Improvements in Motor Driven Road Vehicles and in Electric Motors therefor
Year: 1898

page_text: inted as amended in accordance with the decision of the Comptroiler General
dated the 6th day of June 1903.
PROVISIONAL SPECIFICATION.
Improvements in Motor Driven Road Vehicles and in Electric
Motors therefor ".
I, WALTER AMBROSE CROWDUS, of 5227 Woodlawn Avenue, Chicago, in the County
of Cook, State of Illinois, United States of America, Electrician, do hereby declare the
nature of this invention to be as follows:-
My invention relates to motor driven road vehicles and especially to the construc-
tion of, and operating mechanism for, such vehicles.
The principal object of my invention is to provide a simple, economical and
efficient motor-vehicle. A further object of my invention is to provide a vehicle of
the class described, with a simple, economical and efficient electric motor.
An important feature of my invention consists in providing an improved under-
frame, or frame for the running gear of the vehicle, in which the front and rear axles
are rigidly connected together to resist end thrust, but are permitted to have inde-
pendent, vertical, oscillating movements, thus enabling them to accommodate
themselves to the undulations in the road without undue stress or strains.
A further feature is the provision of means for supporting the front body spring on
the front axle, while permitting the axle to oscillate vertically independent of the
spring, thereby avoiding the necessity of arranging said spring on the frame and the
consequent heavy construction of the frame in order that it may support the weight
thereon.
Another feature of my invention consists in connecting the steering handle with
the steering rod and levers in such manner as to permit the handle to move with the
vehicle body as the front body spring is compressed, expanded or deflected, while
maintaining constant connection between the parts and ensuring efficient control of
the steering gear; and I further provide means whereby the steering handle is also
connected to, and capable of being manipulated to operate, a speed controlling
device.
My invention further consists in the combination with a vehicle of a single electric
motor having two independent armatures whose shafts are in line with each other,
and a single field common to both armatures, or the equivalent of such a field. One
of these armatures may be readily made to serve the function of a magnet-yoke to
the field of the other armature, the two armatures being thereby enabled to run at
different speeds. One armature is adapted to drive a wheel on one side of the vehicle
and the other armature to drive a wheel on the other side, and by means of this part
of my invention the employment of differential gear, or of separate motors for each
wheel is obviated.

page_text: A further feature of my invention consists in improved means for automatically
establishing electrical connection between the batteries and the vehicle when the
battery trays are placed in position; and in means for preserving the electrical
connections from the deteriorating influence of the acid fumes of the batteries.
According to my invention I connect the front and rear axles of a vehicle together
by means of a central, longitudinal tube or bar, which is preferably rigidly connected
to the rear axle at the central portion thereof and pivotally connected to the front
axle, so as to permit of each axle having independent vertical oscillations.
In order to minimize the danger incident to end thrust on the frame of the
running gear, and maintain the front and rear axles in their proper parallel relation
to each other, I provide four truss rods, one extremity of one of such rods being
rigidly connected to one end of each axle and the other extremities of said rods
being connected to a block or thimble located at or about the middle of the said
longitudinal tube or bar. The said truss rods are thus arranged somewhat in the
form of the letter X. That portion of the block or thimble to which the front truss
rods are attached is rotatable with relation to the other part of such block receiving
the rear truss rods. By this arrangement it will be seen that when either the front
or back wheels meet with elevations or depressions in the roadway they are enabled
to "take" the same, without placing any undue strain or twist on any of the rigid
parts.
To the forward end of the longitudinal tube or bar I rigidly secure a suitable
supporting clip to which the body spring is adapted to be attached, said spring being
in turn secured to the spring bar on the carriage body. The supporting clip is
provided with a forward extension which rests on a cylindrical bearing on the front
axle, and thereby provides for the principal support of the spring and front portion
of the wagon body on the axle: the arrangement being such that the front axle is
allowed to oscillate independently of the spring support.
In order to steer the wheels effectively and simply, I provide the front axle with
pivotal extensions upon which the steering wheels are rotatably mounted. These
pivotal extensions are capable of being turned or oscillated by means of levers
operated by a crank extension secured to a vertical steering rod.
I provide the steering rod with a sleeve connected thereto by a universal joint, so
that it may have any range of angle or displacement. A hollow steering bar is
arranged practically in alignment with the steering rod, or nearly so, and is rotatably
mounted in a sleeve suitably secured to the vehicle body. This hollow bar is
provided with an extension which is connected with it by means of a universal joint,
the extension engaging, in a telescopic manner, the first mentioned sleeve that is
connected to the steering rod, thus permitting the body spring to expand or become
compressed, while the ball joints permit the steering rod and its tubular part to pass
out of alignment and still transmit the power and motion in an efficient manner.
