the two portions together. On removing these
bolts and withdrawing the hinge-pins at either end, the upper frame may be
swung up, hinging or turning on the other end as represented by dotted lines in
Figure 20. To hold the lower frame A. from falling when the upper frame is
swung up and the top bearing on the axle thereby removed, an independent support
on the axle is provided therefor, consisting of a strap or hook N engaged at one
end in a recess and at the other end on a screw-pin n in the lower frame, as shown
in Figure 23, and extending over the axle, so that, when the upper frame is lifted,
the strap drops onto the axle and supports the lower frame. When the lower
frame is to be dropped, the screw-pin n is withdrawn and the strap removed by
swinging it around its other end.
The upper frame-portion A', also cast in one piece, has ventilating openings or-
windows M, protected by water-shedding shutters with outwardly and downwardly
inclined slats, which at once facilitate ventilation and shed the water which may
be thrown against the motor from the sides. These shutters M slide in grooves m
in the frame A' and have caps m¹ overlapping the top of the frame. Ribs a³ and
grooves a are provided on the top of the frame A¹ to deflect and guide away.
from the windows M any water which may fall on the motor. The shutter-caps m
have flanges m² projecting into the grooves a to shut off the water from the
openings M. To catch and retain any water or dirt which may penetrate through
the side ventilating openings, and prevent the same from reaching the armature,
receptacles G are formed within and at the sides of the lower casing A.
By:
means of stop-cocks H, which should be self-closing, these receptacles may be
emptied from time to time. Oil from the armature-bearings will also be retained
by these receptacles and prevented from fouling the armature..
In order to further protect the field-coil C, it is desirable to support the same
elastically and yieldingly by means of india-rubber cushions L, L, L2, interposed.
between it and the field-magnet-frame, the coil being out of direct contact with
the said frame. The cushions L take the weight of the spool and are supported
in brackets . The cushions L' prevent contact between the spools and the frame-
top and are recessed into the said top. The cushions L² between the spool and the
I sides of the frame hold the spool laterally. These india-rubber cushions serve to.
both insulate the spool from the frame and to ease off or deaden the effect on the
spool of the shocks given to the frame by rough riding over the tracks, thereby
prolonging the life of the field insulation.
Referring to Figures 25 to 30, A is the armature-shaft of an electric motor,
which is concentric with the axle A2, and is mounted on a hollow shaft S, through
which the said axle passes. F is a field-magnet surrounding the armature, and
having a single magnetizing coil S³. This field-magnet is provided with journal-
boxes B forming bearings for the armature-shaft so as to secure alignment
between the armature and field magnet. The motor thus described is supported
free of the axle by means of connections to the frame of the locomotive, as
follows, that is to say :-B2, B2, represent longitudinal beams forming a part of
the motor or frame-work. These beams are supported on transverse beams B³
with intermediate springs R, R³. B is a transverse bar connecting the two
beams B². From the beams B2 the main weight of the motor is supported by
links L, extending from the said beams respectively to pivotal points L, in a line
with the centre of gravity of the motor, as nearly as may be. A supplementary
support is afforded by means of rods O, which support the free end of the motor
through springs S4 from the transverse bar B. The hollow shaft of the armature
is connected with the wheels of the locomotive in order to properly drive them, by
means of the following connections, viz. :-The hub of the wheel is provided
with four radial arms or flanges R². Surrounding these, is a drum C made in two
parts and fixed on the hollow shaft S. This drum has an interior series of radial

page_text: arms or flanges R corresponding to the arms or flanges R². Triangular springs or
cushions R³ are interposed between the radial arms of the wheel and of the drum
respectively, and are held in place by the enclosing parts.
By the arrangement thus described, a locomotive is provided in which the
armature is directly on the axle, but yet out of contact therewith, and in which the
armature drives the wheels directly with intermediate spring cushions.
Among the advantages of the arrangement of field-poles and coils last above
described, is that the poles, extending betwe 'n the coils and the armature, serve to
separate them and hold the coils from contact with the armature.
Referring to Figure 31, X and Y represent the commutators of two motors.
One terminal of each of these machines is in connection with the supply or the return
conductor respectively through the usual moving contact; thus the brushes 1 and 4
are connected respectively to the conductors P and N. The remaining terminal
of each of the two machines is connected to a movable contact adapted to pass
over the commutator of the opposite machine; thus the brush 2 is connected to a
movable contact adapted to move over the commutator of the opposite machine
from the brush 3 to the brush 4. In the same way the brush 3 is connected to a
movable contact a adapted to pass over the commutator of the opposite machine
from the brush 2 to the brush 1.
The three diagrams of Figure 31, (A), (B), (C), show respectively the two
extremes and the middle positions of the contacts.
In A, it will be seen that the two armatures are in series, the circuit being from
line P, through the armature of X, brush 2 and contact a, through their respective
lines to brush 3 and contact 6 of machine Y, thence through the armature of Y to
brush 4 and negative conductor N.
In diagram C, the circuit is from conductor P to brush 1 and contact a, where
the circuit divides, one going through the armature of X to contact and brush 4 ;
the other branch going by contact a to brush 3 and through Y to brush 4 and
negative line N, the machines being in multiple.
