USRE14282E - Jest available cop - Google Patents

Description

BEST AVAILABLE COP;

W. MORRISON.

POWER TRANSMISSION SYSTEM.

APPLICATION FILED SEPT. 9. Isle.

R-eissued A M-.3, 1917 31mm" foz W. MORRISON.

POWER -TRANSM|SS|0N SYSTEM.

APPLICATION FILED SEPT. 9,19l6- Relssued Apr. 3,- 1917.

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3 WMMM W. MORRISON.

POWER TRANSMISSION SYSTEM;

APPLICATION FILED SEPT. 9| I9I6.

Reissued Apr. 3, 1917.

W. MORRISON.

POWER TRANSMISSION SYSTEM.

APPLICATION FILED SEPT. 9. l9lfi.

Reissued Apr. 3, 1917,. 14,282

4 SHEETS-SHEET 4.

' UNITED sT T s PATENT OFFICE.

WILLIAM MORRISON, OF CHICAGO, ILLINOIS, ASSIGNOR T0 VESTA. ACCUMULA'IOR COMPANY, OF CHICAGO, ILLINOIS, A CORFORATION OF ILLINOIS.

POWER-TRANSMISSION SYSTEM.

specification of Reissued Letters Patent. Reissued 3, 191'?- ariginal No. 1,148,788 dated August 3, 1915, Serial No. 861,770, filed-September 15, 1914. Application for reissue filed September 9,

To all whom it may concern:

Be it known that I, WILLIAM MORRISON, a citizenot the United States, residing at Chicago, in the county 'ofGook and State of Illinois, have invented certain new and useful Improvements in- Power-Transmission Systems, of which 'the'followi'ng is a specification.

My invention relates to a power-transmiss1 on system primarily intended for use on automobiles, the system being of that kind in which power is delivered from the en gine shaft to the driven shaft through a dynamo-electric clutch. It has for its obj ect:

tosimplify the mode of operation of such systems, and "particularly of those shown in my Patents Nos. 1,126,059 and 1,126,060, patented January 26, 1915.

' As described in these patents, the dynamoelectric machine is actuated either (1) as a motor by current from a storage battery,

to start the engine, the batteries and the sets of coils in the field magnets being respectively connected in series; or (2) as a generator, the currentbeing generated by the slip between the rotary field magnet and the rotary armature, the batteries and sets of field coils being, in'this relation, connected each in multiple, the dynamo acting as an electromagnetic clutch.

The object of the present invention is attained by providing a controller, preferably operated elec-tromagnetically, for properly connecting the dynamo-clrcuits, which con troller is, during the operation ottheautomobile, controlled by the movements of a throttle lever-which admits gas to the engine, the controller requiring, during the running of the automobile, no attention whatever on the part of the operator.

A further object of the invention is to provide a switch mechanism for opening and closing the controller=operatingr circuits,

which switch may be actuated by either the hand-throttle lever on the steering-wheel or by a. foot-throttle lever or accelerator on the floor of the automobile; and has for its further object to provide an additional control for the controller-operating circuits, so thatthe engine may be run at any desired speed while the controllenand therefore the dynamo-clutch. is out of action.

A further object of the invention is to so Fig.2,

1916. Serial No. 119,304.

arrange the accelerator switch, the. brake lever, and the auxiliary switch that the operator will haveto use the same foot to-operate any one of these devices, and mistakes in operation are thereby avoided.

The system'is further so designed that the \dynamo-electric clutch may be used as .a motor for starting the gas-engine, a storage battery being connected to the system for this purpose.

The general object of the invention therefor is to provide a power-transmission system for automobiles by which the automobile can be run at any desired speed by manipulation of the throttle lever, the elecjects of the inventionwill appear from the specification and claims.

The controller, itself, is not claimed herein, as I have filed therefor on September 15, 1914, application Serial No. 861,769.

Referring to the drawings:

Figure 1 is a diagram of the system, the

controller being shown in perspective, with the magnets omitted Fig. 2 is a plan of the controller;

Fig. 3 is a front view of the controller, looking in the direction of the arrow III in Fig. 1 is a back view of thecontroller, looking in the direction of .the arrow IV in Fig. 2;

Fig. 5 is a horizontal section through the controller on plane V"-V of Fig. 1;

Fig. 6 is a perspective view of a connect ing-bar;.