In order to steer the vehicle, the upper part of the hollow bar is provided with a
handle bar connected to it by a hinge, so that such bar may be held at any desired
or convenient angle. Movement of this bandle bar in a horizontal plane turns the
steering wheels so as to guide the vehicle in the desired direction.
The handle bar is hollow and has a rod extending therethrough, the inner end of
which rod is connected through a universal joint with a sheave pulley mounted
directly over the axial opening in the hollow steering bar. Arranged in this hollow
steering bar and directly under the sheave pulley is a second sheave pulley connected
with the upper pulley by means of a cord or the like. The shaft or stud on which
the lower pulley is mounted has at its outer end a switch lever adapted to be moved
over a contact fan or board for regulating the amount of current from the batteries to
the motor. The rotary movement of the steering handle thus controls the speed of the
vehicle, while the lateral movement effects the steering thereof, thus enabling
the operator to have one hand free at all times.
Obviously the means for controlling the speed of the vehicle may be modified to
suit any form of motor, whether electricity, oil, steam or other source of power be
employed.

page_text: I provide an electric motor having a single magnetic field, the core being formed
of steel and having suitable exciting coils or windings arranged on its polar projections,
so as to establish a magnetic field having its similar poles presented to the same side
of the armature. Two armatures are located within this field and are provided with
independent shafts, the outer ends of which carry friction driving pulleys, adapted to
engage with friction rims on the driving wheels. One of the windings magnetizes
the entire field of one polarity for the two armatures, while the other winding
magnetizes the entire field of the opposite polarity for the two armatures.
I connect the two armatures in series relation to each other, and the motor is
preferably shunt wound. Any appropriate system of connecting the controlling
switch with the battery and motor may be employed.
The principal advantages incident to a motor constructed as hereinbefore described
are that the two armatures being connected in series so operate together that the
armature driving the wheel on the inside of a curve, in going slower, diminishes the
counter electro-motive force of the motor, and the consequent tendency of the current
flowing from the batteries to increase energizes the armature driving the outer wheel
until its additional increase of speed increases the counter electro-motive force to the
extent that a balance is brought about between the two, and the armatures thus
automatically divide the load and operate on an almost constant flow of current in
taking curves. This condition is brought about by the fact that the two armatures
operate within a single, uniform field.
In order to provide for a suitable engagement of the driving pulley or pinion on
the driven ring or gear, and for adjustment of the friction or grip of these parts, the
journal box, in which the armature shaft has its bearing, is surrounded by a split
eccentric, in which it is adjustably mounted.
In order to establish the vehicle connection from the battery to the vehicle
automatically when the trays are placed in position in the vehicle body, and thereby
permit the ready pulling out or inserting in the body of the vehicle of the trays of
batteries, the said trays are provided with a stud adapted to enter or pass between
two or more springs forming sockets arranged in the body of the vehicle, which
provide electrical connection with the motor.
For protecting the electrical.connections from the action of the acid fumes of the
battery case, and thereby preventing their rapid corrosion and destruction, I prefer
to arrange the said socket in a recess in the vehicle body, and to enclose these
electrical contacts, or the recess in which they are mounted, with a piece of suitable
material such as soft vulcanized rubber, having a closely fitting perforation through
which the aforesaid stud is passed.
1000
HASELTINE, LAKE & Co.
45 Southampton Buildings, London, W.C., Agents for the Applicant.
"Improvements in Motor Driven Road Vehicles and in Electric
Motors therefor "
I, WALTER AMBROSE CROWDUS, of 5227 Woodlawn Avenue, Chicago, in the
County of Cook, State of Illinois, United States of America, Electrician, 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 motor driven road vehicles.
One feature of my invention consists in providing an improved underframe, in
which the front and rear axles are rigidly connected together to resist end thrust, but

page_text: are permitted to oscillate independently in vertical planes, thus enabling them to
accommodate themselves to the undulations in the road, and to overcome any
obstructions which they may meet, without undue stress or strain.
I also provide means for supporting the front body spring on the front axle,
while permitting the axle to oscillate vertically independently of the spring, thereby
avoiding the necessity of supporting said spring on the under frame and the
consequent heavy construction of the frame to enable it to withstand the weight
thereon.