Thus, the counter electro-motive force of the two machines taken together, may
be varied by means of the moving contacts a and b from the potential given by one
motor to that given by two in series, and supposing the field-magnetism to
remain constant, its speed will be increased from the degree attained by two
motors in series to that attained by the two motors in multiple. This change
would be gradual from one point to the other, and as many intermediate degrees
will be given as there are sections or sub-divisions in the motor-armature,
represented by the number of segments on the commutator.
The intermediate position is shown in diagram B, where the counter electro-
motive force will be that given by one machine plus one-half of that given by the
other machine. This circuit will be from conductor P to brush 1, where it will
divide, one path being through the left half of armature X, brush 2 and contact /,'
thence by the lower left quarter of armature Y to brush 4 and line N. The other
path will be from brush I by the upper right quarter of armature X to contact a,
to brush 3, by the right half of armature Y to brush 4 and line N. The two
quarters of the respective armatures which do not add to the counter electro-
motive force of the machine will not short-circuit upon each other, but will add
their effects in multiple to the other parts of the armatures. The drawings which
are used to illustrate this part of the invention show only diagrams, as the
construction will be clearly understood therefrom by any one skilled in the art.
The contacts a and b are moved by the operator to regulate at will the speed of
'the driven mechanism.
Devices for moving the contacts are illustrated in Figure 34, where d and d' are
hand-levers situated at opposite ends of a railway or tramway vehicle, or at any
other points from which it is desirable to control the motor-mechanism; and e, e¹
are two pulleys adapted to be rotated by the said levers. The cord passes over
grooves in the peripheries of the pulleys e and e¹, and thence over similar:

page_text: insulated pulleys on the motor-shafts, to which pulleys are attached the moving
contacts a and b.
It will be readily apparent that any movement of either of the levers d, d¹ will
transmit a corresponding movement to the two contacts a and b, and rotate them
through any desired angle around the commutators X and Y.
In case the regulation is to be accomplished automatically, the levers d or d¹
will be replaced by a corresponding arm O operated by a solenoid or electro-
magnet M included in the main circuit. The action of this solenoid will be
modified by a dash-pot K and its circuit will be controlled by a relay magnet L,
also included in the main circuit.
By this well-known arrangement, the electro-motive force will be adjusted in
accordance with the amount of current passing through the relay L.
In the application of the invention to motors on a constant potential circuit, it
will be found that no further arrangements than those thus far described, will be
necessary in case the field-magnets of the motors are in a shunt to the main line,
so that the field-magnetism remains substantially constant. It is, however, not
alway convenient to use shunt-wound motors, especially where the potential reaches
a comparatively high point, for example, 500 volts, which is the ordinary potential
for electric railways. It is more desirable, in such cases, to use series-wound
motors, and it will be observed that, with series-wound motors, the current in the
field-magnets will tend to become greater as the motors are shifted from series to
multiple arc. If the load were gradually increased as the motors were thus
shifted, so that the " torque or torsional power would be maintained in constant
ratio to the load, the increase of field-magnet strength would substantially
neutralize the effects gained by the alteration in the armature-connections from
series to multiple arc, and as a result the speed would not be changed. The
increased current would be represented by the increased load moved, and even if
the load remained constant the speed would not increase to the desired degree,
because of the tendency which the increased field-magnet strength would have to
neutralize the reduction in counter electro-motive force effected by the change
of the armatures from series to multiple arc.
"
Some means are, therefore, desirable by which the field-magnet strength shall
not increase but even be reduced as the armatures are changed from series to
multiple arc. This may be accomplished in any well-known manner. But the
arrangement which is shown diagrammatically in Figure 32 is preferred. By this
arrangement, the field-magnets are provided with the ordinary series coils of
coarse wire and are supplemented by a shunt around one of the motors. When the
armatures are in series, this shunt would have a potential equal to that of one
motor, but this would gradually be reduced by moving the contacts around the
commutator, until, when the armatures were in multiple arc, it would be entirely
short-circuited. Referring to Figure 32, the motors X and Y would have the
series-coils and y respectively, but in addition would have supplementary shunt-
coils s and t. In the drawing, the shunt-coils are included in circuit between the
brushes 2 and 4. With the contacts a and in the position shown, the
shunt-coils s and would have between their terminals a potential nearly
equal to that generated by the motor Y. But, as the contact is gradually
moved around to the brush 4, the said coils are gradually short-circuited
until, in the extreme position, substantially no current would pass through them.
By means of this arrangement, the field-magnet strength would be at a maximum
when the armatures were in series, and at a minimum when they were in
multiple arc.
If desired, a corresponding shunt between the brushes 1 and 3, as indicated by
the dotted lines, may be employed. In that case, the shunt-coils of one field-
magnet could be energized by the line between the brushes 2 and 4, and the coils
of the other field-magnet energized by the line between brushes 1 and 3. There
are other means by which the field-magnet strength could be automatically

page_text: maintained constant or actually reduced as the described changes in the armature
of the machines are effected.