Fig. 7. is a vertical section on plane VIII VIII of Fig. 2; and

Fig; 8 is a detail showing the lever system by which the hand and foot throttle levers are' connected to the admission valve.

The controller com rises a suitable base to which is secured ig. 7) a rectangular iron or steel open-ended casing 9, inclosing the coils of two electromagnets M, M. Formed integrally with the casing is (Fig. 5) a vertical transverse web 8 from which extends laterallboth directions a longi- To the sides of this casing and insulated therefrom are bolted two sets of fixed connecting bars 0 0 0 0 0, and d d d d d dfl one set on each side, the bars having at each end surfaces against which bear zbrushe s carried by the movable members A and B, oper ated by the magnets M and M, respectively. To binding-posts onthe bars c 0 c 0*, c 0 are connected the wires e e e e e c9, and to binding-posts on the bars (Z 01 653, (lid d are connected the wires 1. f a is f f-- The member-A tFig. 4) .is made up of conducting plates A A A and the member B (Fig 3) is made up of conducting bars or plates B B B1B, B B. These plates are fastened to but insulated from the armatures 1, 2, which are secured to the ends of rods 4, 6 (Fig. 7.) arranged to slide on the casing 9, and also to the ends of rod 5 passing through an opening in the core 7 Expansionsprings 7, 8 surround rods 4 and 6 against the 'armatures. Current from a battery is delivered to magnet coil. M through wires 11, 12, secured to angle- bars 27, 27, bolted to the base. Wires 13, 14, also connected respectively to these bars lead to the endsof a resistance coil 1". and 16 are wires, connected to bars 47, 47, leading from wires being connected through Wires 17, 18 to resistance coil r v As shown at the lower right hand of Fig. 2, a carbon contact 24 is secured to the anglebar 27, to which wires 12 and 14 are connested, and a corresponding movable carbon contact 25 is carried on a rod 28 passing through an opening in arm 30, bolted to the movable member B, which by its outward moen'ient breaks the contact at 24, 25, thereby introducing into circuit of magnet coil M, the resistance r. The parts are so timed in operation that the spring 26 keeps the contacts 24-, 25, in engagement until near the end of the movement of member B, the full until the contacts 24:, 25 are separated by arm 30 engaging the head 29 of rod 28, the current then'being reduced by resistance r to an amount suflicient to hold the armature 1 in its attracted position, even against the pull of magnet M on its then distant armature 2, should-the controlling circuit of this magnet M. be closed. A similar device is operated by the arm 31, bolted to member A. v

Electrically connected (see Fig. 5) to each one of the brushes carried by the members A and B is a carbon contact 19, and slidipgly mounted andopposite each one of these contacts 19, is a second contact 20 carried on .a rod 21, sliding in. a socket 22. A spring 28 keeps the contact '20 normally in outward position, the parts being so arranged that the carbon contacts engage before the leafg and bear against the abutment guides 10 and magnet coil M to a separate battery, these current strength passing-through the coil M spring brushes engage with the ends of the connecting bar, and remain in contact untilafterthe leaf-spring brushes have broken their contacts. Any sparking, therefore, takes place at the carbon contacts.

The details ofconstructionof one connecting bare, and all are alike, areshown in Fig. 7 ,and will be apparent without further description.

The conductor bars of the controller are made of .aluminum, and are die-cast to exact shape. The magnet core and easing are of soft iron or mild steel. The wires are asbestos coated, so that the whole structure is compact, simple, and fireproof.

It will begnoted that the various parts are all. of simple shape, easily manufacturedand easy to assemble.

Referring now'to Fig. 1, which is a diagrammatic representation of the system with which the controller is used, the various connections and the operation of the system as a whole will be described. I r

In Fig. 1, the magnets M, M have been, for clearness, shown apart from the controller. M is agas-engine having secured to its shaft L the armature G, having an internal commutator ring F; Bearing against the inside of this-ring are brushes E E carried on brush-holders E E secured to the field-magnet structure H, here'shown as having two poles, though in. practice twelve. poles areused, withthree brushes for each poie, so that a considerable friction clutch ing action will result from the. centrifugal force due to rotation; The field-magnet is mounted on the driven shaft I, which is connected through suitable transmission gearing I, in the usual way, to the driving axle of the automobile.