Another feature of my invention consists in connecting the steering handle with
the steering rod and levers in such manner as to permit the handle to move with
the vehicle body.as the front body spring is compressed, expanded or deflected,
while maintaining constant connection between the parts and ensuring efficient
control of the steering gear. I further provide means whereby the operator can,
by the manipulation of the steering handle, also control the power and speed of the
motor.
My-invention--further--comprises,-for--use--in--connection-with-a-road-vehicle, a
single-electric-motor-having-two independent-armatures-whore-shafts are in line with
each other,-which-armatures-rotate-in-a-single-magnetic field, or-the-equivalent
of-such-a-field;-common-to both armatures. These-armatures-may be-so-arranged
that-one-serves-the-function-of-a-magnet-yoke-to--the-field-of-the--other. One
armature--is--adapted--to--drive a wheel-on-one--side-of-the-vehicle-and-the-other
armature-to-drive-a-wheel-on-the-other-side,-and-being independent-they can-rotate
By-means-of-this-part-of-my-invention
is
in-the-same-direction-at-different speeds.
the--employment-of--differential--gear,-or-of--separate--motors--for--each--wheel,
strength-of-that-part-of-the-magnetic-field-in-which-the-other-armature-is-placed is
increased;-and-consequently-the-latter-armature-is-driven-at-an-inereased speed, the
increase-of-its--speed--corresponding--with--the--decrease--in-the-speed-of the-first
obviated. Moreover-when-the--rotation of--one-of-the-armatures-is-cheeked-the
armature. I-am-therefore-enabled-to-drive both wheels-with-an-equal-effect-us-well
when the vehiele-is-turning or-travelling--in-a-curved-path-as-when-it-is-travelling
in-a-straight path.
A-further feature-of-my-invention-consists-in-improved-means-for-automatically
establishing electrical--connection--between--the batteries--and--the--vehicle--when
the-battery-trays--are--placed-in-position; and-in--means--for--preserving--the
electrical-connections from the deteriorating-influence-of-the-acid-fames-of the
batteries.
In order that my invention may be clearly understood and readily carried into effect,
I will describe the same more fully with reference to the accompanying drawings, in
which:
Figure 1 is a plan of the under frame of a vehicle constructed according to my
invention;
Figure 2 is a front elevation of such frame, partly in section, taken on line 2-2 of
Figure 1; and
Figure 3 shows a longitudinal section of the central bar B and the means by which
the axles A and A¹ are secured thereto.
Figure 4 is a plan of the under frame, showing the motor in position, and the
means for transmitting power and motion from the motor to the driving wheel of the
vehicle.
Figure 5 is a vertical sectional elevation of the motor taken on line 5-5 of
Figure 4.
Figure 6 is a side elevation of a modified form of my improved motor.
Figure 7 is a detail view of the means for supporting the motor.
Figure 8 is a vertical sectional elevation, and Figure 9 a front elevation drawn to a
smaller scale, of the steering and controlling mechanism, showing also a portion of the
vehicle body, and under frame, in dotted lines.
Figure 10 is a horizontal section of the controlling lever.

page_text: Figure 11 is a detail section of a portion of the steering mechanism, taken on
line 11-11 of Figure 10, and drawn to an enlarged scale.
Figure 12 is a side elevation, and Figure 13 a plan, of the trays of electric
accumulators or secondary batteries in position, and showing the body of the vehicle in
dotted lines.
Figures 14 and 15 are detail views, drawn to an enlarged scale, of the means for
making the electrical connection of the battery tray with the body of the vehicle.
A and A' are the front and rear axles connected together by means of a central,
longitudinal tube or bar B, which is preferably rigidly connected to the rear axle and
Fivotally connected to the front axle so as to permit of each axle oscillating
independently in vertical planes.
I provide four truss rods C, C1, C2 and C³, connecting the axles near their ends to
the longitudinal bar, as shown. The rear truss rods C² and C3 are rigidly connected
to the rear axle, and also to the central bar B by means of a thimble D, fixed on the
said bar. The front truss rods C and C¹ are similarly secured to the front axle, but
are pivotally secured to the central bar by means of a collar D', which is free to rotate
on a portion of the thimble D, and is held in position by means of the screw ring or
nut . By this arrangement it will be seen that when either of the front or back
wheels meet with elevations or depressions in the roadway, they are enabled to run
over the same without placing any undue strain or twist on any of the rigid parts;
and also that if either of the front wheels meet with an obstruction, the shock is
transmitted to the frame by means of the truss rods, which are so arranged as to
receive the shock of the blow in a line perpendicular-or nearly so-to the point at
which the blow occurs, that to say in the line of their greatest strength.
