IMPROVEMENTS IN SPRING MOTOR APPARATUS FOR PROPELLING TRAMWAY- CARS OR FOR OTHER PURPOSES
Year: 1883

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LETTERS PATENT to William Robert Lake, of the firm of Haseltine, Lake,
and Co, Patent Agents, Southampton Buildings, London for an Invention of
"IMPROVEMENTS IN SPRING MOTOR APPARATUS FOR PROPELLING TRAMWAY-
CARS OR FOR OTHER PURPOSES communicated to him from abroad by
George Stites. Engineer Robert Steel, Samuel Austin, Machinist Jonathan
Vannste, Journalist Henry Gratton Donnelly Journalist and Charles Mace,
Shoe manufacturer all of Philadelphia. Pennsylvania, United States of
America
PROVISIONAL SPECIFICATION left by the said William Robert Lake at the
Office of the Commissioners of Patents on the 23rd January 1883.
"
FOR PROPELLING TRAMWAY-CARS OR FOR OTHER PURPOSES
"
WILLIAM ROBERT LAKE, of the firm of Haseltine Lake and Co., Patent Agents,
Southampton Buildings, Loudon IMPROVEMENTS IN SPRING MOTOR APPARATUS
[A communication to
him from abroad by George Stites. Engineer Robert Steel, Samuel Austin, Machinist
Jonathan Vannste, Journalist Henry Gratton Donnelly Journalist and Charles
Mace, Shoe manufacturer all of Philadelphia. Pennsylvania, United States of
America.]
According to the said invention I construct the motor apparatus as follows, that
is to say;-I combine with a stationary shaft a series of drums carrying springs
adapted to be brought into action consecutively, either single or in sections, as may
be desired, the single spring or sections when applied to a tramway car having
adequate power for propelling the same with a maximum load so that the
consecutive action of the whole series will be sufficient for driving the said tram-
car during a complete trip. There is a series of clutches constructed and arranged
as hereinafter described by which the spring drums are connected with a master-
wheel which transmits through a train of gearing, the power of the springs to the
axles of the traction wheels, the reverse movement of the clutches disconnecting
the drums as the power of the springs is expended consecutively, the movement of the
clutches being controlled by the driver. I provide a universal coupling connected
with the front axle for making a positive connection of the gearing with the said axle

page_text: when the power of the springs is required, or breaking the connection when it is
not required, as hereinafter described. And I provide a brake consisting of
clamping jaws in combination with a wheel on the front axle, and operated by
devices hereinafter described. I construct the aforesaid springs of tapered form,
whereby I equalize their power at the different points of unwinding.
The frame of the motor consists of suitable supports and connecting rails; the
front and rear axles are provided with traction wheels. A stationary shaft is
connected at its ends with the said supports, the ends being square and confined
in boxes. The said shaft is provided with pairs of drums to which the inner ends
of coiled springs are secured by means of hook-shaped recesses whereby the
necessity for perforating screw holes in the springs is avoided and the strength of
the heels of the springs is preserved. The resilient ends of the springs are attached
to the rail of the frame.
I provide a master wheel which is keyed on one end of a sleeve, which is adapted
to turn on the stationary shaft and has a geared connection with the axles. The
said master wheel gears into a pinion on a shaft, and a wheel on the said shaft
gears into a pinion on another shaft; a wheel on this shaft gears into a pinion on
one of the axles, and an idler wheel on another shaft between the axles, gears into
pinions on the said axles whereby the connection between the master wheel and
the axles is completed and equal velocity given to the traction wheels. One of the
said pinions is part of a universal coupling hereinafter described, whereby the
train of wheels is brought into connection with the axles, or disconnected
therefrom.
The pairs of drums above described have independent clutch connections with
the master wheel whereby the pairs of springs are brought into action in succession,
so that by having sufficient power in one section to propel the car with a maximum
load the force of the motor may be extended long enough to run a complete trip,
the rewinding of the springs being effected at the terminus, by means of a steam-
engine or other power in any convenient manner.
The inner edges of each pair of drums have alternate projections and indentations
whereby they are locked together circumferentially. And they are respectively
fastened together by means of screw bolts.