- On the shaftl are four rings D D D D to which are connected the dynamo brushesand field-coils. In practice, the field coils are connected in sets, the general method of arrangement being, however, the 110 same as that shown. Brushes T T T', T

take the current from these rings. The throttle valve in is actuated either from av foot pedal 9, or from a hand lever P mounted on the steering-wheel of-the au- 5 tomobile. The foot pedal G is pivoted at O and has an arm 50 connected, by a link 51, to a crank arm on the rock shaft 52. A second crank arm 53 is connected by a link I 54 to the operating lever of the admission 2;; valve 'n, 0 being a retracting spring. The hand lever P is mounted on the end of a shaft extending through the steering pedestal, which shaft has at its end a crank arm filconnected by a link 60 to the cranlri a arm 59 on a rock shaft 58 which has at its other end a, crank arm 57 connected.

' .through strip v brush g bar B,

the normal position in which the admission valve 1 is kept slightly open, to keep the engine running. The hand lever is provided with the usual friction means for keeping it in its adjusted position while the foot pedal, when the hand lever P is in the off position, may be independently, operated. In practice, the hand lever P is seldom used exceptduring the engine-starting operations, the foot pedal mainly being used dur* ing the running of the car. Q is a spring blade on the end of the arm 50 for bridging the long contacts R, S, which are long enough to remain in contact with the blade Q, in all the wider open positions of the ad-; mission-valve. The blade Q is arranged to make and maintain connection between these contacts during the movement of the throttle levers but to break this connection in the most retracted or minimum-gas position.

To facilitate the starting ot'the engine, the additional switch V is provided in the circuit of the magnet M, and until this switch is closed, this magnet cannot be.energized to connect the circuits into the run ning position. The switch V has a body of insulated material a, with anotched portion having a conducting strip 11 with which are arranged to engage two spring terminals e '0 \Vhen the body '0 is pushed down,.these springs N, o bear against insulation; when the body 11 is pulled up, contact is made The operation of starting the engine is as follows:-

Assuming that the automobile is at rest with the brake applied to prevent the car from moving, either one of the throttles, preferably the hand-throttle P, is opened to deliver gas to the engine in quantity snfiicient to start it. The switch 32 is then closed, thereby causing current to flow from the battery C? (though of course a separate battery might beused) through the coil of magnet M, which pulls up its armature and the member B carried thereby. The circuits thus made are as-follows:-from positive terminal of battery C through wire 6 bar 0 brush k plate B brush k bar 0 wire a, brush T, collector ring D, brushes E, coil H, ring D brush T wire 7, bar d brush k bar a, wire 6 brush T ring D ,'coil H brushes E ring D*, brush T, wire f bar d brush 9 plate B brush-g bar d wire f of battery 0*, thence from positive end of battery C" through wire 6 bar 0, brush in,

bar 13 brush g, bar d, wire f, to negative end of battery C and so .on until the negative end of battery C is reached. At the Sametime,

the dynamo acting as .a shunt-wound motor starts-the engine.

Thereupon theswitch 32 1s opened,

breaking the starting .open,

with it the multiple member A,

brush T wire 6 i The dynamo is now to negative'end.

the armature has been con- E so that circuit and deenergizing the magnet M. restores the parts of the controller to the neutral position shown in Fig. 2.