To the forward end of the longitudinal bar B I rigidly secure in any convenient
manner a clip E. The spring F, serving to support the front part of the vehicle
body, is secured by bolts e to this clip, and to the spring bar f, which latter is secured
to the vehicle body. The clip is provided with a forward extension E', which rests
on a cylindrical bearing on the front axle, thus providing for the principal support
of the spring and front portion of the vehicle body on the said axle.
The pro-
jection E¹ of the clip has a concave recess to rest on the convex surface of the said
cylindrical bearing, so that the front axle is free to oscillate independently of the
spring or vehicle body.
The front axle has pivotal extensions a and a', upon which the steering wheels are
adapted to be rotatably secured. These pivotal extensions are provided with rear-
wardly extending arms a*, by means of which the steering wheels can be controlled
by the steering rod a through the crank arm a and connecting links a² and a³. I
connect the post of the steering handle with this vertical steering rod a" in a
telescopic manner, and by means of universal joints which permit variations of the
vertical axis of said post and rod. For this purpose, I provide the steering rod with
a sleeve G, which is articulated to said rod by a universal joint g. The steering
post G¹ is arranged in alignment, or nearly so, with the steering rod, and is rotatably
mounted in a sleeve g¹ suitably secured to the vehicle body. This post is provided
with an extension g³, connected thereto by means of a universal joint g³, similar to
the joint g; and this extension engages, in a telescopic manner, the sleeve G. The
body spring F can thus be expanded, compressed or deflected without affecting the
steering post and handle, the universal joints permitting the steering rod and
sleeve G to pass out of alignment while still transmitting the power and motion in an
efficient manner.
The upper part of the steering post is provided with a bandle bar G2, pivotally
connected to it at 94 (Figure 10), so that such bar may project horizontally backward,
as shown in Figure 8, or be raised to any desired or convenient angle, thus allowing
the hand of the operator to rest easily in any desired position. The movement or
swing of this handle bar in a horizontal plane turns the steering wheels to guide the
vehicle in the desired direction.
In order to enable the operator to control the speed of the vehicle with the hand
employed in steering, the handle bar and steering post are of tubular or other
suitable form, and the handle bar carries a rod g³ which is capable of turning therein.

page_text: The inner end of this rod is provided with a universal joint H (Figure 11) mounted
on a sleeve H¹ having its bearing in the bracket h secured on the sleeve g¹. The
inner end of the sleeve H¹ is provided with a sheave or pulley h¹ mounted centrally
over the hollow steering post G¹. Arranged in this hollow post and directly under
the said sheave, is a second sheave or pulley h² connected with the upper sheave by
ineans of a cord k. Instead of this cord I may employ a band or chain. The shaft
or stud, h³, on which the lower pulley is mounted, has at its outer end a switch
lever I adapted to make contact with any of the contact surfaces i, for regulating the
amount of current from the batteries to the motor. This switch lever and contact
surfaces may
of course be replaced by other controlling means according to the
source of power and form of motor employed. The steering post is slotted at / to
enable it to be turned without affecting the shaft . The rotary movement of the
steering handle thus controls the speed of the vehicle, while the lateral movement
thereof effects the steering, and by this means the operator is enabled to have one
hand free at all times.
..
Instead of the sheaves h¹ and 2 and the cord for transmitting the turning
movement of the rod go to the lever I, I may obviously employ any other suitable
form of transmission mechanism, such as a connecting rod, or toothed gear wheels.
In the drawings I have illustrated two forms of my-improved the electric motor.
That shown in Figures 4 and 5 has a field magnet O, the core of the magnet being
formed of mild steel and having suitable energizing coils o and o¹ arranged on its
polar-projections, so as to establish a magnetic field having its similar poles presented
to the same side of the armatures. The magnet is of the iron-clad type, and,
although the two coils o and o¹ are shown as located diagonally with reference to each
other, it will be understood that each coil magnetises the entire field for the two
armatures. Therefore one coil only could be employed, but in practice it is preferable to
employ two coils arranged substantially as illustrated in order to ensure a uniform
magnetic field. The two armatures P and Pi are located within this field and are
provided with independent shafts p and pl, the outer ends of which carry respectively
the friction driving pulleys p2 and 3, adapted to engage with the friction rims M on
the driving wheels M', as shown in Figure 4. Instead of employing friction gearing
however, I may employ toothed or other gearing.
