LIGHT VANS
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PARCELCARS
It is particularly appropriate that the next article, in our Light Van and Parcelear series, should deal with what at the present time is the only electrically-driven example of this class that is available for users. There is little doubt that the renewed interest which is just now being shown in the electric-battery vehicle will cause many of our readers to be curious as to the struetural characteristics of the models which are on offer. They will wish to know all about. the positions of battery and of motors, the method of slmging the former to facilitate replacement, the class of control and many other relative details.
With these considerations in view, we therefore got into touch with the Torpedo Electric Motor Co., 122, Hampstead Road, N.W., which concern is in amongst other electric vehicles, a battery-propelled light van, of a type very well suited for inclusion in this particular series.
A "C.M." representative recently visited the showrooms in Hampstead Road, and Mr. A. Shackle, who is looking after the sales department of the company, placed one of the latest types at our disposal, and, moreover, afforded every facility for its close inspection. Several parts were readily taken adrift for the pin' pose of securing photographs of constructional features which are of vital interest to the light-van user ; these are reproduced in the accompanying composite full-page illustration.
The Motor is Mounted Within the Front-wheel.
The chassis is of the three-wheel type, and the motive power is transmitted from a set of sulphuricacid-lead type cells, located under the driver's seat, to a. series-wound motor mounted within the front road wheel. The motor is of the six-pole construction, an exceptional feature being that the armature and field-magnet each rotate in opposite directions on a fixed axle of chrome-nickel steel. The respective rotating parts revolve on ball bearings. The motor normally develops 3 electrical h.p., but for short periods its output can be increased to 11 electrical h.p. without any damage whatever.
BIO Connected to the armature is a, sun pinion, which meshes with three planet gears. These in turn engage with an internally-toothed annular ring bolted to the field frame, a triangular " spider," on which the three planet gears are mounted, being keyed to the fixed spindle. This form of construction distributes the torque in a very even manner to the casting which forms the centre of the front road wheel. A five-to-one reduction is provided between the arnia,ture and the wheel huh, i.e., the field.
There are two collecting slip rings on each shit of the wheel, these convey current from the battery to the revolving field and arma ture. The brush gear, which is often a complicated piece of mechanism in the ordinary form of motor, is of a particularly simple construction in the Torpedo design. The casting which covers the gear is fixed to the oad of each front spring bracket, and the brushes make contact with revolving discs on the wheel hub.
The Brush-gear is Free from Complications.
It is found that. the brushes afford a remarkably long service with the minimum of attention, and we were informed that some of the Torpedo vans have been running for 18 months without requiring new brushes. One of our illustrations shows the brush coverplate removed and the housing for the brushes taken from its position. It was noticed that this dismantling took a remarkably short space of time to effect, so that there is every facility for the rapid inspection of that vital part of an electric motor, viz., the brush gear, on the Torpedo model.
50 Miles Can be Covered on a Single Charge.
The capacity of the batt.ery--which is built up of 40 cells— is 80 volts for 150 ampere-hours. The battery altogether takes about 16 units, and it is claimed that the average cost of motive power :s about Id. a mile on a give-and-take
road. In a hilly district the cost rises to not more than id. This estir...ate is based on 1d. per unit for current-. The disposition of the battery lends itself admirably to the even distribution of weight on the chassis; moreover, by merely detaching the driver's seat, this part of theelectrical equipment can readily be taken out for any attention that may be necessary.
A Typical Journey.
Oil a full charge, the radius of the vehicle is about 50 miles a day, but some users of these vans give the batteries a boost during the workman's dinner hour, and, in consequence, a further 15-20 miles can he added to the day's run. One of these vehicles was recently driven to Hatfield and back, the outward and homeward journey comprising about 44 miles. In addition to this the machine was driven round Hatfield Park several times to demorstrate its. smooth running to a prospective purchaser, making a total of 52 miles on a single charge.
The control of the machine is very simple indeed to effect, only one lever—actuated by the driver's left foot—being utilized. A twosection control is provided, both groups of 20 cells being coupled up in parallel on the first section, and in series on the second sectior, whilst a five-step resistance is incorporated. Itwas found that the loaded machine could be started readily at 10 volts. During a subsequent trial run a speed ot 15 miles an hour was maintained, and the vehicle accelerated up to this very quickly. Upon depressing the foot-brake lever, the before-mentioned control gear is automatically released to neutral position again, so that, no matter in what resistance position it has been previously left by the driver, the actuating of the foot brake &so cuts of the current. This combination of control is effected, as we have said, by the sole manipulation of the foot-brake lever.
The Switch-control is Unique.
For reversing the machine, a switch is mounted in a convenient position in front of the driver, no further operation being necessary to effect reversal than the actuation of this thumb-switch. A master switch is also fitted, so that, when a driver executes a. delivery, lie may take the key, which is provided, with him----and the very act of its extraction puts the control in neutral ; it.is therefore, with such provision, impossible for any unauthorized person to start up the vehicle. When the machine is standing, there is no current what0% CL being used, except when it is necessary for lighting the van.
The drive is, of course, self-contained in the front wheel; the efficiency is high, there is no shaft i
transmission. Steering s controlled by means of the ordinary form of hand wheel and column, at the lewer end of which is fitted a bevelgear engaging with its mating pin
ion. Mounted on the spindle to which this is keyed is a worm, ard this meshes with a complete wormwheel ring made of phosphor bronze.
Manceuvring the Torpedo is a Simple Matter.
