US1093149A - Driving mechanism for electrically-propelled vehicles. - Google Patents

Description

E. W. SCHNEIDER. DRIVING MEGHANISM POR ELEGTBIGALLY PROPELLED VEHICLES.

l 3 APPLICATION FILED MAYSl, 1910. 1,093,149. Patented Apr. 14, 1914.

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.APPLIOATION FILED MAY 31, 1910.

Patented Apr.14, 1914.

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' DRIVING MECHANISM Eon ELEc'rmcALLY-PEOPELLED VEHICLES.

Specification of Letters Patent. Application filed May 31, 1910.` Serial No. 564,101.

Patented Apr. 14, 1914.

To all whom it may concern Be it known that I, EUGENE-1V. SCHNEI- DER, a citizen of the United States, residing in the city, county, and State of New York, have invented certain new and useful Improvements in Driving Mechanism for Electrically-Propelled Vehicles, of which the f ollowing is a full, clear', andv exact description.

In the construction of electrically propelled automobiles the usual practice heretot'ore has been to mount the driving motor or motors on the body of the vehicle and transmit the power thereof to the driving wheels through the instrumentality of transmission gearing.

My present Vinvention is designed primarily to do away with such transmission gearingand to this end I make 'the driving motor, 0r each drivingmotor, apartl of the wheel which it drives. This constructionis thus advantageous not only in avoiding complicated and costly transmission mechanism and 'the concomitant loss of power therein, but also in affording a more fiexible speed control with economical use of power,

since the speed of thevehicle can ce variedI by the well known series-parallel control, and by cutting out one or more of the motors, when more than one motor is` employed.

A convenient and efficient embodiment of the invention is illustrated in theannexed drawings, in which- Figure 1 shows 'the combined driving wheel and motor in section. Fig. 2 illusmotor,designated by 2, is

trates the punchings or laminae of which the field and armat-ure cores are built up.

The axle 1, on which the driving wheel shown in Fig. 1 is mounted, is non-rotatably secured to the vehicle body in any convenient manner, and the field element of the rigidly fixed on the axle. The field core is preferably of the laminated type, built up o punchings such as are shown at 3,'Fig. 2, bolted together in the customary manner. The axle is prefer- 'ably tubular, and the field leads 4,` 5, extend through the same to the field winding 6. The armature, 7, surrounds the lfield instead of being surrounded by the field, and is also of'. the laminated type, built upl of punchings 8, Fig. 2. The driving wheel comprises a pair of convex plates 9, 1()` betweenl which the armature is rigidly mounted, these plates being rotatably mounted on the axle in any suitable way,'as by means of the ball bearings shown. At the periphery of these plates, which in effectconstitute the hub of the wheel, are two flat rings 11, 12,

`secured between the armature and the plates,

and between the rings the spokes 13, carrying the felly 13, are secured in any suitable manner.

The 'commutator 14.is carried lb the plate 9, on the inner side of the whee and its bars are connected by taps, as 15, to the proper portions of the armature winding 16. The carbon brushes 17, 18, are slidably mounted ina carrier or holder 19 on the axle 1 and are pressed against the side of the commutator by tension springs'20. The connections of the brushes to the motor circuit of course .depend upon the type of the motor, whether series, shunt, or compound. The brush leads, 17a, 17, may be led out through the tubular axle, as shown. A cap 21*7 detachably fastened to the hub-plate 9 protects the commutator and associated I parts from dust, etc., and a cap 22, ably mounted on t-he hub-plate 10, erforms a similar function at the other si e of the wheel.

From the foregoing it will be seen that the Wheel, being rigidly yconnected to the revolving elementv of the motor.` revolves therewith; the electric power of the source of current, to which the motor is connected, being translated 'into mechanical power in the wheel without the employment of me-- chanical transmission devices such as gears, sprockets and chains, etc., with their concomitant losses. r

It is to be understood that the construction herein specifically shown-and described is merely the preferred form of the invention', which is capable of various other embodiments without departure from its proper spirit and scope.

I claim:

The combination with a non-rotatable vehicle-axle; of; a field ma et rigidly mounted on the said axle; a hu comprising plates or disks rotatably mounted on the axle at opposite sides of the said field magnet, the disks being oppositely convex; an armature encircling the field magnet'between the said disks at the peripheryt ereot, and having a core composed of lamin or plates perpendicular to. the axle;` fiat binding rings on opposite sides of saidcore, between the same and the respective disks;

remOV- said rings extending radially beyond the spokes to bind the seine Iirinly between the edges of the disks and the outside of the rings; and a folly carried by the outer ends armature core;'binding bolts at the periph- I of the spokes.

ery of the disks, extending through Jche Inhtestiineny whereof I :ilix my signe- 5 disks, the binding rings, and the lamina-3 of ture in the presence of two subscribing Witthe armature core to bind all said parte nesses. l

rnily together; radial spokes having their EUGENE W. SCHNEIDER inner ends arranged .between the binding, lvitnesses:

rings; binding' belts extending through the M Lmvson Dwcn, 10 binding' rings and the inner ends of said i S, S. DUNHAM,

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