I-eenneet the The two armatures are connected in series relation to each other, as
shown by the circuit lines in Figure 5, the connection being such that the armature
current Hows from the battery N by the wire n to the commutator brush n¹, through
the armature P, out through the opposite brush 2, along the wire ³ to the brush n
of the other armature P¹, through this armature, out through the opposite brush n³,
and back by the wire n to the battery. The motor may be shunt or series wound.
In the present example it is shunt wound, the field current flowing from the battery
by the wire n to the coil o thence by the wire n³, through the coil o¹, and back by
the wire to the battery.
By aid of the above description, the modified form of motor shown in Figure 6
will be readily understood, the same letters of reference being employed to designate
the same or similar parts. The principal difference between the two forms of motor
is in the construction of the field magnet. In the modified form, the magnet is so
formed that one armature forms the magnet yoke for the other. As in the motor
just described, each of the two coils o and o¹ magnetises the entire field. It will be
noticed that, in this case the currents travel round the coils of the two armatures in
different directions. I have shown this motor as series wound, the current passing
from the battery by the wire through the coils o¹ and o to the commutator brush 4
of the armature Pi, through the said armature, out through the opposite brush n³,
along the wire n³ to the brush n² of the armature P, through the said armature, out
through the opposite brush ¹ and back by the wire to the battery.
The principal advantage of a motor constructed according-to-my-invention as above
stated is that the two armatures, being connected in series, so operate together
that the armature driving the wheel on the inside of a curve round which the vehicle
may be passing, in going slower, diminishes its counter electro-motive force and the
consequent tendency of the current flowing from the batteries to increase energizes

page_text: the other armature, which is driving the outer wheel, until its additional increase of
speed increases its counter electro-motive force to such extent as to bring about a
balance between the two. The armatures thus automatically divide the load and
operate on a practically constant flow of current in taking curves. This condition, as
before mentioned, is due to the fact that the two armatures operate within a single,
uniform magnetic field.
In order to provide for a suitable engagement of the driving pulley or pinion on
the driven rim, the journal box Q (Figure 7) in which the armature shaft has its
bearing is surrounded by a split eccentric ring q, in which it is adjustably carried.
This ring is mounted in a strap R supported on the axle A¹ of the driving wheels.
When it is desired to adjust the engagement or grip of the friction or driving pulleys,
the strap R is released by slacking the bolt and nut r, the split eccentric ring is
turned the requisite distance, and the parts are then locked in that position.
Any appropriate system of connecting the controlling switch with the batteries and
motor may be employed.
The trays S carrying the secondary batteries, are provided with a stud u, in elec-
trical connection with the cells, which stud is adapted to enter or pass between two
or more springs forming sockets u¹, arranged in the body of the vehicle, and in
electrical connection with the motor. By this means electrical connection between
the batteries and the vehicle circuits is automatically established when the trays are
placed in position in the vehicle body, and the removal or replacing of such trays is
thereby greatly facilitated.
I construct the said socket u¹ in the form of two contact springs arranged in a
recess u² in the vehicle body. These electrical contacts, or the recess in which they
are mounted, are enclosed by a piece of soft vulcanized rubber T, having a perfora-
tion through which the aforesaid stud is passed and which closely fits such stud.
The electrical contacts are thus at all times protected from the corrosive influence of
the acid fumes of the batteries and the corrosion and destruction of such contacts is
thereby prevented.
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 driven road vehicle an underframe comprising truss bars arranged
substantially as described and for the purpose specified.
2. The combination with the under frame of means for supporting the front part
of the vehicle body upon the axle of the front wheels substantially as described.
3. An extensible bar situated between the steering post and the steering wheels
and having at each end a universal joint, substantially as and for the purposes
described.
4. A handle bar capable of swinging laterally to steer the vehicle, and provided
with means comprising a universal joint disposed on the axial line of the steering
post and with transmission mechanism for operating the speed controlling device
substantially as and for the purposes described.
5. An-electrie--motor having two or other appropriate.-number--of--armatures
capable of rotating-independently-of-each other in a field common to all for the
purposes-specified.
G.-The-electrical-contact-sockets,-protected-by-flexible neid proof coverings, und
adapted to receive-electrical-contact-projections on the battery trays,-substantially
ns-and-for-the-purposes described.
5. The motor driven road vehicle constructed arranged and combined to operate
substantially as described with reference to the accompanying drawings.
8. An-electric-motor-having-its parts-constructed arranged and combined to
operate-substantially as described with reference to Figure 5 or Figure 6-of-the
accompanying-drawings-and-for-the-purpose-specified.
Dated this 14th day of July 1899.
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C. Agents for the Applicant.