YVith the engine running, the hand-throttle is turned back to the minimum gas position in which, while the gas admission valve is open, enough to keep the engine running, the' contacts R, S are not bridged. The switch V,-which up to this time has been is then closed and the throttle lever moved to further open the throttle valve. This further movement of the throttle lever causes the blade Q to bridge the contacts R, S, and as the switch V is now closed, the

circuit to the magnet M is completed. The

The spring 8 then.

magnet M now pulls up its armature and necting the dynamo and battery circuits in multiple. The circuits now closed may be traced from (positive pole) brushes E, through coil H, ring D brush T, wire 7' brush a, plate A brush 1', wire f, brush T ring D, to brushes E A second circuit in parallel to that just described goes from brush h plate A, brush brush T ring D coil H, to At the same time all the negative poles of the batteries have been connect: ed through their wires 7, fj, f f and brushes i thi i to plate-A tive ends of the batteries have been connected through wires 6 e", 6 e, and brushes h h, if, h, with plate A. In order that the batteries may be disconnected, if desired, the plates A and A are insulated from each other, but wires 6 and e are connected by wires m on through a switch In case it is desired to use the without the storage batteries, the switch is opened, thereby disconnecting the batteries.

thereby conh, wire 6 brushes E The controller W-lll then operate to close the dynamo-circuits only, the dynamo then operating as a self-exciting clutch.

In this position of the controller, the field coils are connected in multiple, and the batteries are also-in multiple, both coils and batteries being in shunt to thearmature. in position to act as aand to generate current clutching generator,

' between the armature because of the slip and field magn'et.

The foot pedal 0 is arranged as shown near the foot of the steering-wheel pedestal in position to be conveniently operate by the right foot of the operator. The brake lever pedal (not shown) and switch V are arranged still farther to the right but still.

within reach of the operators right foot. The result of this arrangement is that the operator cannot apply the brake without removing his foot from the foot pedal 0, which on being released, automatically operates the controller to break the circuits and then destroy the magnetic clutching acdynamo,

- tion of the dyn m ull up the switch controller will Nor can the operator V, which is most. conveniently done with the toe of the right foot, without lifting his foot from the foot throttle, which immediately and automatically cuts off the gas to the minimum point. When the switch V has been closed, the foot throttle is operated to complete the connections to the controller and thedynamo is put into action at a safe engine-speed. The liability of sparking at the commutator caused by a closing of theswitch V with the engine at high speed, is thereby largely obviated.

After the'car has been started, the operator controls the speed entirely by opening andclosing the throttle, the acceleration and retardation being effected by simple manipulation of the throttle-lever in the usual way. As the contacts R, S are bridged by the blade Q in all the wider open positions of either throttle, the operation of the controller is'automatic. Thus if the automobile be running at high speed and'the throttle beshut off to lower the speed of the engine, the be automatically operated to break the dynamo circuits while,when the gas is again turned on,

cuits will again be brought into operative position. When the automobile is running by its own momentum, as for instance when going downhill, with the gas cut-off, the only connection between the driving and the driven shafts is that afiorded by the centrifugally produced friction of the brushes on the commutator rings.- This frictional engagement tends to rotate the engine against the compression, and cause it to act as a compressor brake, thereby affording a very flexible but ellicient braking action, and

the greater the speed the greater the braking action thus produced.

It will be understood that my invention is applied to gas-engine driven automobiles, equipped in the usual way, the power being transmitted from 'the driven shaft to the driving axle through variable transmission gearing. My dynamo-electric clutch takes as a means shaft all the the place of the fly-wheel, and acts simply for transmitting to the driven power developed by the engine, except the small ainount of power required to produce the electrical energy used in the clutch.

I claim l I. A power-transmission system, comprising a variable speed engine, a driving shaft connected to the engine and a driven shaft connected to the load, a dynamo-electric clutchcomprising a rotatable armature and a. rotatable field magnet, one connected to the driving shaft and the other to the driven shaft, a circuit controller for the dynamo circuits, and coiirdinated-means for controlling. the gas-supply to shaft, a circuit controller the throttle lever will'close the controller circuit and the dynamo circonnected to the engine and gas to the engine,

the engine and for operating the controlle v 2. A power-transmission system, comprising a variable speed engine, a driving shaft connected to the engine and a driven shaft connected to the load, a dynamo-electric clutch comprising a rotatable armature and .a rotatable field magnet, one connected to the driving, shaft and the other to the driven shaft, a circuit controller for the dynamo circuits, and coordinated means arranged to simultaneously supply gas to the engine and operate the controller. v

