DE27350C - Innovation in electrical transport devices - Google Patents

Description

IMPERIAL

PATENT OFFICE.

(Middlesex, England).

With the use of electricity as an operating force for tram cars has become by practical experiments have shown that, before their use, satisfactory Can deliver results, various points must be considered beforehand. This is how it is, for example Necessary to regulate the drive devices respectively on inclines of the path. influence to be able to. If z. B. the car drives up a steep hill, it will reduce its speed and what here is the "electrical resistance of the motor" may be called, will also decrease. The consequence of this is an increase in quantity of the current generated by the motor and an increase in the ratio, in which are the accumulators or primary batteries, which are used as a source of electricity in cars used, discharged.

This must now be avoided because it is due to the accumulators or primary batteries has a detrimental effect on being discharged beyond a certain ratio, and on the other hand, as the car is going uphill, it is desirable to have as much power as possible and not to slow down the car too much.

To overcome these difficulties, the inventor has a device for regulating the speed of the motor, by means of which the regulation without noticeable Increase in current can be made. The regulation becomes through a change of the speed ratios, or, in other words, by avoiding great changes or changes in the "resistance of the engine" in the various Speeds of the car.

For this purpose it is advisable to run the electric motor with the main driving axis to connect suitable organs reducing the speed. This between engine and drive shaft organs can be friction wheels, belts, ropes or cords or Be gears, and considering that the electric motor is small, but with a larger one If you want to make speed, you will have one or more waves which are necessary Carry gears or disks, arrange them between the motor and the drive axle.

The device in question is shown in the accompanying drawings.

Fig. 1 is a front view and Fig. 2 is a side view, the remaining figures Details.

On the drive axis α , the two friction wheels b, which can also be gear wheels, are wedged. They are in engagement with the small friction wheels cc, with which on the other hand the friction wheels d and d ^{1 are also} in engagement, the latter rotating loosely on the shaft e.

The friction wheels ^ddl take part in the rotation of the shaft e when they are connected to it by the clutches //. Furthermore, two larger friction wheels gg are wedged onto shaft e , which in turn mesh with two friction wheels hh

stand, which on the other hand are again in engagement with the friction wheels i and i ^l , which run loosely on the shaft k . These wheels ti ¹ can also be coupled to the shaft with the couplings //.

The friction wheels cc are in the frame or the bracket m BEZW. ο η stored, as shown in FIGS. 2, 3 and 4.

The frame 11 is attached to the machine frame and the brackets m and o, in which the axles of the wheels cc are mounted, are urged apart by a spiral spring / so that the wheels cc approach each other, and with greater or lesser pressure on the Friction wheels bd respectively. bd ¹ work.

It is preferable to make these friction wheels cc out of paper because, when well made, they are very durable and operate noiselessly. The spring f which m between the brackets and arranged ο, a more or less grofse force can have, depending on the pressure and the force that the wheels α have to be transmitted. Any wear on the wheels is compensated for by the spring p , since in this case it approaches the wheels cc accordingly.

It is clear that any other spring may be used instead of the spiral spring / can, but the spiral spring has the advantage of simplicity and durability over others.

With the friction wheels d and d ¹ , the disks qq are made in one piece, but the latter can also be placed on dd ¹ . In the same way, the friction wheels ti ¹ are cast together with the disks q ^l q ^1. The disks q and q * are provided with screwed-in concentric grooves, FIG. 6, in which corresponding, protruding rings of the couplings / and / can engage.

This device works as follows:

Assuming that the car moves at its maximum speed and the motor and consequently the drive shaft k at normal average speed, when the car has to climb an incline, its speed will decrease, and at the same time that of the motor. Now the coachman engages the device described above, with which he can change the speed ratio between the motor and the main axis a of the car, and changes this speed ratio so that the motor and the slower movement of the car. axis a can continue to work at normal speed. For this purpose, the couplings / and / are connected to levers which surround them like a fork, FIG. 5, and which are moved by the coachman. If the fully occupied car now runs on the plane at maximum speed, as assumed above, the levers are always on the side where the larger friction wheels 2 ¹ and d ^x transmit the force. It must be noted here that the friction wheels on the same shaft i and i ¹ and d and d ' as well as all four have different diameters, and that with the help of this, depending on i ¹ and d ¹ or d or i with d or d ^J works, the speed ratio between engine and car respectively. changes between k and α . In this case, the clutch / is connected to i ^l and the shaft e lying between k and α has its greatest speed, as does the larger friction wheel d ¹ of shaft e, which is coupled to e by f and so its rotation on the Main axis a of the car transmits, which must therefore also have its highest speed.

If the car now has to overcome a moderate incline, the clutch is disengaged at i ¹ and engaged at i , causing e and a to rotate more slowly. In great gradients is also disengaged yet d ¹ and d is engaged, whereby the speed of the like is even lower.

Which of the couplings respectively. Wheels ii ¹ and dd ^{l to} disengage respectively. are to be engaged and when this has to happen, the driver sees on an indicator attached to the car, which shows the strength of the discharge current of the batteries.

The friction wheels can also be arranged in another way, as follows: On the main axis of the carriage, or connected to the running wheels, becomes a disc put on, which is not much smaller in diameter than the impellers. At right angles to the plane of rotation A shaft on which a friction wheel sits is placed on the disk. The latter is arranged displaceably on the shaft by means of a screw, so that it is on the Disc can rotate at greater or lesser distance from the center of the same. the The shaft on which this friction wheel sits is in direct connection with the electric one Motor or is with the same by a device for reducing the speed tied together. The friction wheel is pressed onto the disc in appropriately by a spring, which can be tightened by a screw. Instead of of the one friction wheel that runs on the disc could also have two friction wheels, one on each side of the disc. The disc itself would then be in the Wedge the center of the main axis of the carriage. In this construction the one-sided Pressure on the disc can be avoided.

So when the car drives over steep hills, the main axis α would have its lowest and the motor respectively. the wave k is its middle one

Claims (1)

Average speed, and it can be seen that by means of several interposed shafts e with friction wheels, sufficient means can be made available to the driver to be able to adapt the electric motor to all differences in level of the carriage. But it is necessary that if a change in speed becomes necessary before the Triggering the clutch the current would be interrupted, otherwise the motor, as he was in time runs idle between disengaging and engaging the clutches, assuming an excessive speed would. It is true that the clutches could be placed very close to the friction wheels in question, so that freewheeling of the motor would hardly be noticeable, but it is better to have the current through Contacte with the To connect the shut-off lever, as shown in FIG. If the lever 4 is on the one or the other stop, there is contact, but with the first movement of the lever, to release the clutch, the same is interrupted. Fig. 5 is a section through the clutch f along the lines xy in Fig. 1, It shows how the jaws / ', which run in the groove of the clutch, are fastened to the forked release lever by means of screws. Patent request: The arrangement to pass the electrical current through the operating lever that controls the device to change the speed in and on its activity, whereby the current during the time of the cessation of one speed to the other is interrupted, Fig. 7. For this purpose I sheet drawings.