I also provide stationary clutch-plates. The eyes of two of these plates fit
tightly on the stationary shaft, but the eye of the other plate has an easy fit on
the aforesaid sleeve which turns in it. The ends of the said plates are bolted fast
to two of the aforesaid rails whereby they are firmly held to prevent the coiled
springs twisting them out of their normal position.
A clutch is provided for connecting one pair of drums with the master wheel
and disconnecting it therefrom. Lugs on one side of the clutch are always in
connection with recesses in one of the stationary clutch-plates, and when these
drums are to be connected with the master wheel, the said clutch is moved in one
direction whereby the lugs on the opposite side of the clutch are brought into
connection with recesses in the master wheel; a reverse movement is given to the
clutch to disconnect the drums from the master wheel. The movements of the
clutch are given by means of a hand-wheel, a right and left hand screw rod, and a
bell-crank lever, which is connected at one end with a bracket bolted to the under-
side of one of the rails and at the opposite end with a lug on one of the stationary
clutch plates. The upper end of the said screw-rod is forked and hung on a pin
which connects it with the said bracket, and the lower end of the said rod is also
forked and connected with the said bell crank lever by means of a pin. A strap
surrounds the neck of the aforesaid clutch and is held by the lower arms of the
bell crank lever. By turning the hand-wheel so as to move the screw-rod down-
wards, the clutch is moved in one direction to connect the drums with the master
wheel; and by turning the wheel in the opposite direction they are disconnected
from it. Two other clutches are operated in a similar manner by duplicate devices 5
of the same construction as those above mentioned for operating the aforesaid
clutch, one of the clutches engaging with the master wheel directly, and the other

page_text: clutch indirectly by engaging with the opposite end of the aforesaid sleeve to that
on which the master wheel is keyed. The clutches are provided with lugs for
locking the drums to the plates when not in operation.
To a rin
The said universal coupling is constructed as follows, that is to say.
on one side of a pinion, and forming part of the same casting, are fitted wooden
blocks the ends of which fit between parallel faces on the extreme ends of the
arms of hub which is keyed fast to one of the axles. The inner edges of the
wooden blocks are faced with iron plates. A sleeve is provided which has a
longitudinal movement on the said axle and there are rods which have right and
left hand screw threads. One end of each of the said rods is connected with the
bub and the other end with the iron plates, which plates have short hubs fitting
into the blocks. To provide for the axial movement of screw-rods whereby the
wooden blocks are pressed against the inner surface of the rim to couple the pinion
with the axle, they have arms the extreme ends of which are connected with links
by means of joint-pins and slotted blocks; the other ends of the said links are
connected with a sleeve by means of pivots so that by the movement of the sleeve
in one direction the outward movement of the screw-rods caused thereby forces the
blocks outwards against the rim, and by the movement of the sleeve in the opposite
direction the pinion is uncoupled. The movements of the sleeve are effected by
means of a vertical rod provided with a hand-wheel and a horizontal rod which
connects with the lower end of the vertical rod by means of a bell crank lever, the
inner end of the horizontal rod having a bell crank lever which is jointed to a
strap on the neck of the sleeve. By the means above described the pinion may be
instantly coupled with the axle for bringing the power of the springs connected
with the master wheel into action for propelling the vehicle, or uncoupled for
arresting the action of the springs, when the vehicle is running down a gradient
and not requiring the motive power.
I provide a brake comprising coupling jaws which have wooden fillings and
steel springs, which connect the ends of the sections of the jaws together
The jaws are contracted and expanded by means of a rod which has right and
left hand screw-threads connected with the said jaws. The ends of the screw-rods
have bearings in brackets which are bolted to the bottom rail at the front end of
the motor; and the rear end of the lower jaw is bolted to a girder. A bearing is
provided for the screw-rod which is turned slightly round in one direction, to draw
the jaws together, or in the reverse direction for expanding them. The jaws, in
closing, clamp a wheel on the front axle for arresting the movement of the vehicle
and in expanding release it, to admit of its movement. The movements are effected
by meaus of a vertical rod having a hand wheel connected with the outer end of a
horizontal rod by means of bevel gear wheels, the inner end of the said rod being
geared to the said screw-rod by means of bevel wheels.