A power-transmission system, comprising a variable speed engine, a driving shaft connected to the engine and a driven shaft connected to the load, a dynamo-electric clutch comprising a rotatable armature and a rotatable field magnet, one connected'to the driving shaft and the other to the driven 3 for the dynamo circuits, and coordinated means arranged to simultaneously supply gas to the engine and operate the controller, said gas-supplying means arranged to thereafter control, as de- 9 sired, the speed of the engine and thereby control the power transmitted to thedriven shaft through the clutch.

p 4. A power-transmission ing a variable speed engine, connected to the engine and a antennae connected to the load, a dynamo-electric clutch comprising a rotatable armature and a rotatable field magnet, one connected. to the driving shaft and the other to the driven shaft, a circuit controller for the dynamo circuits, a throttle lever for controlling, the. supply of gas to the engine, and means connected to said lever for operating the controller. r

5. A power-transmission system compris ing a variable speed engine, a drawing shaft connected to the engine and a driven shaft connected to the load, a dynamo electric system comprisa drlvingshaft 9 clutch comprising a rotatable armature and l a rotatable field magnet,'one' connected to the driving shaft-and the other to the driven shaft. a storage battery comprising a plurality of cell units, a circuit controller constructed' and arranged to connect the field 1 coils and cell units in multiple relation, a throttle lever for. gas to the engine, and means connected to said lever for operating the controller. 7 6. A power transmission system comprfs- '1 ing a variable speed engine, a driving shaft a driven shaft connected to the load, a dynamo-electric clutch comprising a rotatable armature and a rotatable field magnet, one connected to -1 the-driving shaft and the other to the driven shaft, an. electromagnetically actuated circuit controller for the dynamo circuits, a throttle lever for controlling the supply of controlling the supply of rec and aswitc'h connected co-13o hand throttle lever flexibly connect 7 i ing a variable speed engine, a driving actuated by centrifugal force,

i breaking BEST AVAlLABLE cop.

said lever to open and close the controller' circuit.

7. A power-transmission system, comprising a variable speed engine, a driving shaft connected to the engine and a driven shaft connected to the load, a dynamo-electric clutch comprising a rotatable armature and a rotatable field maghet, one connected to the driving shaft and the other to the driven shaft, an electromagnetically actuated cirand a second switch in-said controller circuit.

"81 A power transmission system, comprising a variable speed engine, a driving shaft connected to the engine and a driven shaft connected to the load, a dynamo-electric clutch comprising a rotatable armature and a rotatable field magnet, one connected to the driving shaft and the other to the driven shaft, a circuit controller constructed and arranged to control the dynamo circuits, a

valve for supplying gas to the en e, a to the valve, a spring-retracted foot throttleflever positively connected to said valve, and controller operating means arranged to be operated by either lever.

9. A power-transmission system, c0m

connected to the engine and a ,driven shaft connected to the load, a .dynamo lel ectric clutch comprising a rotatable armature and a rotatable field magnet, one bonnectedto' the drivingshaft and the other to the driven shaft, an electromagnetically actuated cir- 'cuit controller for the dynamo circuits, a

foot throttle lever for controlling the supply Y of gas to the engine, a switch connected tov said lever to open and close the controller circuit, and a second switch in said controller circuit, the footthrottle lever and the second switch being sufficiently far apart torequire separate actuation.

10. A power-transmission system com rising a variable speed engine, a driving" aft connected thereto, a driven'load shaft and a dynamo electric clutch whereof the rotatable field and rotatable armature are connected one to said driving shaft and one to said driven shaft, one of said rotors having movably connected thereto parts adapted to be and the other rotor having a member with which said parts are adapted slidingly to engage, said parts being so proportioned that the centrifugally produced friction'between said parts and member when in engagement produces a clutching action, and means for the dynamo-circuits, whereby, when saidfcircuits are broken while the automobile is running, the said clutching action drivingshaft and will cause'the engine to act as a compressor brake;

11. A power transmission system for automobiles comprising-a variable speed gas-engine, a driving shaft connected to the engi'ne, a

dynamo electric clutch comprising a rotatable armature and a field magnet rotatable within said armature, one-connected to the one to the driven shaft, a

commutator ring, brushes on the field magnet bearing-outwardly against the commutator ring,"the brushes being so proportioned that the centrifugally produced pressure will effect a clutching action, and means for breaking the dynamo circuits, whereby, when the said circuits are broken, while the driven shaft connected to the load, a

automobile is running, the said clutching action pressor brake.

