US625772A - Automotor carriage - Google Patents

Description

No. 625,772. Patented May 30,1399

H. F. JOEL AUTO-MOTOR CARRIAGE.

(Application filed Febv 4. 1899.) (No Model.) 2 Sheets-Shem I.

WITNESSES:

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INVENTOf) No. 625,772. Patented May 3v0, l899 H. F. JOEL.

AUTOMDTOR CARRIAGE.

(Application filed Feb. 4, 1899.}

(No Model) 2 Shets Sheet 2.

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A TTOHNE Y S UNITED STATES PATENT OF ICE.

HENRY FRANOIS JOEL, OF LONDON, ENGLAND.

AUTOMOTQR-CARRIAGE.

SPECIFICATION forming part of Letters Patent No. 625,772, dated May 30, 1899. Application filed February 4, 1899. Serial No. 704,560. (No model.)

To all whom it may concern.-

Be it known that I, HENRY FRANCIS JOEL, a subject of the Queen of Great Britain and Ireland, residing at London, England, have invented a new and useful Improvement in Automotor-Oarriages and the Like, (for which I have made applications for Letters Patent in Great Britain under N0. 17,8l3,'dated August 18,1898; in France under No. 268,630, dated August 23, 1898; in Belgium under No. 107,665, dated August 29, 1898, and in Italy under No. 40/156, dated September 1, 1808,) of which the following is a specification.

This invention relates to automotor-car- 'riages and the like; and it consists of an imto maintain a good driving grip upon the driving-wheels, while at the same time (being entirely detached from the carriage body) they are so elastically supported upon their frame as to diminish jar and vibration and to admit a certain compensating movement of the motor relatively to its driving-wheel to facilitate starting.

Figure 1 is an elevation of my improved automotor-carriage, and Fig. 2 is a plan of the underframing of the same with the body of the carriage removed. Fig. 3 is a detached detail of one spring attachment of the frame to the hind axle. Fig. 4 is. an elevation of a modified form of motor-frame having the same functions as that illustrated in the former figures. Fig. 5 is a plan of the same. Fig. 6 is a hind elevation of the same; and Fig. 7 is a diagrammatic hind view of the body, showing the body tilted relatively to the axle in passing around a curve. Figs. 8 and 9 are an elevation and a plan, respectively, of an equivalent, but modified, form of motor-frame having the same utility and functions as those in the preceding figures.

I construct an improved underframe (shown in Figs. 1, 2, and 3) with light steel tubes T T,

joined with sockets and made to follow the shape of the carriage C. I attach this frame to the axles X X of the carriage-wheels W W by means of bow-springs B B. The spring attached to the front axle is placed horizonand underneath it, as shown in Fig. 3, and

these springs are connected to the frame T by suitable bolts and nuts, of which the hori zontal attachments to the hind spring have a long screwed pin or bolt 11 and double adjusting-nuts b b, by which the frame can be adjusted at will relatively to the back spring B and axle X. M M are self-contained, each in its own frame or cradle, and the latter are supported on and bolted to the frame T in the position as shown. I further apply adjusting tension-rods L L between the bearings of the motor-axles and the hind axle X, such tension-rods having rightand left handed nuts upon them. By this means the motors can be accurately adjusted as to position to the back driving-wheels W W and will pro- The electric motors duce any desired pressure on the driving band, belt, or chain between the motor and the driving-drum D. These motors have the armature-axles extended with pulleys P P at each end. Belts or chains connect these pulleys and gear with the concentric drums or rims D D, fixed on the carriage-wheelsW W. A small jockey or friction pulley p, supported on an arm pivoted to the axle of the pulley P, runs between the pulley P and the drum D and is larger than. the space between P and D, and while assisting to drive the wheel W or W also equalizes the friction on the axle of the armature-pulley P and on the axle at the bearing of the carriage-wheels. The pulley p is mounted on a standard fixed to the under side of the carriagabody, and'thus jams between the pulley P and the drum D when the carriage-body leans over to one side. The special advantages attained by this frame and gear are: l

(a) The carriage when turning around a elongated, thus tending to tighten the belttion of the motors is not communicated to the carriage.

(c) The frame T gives a direct drive to the front axle and by the method of attachment with springs allowsof the elastic rise of the motor relatively to the back axle when starting without disengagement of the driving connection of the motor-pulley and thedriven wheel which is so necessary in a moving carriage.

The batteries are fixed under the seats in the receptacles Gr, the steering-gear is in front, and a controller isplaced at the side of the front seat, the whole making a self-contained, practical, and elegant motor-carriage.

Figs. 4, 5, and 6 show another method of fixing the motors. In this case the axle A, carrying the motor M, with pulleys P P at the ends, passes directly through a bearing e e, formed at the end of the elliptic carriagesprings EE, which thus support the motor, the motor M in this instance being placed in the center of the axle A and kept equidistant from the axles by the light frame t. The internal field-magnets of the motor revolve and drive the two pulleys P P, the external armature being stationary. Then turning around a-corner, the body of the carriage is thrown over a little, as shown in the diagram Fig. 7, the spring E inside is pulled up and opened, thus bringing the pulley P nearer to the drum D and causing the belt to slacken, while the and keep the outside wheel going at its full speed with the same object and the same result as in the example shown in Figs. 1, 2, and 3.

Another method of gearing is shown in Figs. 5 and 9. The motor M and pulley P are fixed on a light metal frame F, pivoted at one end to the axle X of the carriage wheels W, and supported at the other end by means of an extension of the frame F and a double spiral spring S S, fixed under the carriage'O, so that the whole frame F, with the motor and gear, is free to move up and down on its pivot at the axle, and the springs S S form an elastic support for the motor and softens any shock orvibration when traveling along rough roads and admits of an elastic play of the motor relatively to thedriving-wheel without disengagement when starting. The frame allows the motor to be coupled or' geared directly to the wheel. In this arran gement the arm carrying the j ockey-pnlley p, which is slightly larger than the space'between P and D, is carried on a rod or link H, attached to the under side of the carriage, the object being to automatically adjust the belt as in the preceding examples bythe rock of the car-body as it passes around curves. When the carriage is thrown over, the link H presses the jockey-pulley as a wedge between the pulley P and drum D and so increases the grip on the latter and also the driving friction of the jockey-pulley. The reverse action takes place on the other side.

Having now particularly described my said invention, I declare that what I claim, and desire to secure by Letters Patent, is-

1. In an automotor-carriage the combination with'the axles and carrying-springs of such carriage having a motor-suspending frame elastically connected to said axles and a motor thereon of a driving-gear between the said motor and two driving-wheels on the same axle adapted by means operated by the obliquity of the body of they carriage whenturning a curve to engage more firmly with that driving-wheel which is on the outside of the curve and less firmly with that upon the inside of the curve, substantially as described.

2. In combination in an automotor-carriage a motor-suspending frame pivoted at one end upon the hind driving-axle and having elastic connections at its other end, a motor mounted thereon, driving connections between the motor-shaft and driving-wheel, and an intermediate jamming-pulley between the motor-pulley and driving-drum, adapted to increase the grip upon that driving-wheel traveling upon the outside of a curve and to release the grip upon the otherwheel upon the inside of the curve, by means operated by the obliquity of the carriage-body to the ver-' tical on passing such curve, substantially as described.

3. In combination in an automotor-carriage,

HENRY FRANCIS JOEL' WVitnesses:

REGINALD WILLIAM JAMES, RICHARD A. IIOFFMANN.

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