Instead of making the springs of equal strength from end to end I taper them
so as to equalize their force as they are unwound, to give uniform speed to the
vehicle, the springs being tapered in their width or thickness, or both in width and
thickness

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said William Robert Lake in the Great Seal Patent Office on the 23rd July
1883.
13
WILLIAM ROBERT LAKE, of the firm of Haseltine, Lake & Co, Patent Agents,
Southampton Buildings, London, " IMPROVEMENTS IN SPRING MOTOR APPARATUS
FOR PROPELLING TRAMWAY CARS OR FOR OTHER PURPOSES A communication to
me from abroad by George Stites, Engineer, Robert Steel, Samuel Austin, Machinist,
Jonathan Vannste, Journallist, Henry Gratton Donnelly, Journalist, and Charles
Mace, Shoe Manufacturer, all of Philadelphia, Pennsylvania, United States of
America.
This invention relates to spring motor apparatus for propelling tramway cars
or for other purposes.
The said invention comprises the combination, with a stationary shaft, of a
series of drums carrying springs adapted to be brought into action consecutively,
either singly or in sections, as may be desired, a single spring, or section, having
adequate power for propelling a car with a maximum load, so that the consecutive
action of the whole series will be sufficient for driving the said car through a
complete trip.
It also comprises a series of clutches, constructed and arranged as hereinafter
described, by means of which the spring drums are connected with a master
wheel which transmits, through a train of wheels, the power of the springs to the
axles of the track-wheels of the vehicle; the reverse movement of the clutches
disconnecting the said drums as the power of the springs is expended consecutively,
the movement of the said clutches being controlled by the engineer.
It also comprises a universal coupling connected with the front axle of a vehicle
for making a positive connection of the gearing with the said axle when the
power of the springs is required; or breaking the connection when it is not
required, as hereinafter described.
It also comprises a brake having clamping jaws in combination with a wheel on
the front axle, and operated by devices hereinafter described.
It also comprises a spring of novel construction whose power is maintained
nearly uniform as it unwinds.
In the accompanying drawings
Figure 1 is a plan of a motor constructed according to this invention.
Figure 2 is a side elevation of the same.
Figure 3 is a front elevation
Figure 4 is a sectional elevation of the stationary shaft and some of the parts
connected therewith.
Figures 5 and 6 are a front and edge view, respectively, of the brake.
Figure 7 is a front end view of a clutch.
Figure 8 is a section on the line a, a, Figure 7, and
Figure 9 is rear end view of the same
Figure 10 is a side view of the universal coupling.
Figure 11 is a section on the line b, b, Figure 10.
Figure 12 is an end view of one of the drums.
Figure 13 is a section on the line c, c, Figure 12.
Figure 14, is an end view of the hub of the master wheel.
Figure 15 is a section on the line d, d, Figure 14.
Figure 16 is an end view of a sleeve.
Figure 17 is a longitudinal section of the same.
Figure 18 is an end view of a bell-crank lever.

page_text: lever.
Figure 20 is a side view of the stationary clutch-plate
Figure 21 is an edge view of the same.
Figures 22 and 23 are a side and edge view of a tapered spring.
Figures 5 to 21 inclusive are drawn to an enlarged scale.
Similar letters of reference indicate corresponding parts throughout the drawings
A, A indicate side pieces and a, a¹, a², a³, a', connecting pieces which compose
the main frame of the motor; B, B₁ are respectively the front and rear axles,
which are provided with the track-wheels C.
D indicates a stationary shaft, connected at its ends with the side pieces A, A,
the ends being square as shown and fixed in the boxes b, b¹. The said shaft D is
provided with pairs of drums E E, E' E' and E2 E2, to which the inner ends of the
coiled springs F F, F' F' and F' F' are secured by means of the hooked recesses
c, c, whereby the necessity of perforating screw-boles in the springs is avoided and
the strength of the heel of the springs is preserved. The resilient ends of the said
springs are attached to the rail a of the frame.