' 12. The combination of; a variable speed a drivingshaft, a driven shaft,

gas engine, clutching mechanism between said shafts, athrottle lever for the gas engine, and means controlled by the movement of said lever in l a directiontoincrease the fuel supply to the engine for rendering said clutchingmeans effective.

will cause the engine to act as a com-' 13. The combination of a variable speed gas engine, a-driving shaft, a driven shaft, cl'utchin mechanism between said shafts, a thrott e lever for the gas engine, and means controlled b the movement of said lever in the same irection' for varying the 'fuel supply to the engine and forcontrolling said clutching means.

14. The combination-of avariable speed Y gas engine,

a driving shaft, a driven shaft,

clutching mechanism between said shafts, a i

throttle lever for the gas engine, and means controlled by the initial movement of said lever in a directionto increase the fuel su ply to the engine for rendering said clutch: ing means efl'ective.

15. The combination of. a variables gas engine, a driving shaft, a driven sli ed aft,

clutching mechanism between said shafts, a

throttle lever for the gas engine,-and means controlled by the movement of said lever in 1;. i

a direction to decrease the fuel supplied to the engine for rendering said clutching means ineffective.

16. The combination of avariable speed gas engine, a driving shaft, a driven shaft, clutching mechanism between said shafts, a throttle lever for the gas engine,and means whereby said clutching means is rendered effective and ineffective by movement of said lever near the end of the stroke of said lever in its control of the fuel supplied to the engine. p

17 The combination of a variable speed engine, a driving shaft, a driven shaft, electromagnetic clutching means between said shafts, a throttle lever for the engine, and

EST AVAILABLE COP.

means controlled by said lever for rendering said electromagnetic clutching means effective and ineffective.

18. The combination of a variable speed engine, a driiing shaft, a driven shaft, clutch mechanism between said shafts comprising electromagnetic and centrifugallyoperated mechanical means, a throttle lever for the engine, and means controlled by said lever for causing the electromagnetic portion of said clutch mechanism to be effective and ineffective.

19. A power-transmission system comprising a variable speed gas engine, electrical power transmitting means, and coordinated means for controlling the amount of fuel supplied to the engine and for renderings means, effective and inetlecr.

tive for tiansmitting power, 7

20. vA power-transmission system comprising a variable speed engine, electrical power transmitting means, a throttle lever for the engine, and means operated by said lever for rendering said electrical means effective and ineflective for transmitting power. 7

21. A power-transmission system comprising a'variable speed gas engine, electrical power transmitting means, and coordinated means for controlling the amount of fuel supplied to the engine, and for making and breaking a circuit determining the operation of said electrical means.

22. A power-transmission system comprismg a variable speed engine, electrical power ransmitting means, a throttle lever for the Gcpies of this patent may be ebtained'for five cents each, by addressing- Washington, D. 0.?

ling the circuits of'said electric and means centrclled by the tl troller.

engine, an automatic controller forcontrol- $1 tale lever for causing the operationydf cntroller.

23. A power transmission system comprising a variable speed gas engine, a driving shaft connected to the engine, a driven shaft connected to the load, electromagnetic means for transmitting energy from the driving to the driven shaft, and coordinated means for controlling the amount of fuel supplied to the engine and for interrupting the circuit of said electromagnetic means.

24. A power-transmission system comprising a variable speed engine, a driving shaft, a driven shaft, a dynamo-electric clutch between said shafts, said dynamo having a retatable field and a rotatable armature, a centrifugally acting clutchbetween the armature and field, a storage batteryin circuit, and a switch in said circuit.- p

25. A power-transmission system comprisa driving shaft,

ing a variable speed engine,

a driven shaft, a dynamo-electric clutch be tween said shafts, a storage battery in ci-r circuit controller cuit with said dynamo, a constructed and arranged to connect I the dynamo and storage battery in multiple re lation, a separate cuit, a throttlelever for controlling the sup ply of gas to the engine, and means connected to said lever for operating the con-' .WILLIAM MORRISON.

the ,Commissioner of. Patents,

switch in said battery cir-

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