Having now particularly described and ascertained the nature of the said
invention 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. An electric motor provided with field-coils_surrounding the armature,
and with a field-magnet-frame enclosing both field-coils and armature, and having
polar projections extending between the ends of the field-coils and the periphery
of the armature so as to separate them and hold the coils from contact with the
armature, substantially as described.
Second. The combination, with the external field-magnet-frame having interiorly
projecting poles embracing the armature, of the casing of magnetic material
attached to the said frame and enclosing the ends thereof so as to form therewith
an external magnetic circuit completely enclosing the armature and coils, sub-
stantially as described.
Third. The casing provided with the doors and shutters substantially as herein
described and as shown in Figure 9 of the drawings.
Fourth. An electric motor armature having a laminated core, holes near the
surface thereof and coils wound through the said holes, substantially as described.
Fifth. An iron-clad armature having holes near its surface or periphery, coils
wound through and partly filling the said holes, and wedges driven into the said
holes so as to bind the coils therein, for the purposes above specified.
Sixth. An armature having an iron-clad or continuous surface with holes nea
the surface or periphery, coils wound through the said holes, and an insulating
filling, for the purposes above specified.
Seventh. The combination of the laminated core, the non-magnetic end-plates
between which the laminations are wound, the coils wound over the said core and end-
plates, and "spiders" formed integrally with the said end-plates and held together
substantially as described.
Eighth. The electric motor armature built up and clamped together substantially
as described and as shown in Figures 10 to 19 of the drawings.
Ninth. An electric motor having a field-magnet frame or shell (with or without
ventilating openings) enclosing the armature on all sides and having projecting
inwardly therefrom an upper pole surrounded by a field-coil and a lower unwound
pole.
Tenth. The devices for draining and shedding water from the motor as herein
set forth.
-Eleventh. The divided motor-frame provided with a hinge-joint at each end and
with suitable supporting devices in connection therewith, substantially as described
with reference to Figures 20 to 24 of the drawings and for the purposes
specified.
Twelfth. The means for elastically supporting the field-coils, substantially as
described with reference to Figures 25 to 30 of the drawings.
Thirteenth. In an electric locomotive, the combination, with an armature
concentric with the axle, of a hollow shaft therefor through which the axle passes.
a field-magnet in which the said shaft has a bearing, and a yielding connection
between the said shaft and the wheel of the vehicle, substantially as described.
Fourteenth. The combination, in an electric locomotive, of an armature
concentric with the axle, a hollow shaft therefor through which the axle passes,
and a flexible connection between the said shaft and the wheel, substantially as
described.
Fifteenth. The combination, with a locomotive wheel, of a driving motor having
its armature concentric with the axle, and a connection between the said shaft and
the said wheel, consisting of a series of radial arms on the wheel, a drum on the
shaft having interior radial arms, and intervening springs or cushions between the
radial arms of the shaft and the wheel respectively.

page_text: Sixteenth. An armature supported from the axles and flexibly connected thereto.
in substantially the manner set forth.
Seventeenth. An electric motor consisting essentially of the comparatively flat
and shallow magnetizable frame having pairs of poles projecting inwardly from.its
upper and lower portions, the field-coils surrounding the poles and forming a space
or recess bounded partly by both poles and coils, and an annular armature wound
with coils, and substantially filling the said space, the said armature being
journalled in the frame and geared with the axle through a single reduction pinion
and spur-wheel as above described, for the purposes specified.
Eighteenth. The method of regulating electric motors, which consists in dividing
them into two sources of electromotive force, and completing the circuit of each
scurce through a variable portion of the other source, substantially as set forth.
Nineteenth. The combination, with two electric motors constituting sources of
electromotive force, of two line conductors connected respectively to one terminal
of the respective sources, the other terminal of the sources being each provided
with a shifting connection by which the circuit of each source is completed
through a variable portion of the other source, substantially as set forth.
Twentieth. The combination, in a regulator for an electric motor, of two
armatures or sources of counter electromotive force with their respective
commutators, a permanent connection between one commutator brush of each
armature and one of the two line conductors respectively, a moving contact on
each commutator adapted to pass from the positive to the negative position and
a permanent electrical connection between each of the said contacts and the other
commutator brush of the opposite armature, substantially as set forth.
Twenty-first. The combination, in a regulator for an electric motor, of two
armatures or sources of counter electromotive force with their respective
commutators, means for changing the said armatures from series to multiple are
connection, consisting of a moving contact adapted to pass from the positive to the
negative position of each commutator and permanently connected to one
commutator brush of the opposite armature, and a field magnet regulator for
preventing substantial increase of field-magnet strength as the armatures are
changed from series to multiple are connection.
Twenty-second. The combination, with two motors in series on a constant
potential circuit, of a field-magnet coil shunting the armatures of one of the two
motors, substantially as set forth.
Twenty-third. The improved regulator for electric motors, substantially as
described.
Twenty-fourth. The improved electric motor constructed substantially as
described with reference to either of the forms or modifications illustrated in the
accompanying drawings and operating as, and for the purposes, above specified.
Dated this 28th day of July 1891.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.