G indicates a master wheel having a hub as shown in Figures 14 and 15. The
said wheel is keyed on one end of the sleeve H which is adapted to turn on the
stationary shaft D and has a geared connection with the axles B, B', as follows,
that is to say;-It gears into the pinion I on the shaft J, the wheel G' on the
shaft J gears into the pinion 1' on the shaft J¹, the wheel G2 on the shaft J' gears
into the pinion I on the axle B, and the wheel G³ on the shaft J' between the
axles B and B gears into the pinions Is and 1 on the axles B and B¹, respectively,
whereby the connection between the master wheel G and the axles B and B¹ is
completed and equal velocity given to the track-wheels. The pinion I is part of
a universal coupling hereinafter described, whereby the train of wheels is brought
into connection with the axles B and B' or disconnected therefrom.
The pairs of drums E, E and E³, above described, have independent clutch
connections with the master wheel G, whereby the pairs of springs F, F' and F³
are brought into action in succession, so that, by having sufficient power in one
section to propel the car with a maximum load, the force of the motor may be
extended long enough to drive a car through a complete trip.
The rewinding of the springs is effected at a depôt by means of a steam engine,
or by other power in any convenient manner.
The inner edges of the pairs of drums E, E, have respectively projections d and d²
whereby they are locked together circumferentially, as shown in Figure 13; they
are fastened together by means of screw-bolts as shown.
K, K and K indicate stationary clutch-plates; the plates K and K2 fit tightly
on the stationary shaft D; but the plate K¹ fits freely on the sleeve H which turns
within it. The plate K¹ is shown in figures 20 and 21. The ends of the plates
K, K' and K are bolted fast to the rails a and a¹ whereby they are firmly held to
prevent the coiled springs twisting them out of their normal position.
L indicates a clutch, shown in Figures 7, 8 and 9, for connecting the pair of
drums E, E with the master wheel G and disconnecting them therefrom. The lugs e
on one side of the clutch are always in connection with the recesses e¹ of the
stationary plate K', and, when these drums are to be connected with the master
wheel G, the clutch is moved in the direction of the arrow Figure 4, whereby the
lugs on the opposite side of the clutch are brought into connection with the
recesses f¹ of the hub H of the master wheel. A reverse movement is given to the
clutch to disconnect the drums from the master wheel. The movements are
imparted to the clutch by means of the hand-wheel M, the right and left screw N, and
the bell-crank lever O, which is connected at one end with the bracket h bolted to
the underside of the rail a', and at the opposite end with the lug j of the stationary
clutch-plate K. The upper end of the screw N is bifurcated and is hung on the
pink which connects it with the bracket h', as shown in Figures 2 and 3; the

page_text: lower end of the said screw is also bifurcated and connected with the bell-crank
lever O, by means of the pin k¹.
P indicates a swivel or strap which surrounds the neck of the clutch L and is
pivotted to the lower arms of the bell-crank lever O, as shown in Figure 19. By
turning the hand-wheel M so as to move the screw N downwards, the clutch Lis
moved in the direction of the arrow Figure 4 to connect the drums E, E with the
master wheel G, and by turning the said wheel in the opposite direction the said
drums are disconnected from the wheel G. The clutches L' and L* are operated
in the same manner by devices of the same construction as those above mentioned,
for operating the clutch L, the clutch L' engaging with the master wheel directly
and the clutch L² indirectly, by engaging with the opposite end of the sleeve H
to that on which the wheel is keyed. The clutches are provided with lugs e³ for
locking the drums to the plates K when not in operation.
Qindicates a universal coupling, shown in detail in Figures 10 and 11, in
which n indicates a rim at one side of the pinion 12 and forming part of the same
casting and to which are fitted wooden blocks o, o, o, o the ends of which fit
between parallel faces at the extreme ends of the arms p, p, p, p, of the hub R
which is keyed to the axle B. The inner edges of the wooden blocks o, 0, 0, 0
are faced with iron plates o'. S indicates a sleeve which has a longitudinal move-
ment on the axle B, and q, q, q, q, screws having right and left hand threads.
One end of each of the said screws connects with the hub R, and the other end
with the plates o' respectively. To provide for the axial movement of the screws q
whereby the wooden blocks are pressed against the inner surface of the rim n to
couple the pinion 12 with the axle B, they have arms r, r, r, r, the extreme ends
of which and one end of the links 8, 8, 8, 8, are connected by means of joint pins,
with the slotted blocks t, t, t, t, and the other ends with the sleeve S, by means
of pivots u, u, u, u, so that, by the movement of the sleeve in the direction of the
arrow Figure 11, the outward movement of the screws caused thereby forces the
blocks outwards against the rim n, and, by the movement of the sleeve in the
opposite direction, the pinion is uncoupled. The movements of the sleeve are
effected by means of the vertical rod T, provided with the hand-wheel M', and the
horizontal rod T which connects with the lower end of the rod T by means of
the bell-crank lever O', the inner end of the rod T having a bell-crank lever O'
which is jointed to the swivel or strap P on the neck of the sleeve S. By the
means above described the pinion 12 may be instantly coupled with the axle B, for
bringing the power of the springs connected with the master wheel G into action
for propelling the car, or uncoupled for arresting the action of the springs when
the car is running down an incline and not requiring the motive power.
U indicates a brake shown in detail in Figures 5 and 6. It consists of the
coupling jaws v, v, which have wooden fillings w, w, w, w, and steel springs x, x,
which connect the ends of the sections of the jaws together. The jaws are
contracted and expanded by means of the screw V which has right and left threads,
which connect with the jaws v, v. The ends of the said screws have bearings in
the brackets h³, h2, which are bolted to the bottom rail as at the front end of the
motor; and the rear end of the lower jaw is bolted to the girder y. W indicates
a bearing for the screw-rod V which is turned slightly around in one direction to
draw the jaws together; or in the reverse direction for expanding them. The
jaws in their contraction clamping the wheel X on the front axle B, for arresting
the movement of the car and in their expansion releasing it to admit of its
movement. The movements are effected by means of the vertical rod Y having a
hand-wheel M² and connected with the outer end of the horizontal rod Y' by
meaus of the bevel gear-wheels Z, Z, the inner end of the rod being geared to the
screw V by means of the bevel wheels Z¹, Z'.
Instead of making the springs F of equal strength from end to end, I may taper
them as shewn in Figures 22 and 23, so as to equalize their force as they are
unwound, to give uniform speed to the car,. the springs being tapered either in
their width or thickness or both ways as shown.

page_text: Having thus fully described the said Invention as communicated to me by my
foreign correspondents and the manner of performing the same I wish it understood
that I claim, in a spring motor apparatus
First. The stationary shaft D provided with the master wheel G and the sleeve H
adapted to revolve thereon, in combination with a series of drums, single or in
sections, for carrying coiled springs, substantially as described.
Second. The combination of the coiled springs with the drums having recesses c
for the connection of the heels of the said springs, whereby the latter are securely
held without the use of screws, substantially as described.
Third. One or more stationary clutch-plates in combination with the stationary
shaft, substantially as, and for the purpose, described.
Fourth. The combination of the stationary clutch-plates, with the stationary
shaft and the frame-rails a, a', whereby the said plates are firmly held in position,
substantially as described.
Fifth. The clutches L, L' and L2 in combination with the stationary clutch-
plates K, K' and K2, the stationary shaft D, the master wheel G, and the sleeve H,
substantially as, and for the purpose, set forth.
Sixth. The combination of the clutches with the screws N, the hand-wheels M,
the bell-crank levers O, and the swivels or straps P, for operating the said clutches,
substantially as described.
Seventh. The combination of the master wheel G, the shaft J having the
pinion I and the wheel G', the shaft J₁ having the pinion I and the wheel G³,
and the shaft J2 having the wheel G³, with the axles B and B¹ having pinions 1³
and I, respectively, to communicate the power of the coiled springs to the track-
wheels, substantially as described.
Eighth. In combination with the axle B, the universal coupling Q constructed
substantially as described for coupling the said axle with the master wheel G,
through the train of wheels, and uncoupling it therefrom, substantially in the
manner, and for the purpose, set forth.
Ninth. The brake U having jaws v, v, constructed substantially as described, in
combination with the brake-wheel X, the said jaws being expanded and contracted
by means of the screw V having right and left hand threads and the vertical and
horizontal rods Y and Y¹, substantially as described.
Tenth. The tapered coiled springs F, constructed substantially as described, for
the purpose set forth.
In witness whercof I the said William Robert Lake have hereunto set my hand
and seal this Twenty third day of July in the year of our Lord One thousand
eight hundred and eighty three.
PADE
WM. RODT.
(MIN.)