The gear is pivoted on the crown of the front wheel bracket, or cradle, ball bearings being incorporated, and we found, upon manipulating; the steering wheel, that. the machine was reinarkab), easy to manoeuvre. Moreover, it is note worthy that the complete turning circle of this light van is but 17 ft,, this remarkably small circuit being attained through the possibility of being able to turn the front wheel absolutely at full lock, or at right angles to the chassis. This ease of manoeuvring will appeal to the user whose garage space is somewhat restricted. it Wa-s quite an easy matter, we found, to manoeuvre the Torpedo about the showroom without mounting the driver's seat at all. This was accomplished by merely depressing the controller with the left hand and turning the switch either forward or reverse, as was desired, for the purposes of the demonstration.
A sensibly-sized volt and amperemeter is mounted in full view of the driver, and the dial is very plainly graduated, so that the readings can be taken in the most indifferent light.
It Has a Very Low Loading
Line.
The frame is a very substantial piece of work, and is constructed out of pressed-steel channel of ample section, the depth of the main members being 4 ins. It is down-swept immediately behind the driver, a construction which permits of a remarkably low loading line for the body. In fact, upon measurement, it was found that the bottom of the body was less than 2 ft. from the ground. Notwithstanding this capacity for quick loading—so desirable a feature for the user, there is ample ground clearance for all ordinary conditions of service. Of course, there are. no shafts or transmission gear underneath the body, beyond the compensating rods for the brakes.
The hand and foot-operated braking mechanism both take effect on the rear wheels. The foot-controlled brake comprises leatherlined internally-expanding shoes, which face on to malleable cast-iron drums of large diameter, forming the inner nave-plates of the back wheels. The pairs of shoes are actuated by means of hardened-steel
0711118.
The hand-brake, the controlling
lever of which is located inside the driver's extension of the body, operates malleable cast-iron .shoes, which contract on the outside of the. self-same. drums to which we have just referred. The ends of the shoes opposite to their mountings engage one within the other, and are so connected up as to give a very high leverage when the hand brake is applied. We ourselves, on trying the machine, found that braking accommodation was all that is likely to be required under any conditions of service in hilly countries, or when running in congested traffic.
The main suspension is particularly good, and, although the norr mal load capacity of the vehicle is 10 cwt., we realized that an occasional .1=2--Jwt. limit, which the makers place on the machine, would not be likely to be detrimental to the suspension. The front wheel, with its self-contained motor, is mounted on two extralong semi-elliptic springs, which are shackled at their rear ends, and in the unlikely event of the motor's requiring some electrical alteration, upon detaching the near-side spring, the NV heel and motor, as a unit, can readily be taken adrift when the ear is jacked up.
Three-quarter Elliptic Springs at the Rear.
The after end of the machine is mounted on three-quarter ellipties, and with either a light or heavy load aboard it is found in practice that the suspension is most resilient. The back axle is of tubular construction and is very substantially anchored at either end in goon stout, malleable cast-iron brackets. These brackets also form the fulcrums for the respective foot and hand brakes.
The wheelbase of the vehicle is 7 ft. 9 ins., and the track is 4 ft. 6 ins. The tire sizes, as standard, are 710 mm. by 100 mm. for the back wheels, and 760 mm. by 100 mm. for the front wheel. They are of the heavy pneumatic type filled with Rubberine, so that air troubles with regard to punctures are completely eliminated. The makers of the van claim that the tire bills are very much lower than those for petrol-driven cars.
A good roomy type of box-van bodyis fitted as standard, the capacity of which is about 79 cubic
ft. Detachable shelves are provided, and it is an easy matter to handle either small packets or light articles of considerable bulk without; any undue delay on the part of the loader-up.
The price complete is £240 with a lorry body. For a box-van type the list price is £2:50, whilst the chassis, includiug the battery, can be bought at a cost of 4225.
The charging of the battery can be carried out without the aid of a transformer from any cable which has a. tension of 110 volts.
Climbed a Hill of 1 in 8 Fully Loaded.
The machine is a good hillclimber, and during some recent haulage tests carried out at Brighton, u ith a full load aboard, in addition to two men, acclivities of 1 in 8 were successfully negotiated. The Torpedo Co. has been established well over 12 months in England, but this type of light van, we learn, has for some years met with considerable favour in Germany, France and Belgium. Evidence of its lasting qualities is forthcoming in that a machine, bought by a London trading firm six years ago, is still working in the l'Aetropolis day in and day out.
A London User Gives Running Costs.
It is only to be expected that we should desire to give our readers first-hand information from actual users in this country of these bandy three-wheelers, We, therefore, in clude herewith testimony from Messrs. Faulks and Sons, well
known dairymen, of Jertnyn Street, London, W., who, 18 months ago, purchased a 10-cwt. Torpedo, and to date run no fewer than seven of the three-wheeled type and one of the four-wheeled construction.— that is, a machine capable of carrying loads of one ton, and which is used for station work in connection with their dairy business. These users haw kept an accurate account of working costs, and the following details are taken over a working month of 31 days.
The average run for each machine for the month was about 930 miles, or 30 miles per day, each vehicle making in all 1271 deliveries, which averages 41 calls per diem. The cost of motive power for the month was 27s per van : this is based on a charge of one penny per unit. The cost of lighting is included in this amount. As the machines were standing idle for several hours in the day, their mileage capacity was never fully developed. The average current which was daily used was 101 units, and the output capacity of the battery being 12, it will be seen that there was considerabie reserve mileage-capacity available at the end of each day. This is a good average, allowing for the many stoppages which are usually experienced in delivery work of this nature. The cost of electrical energy on this basis works out at 9s. per week. A still further mileage can be added by placing the batteries on charge during the driver's meal-time, or at any other suitable interval. The main charging is usually done (hiring the night-time when, generally, the most economical rates can be obtained from the electricity supply companies.
Torpedoes are Easily Handled in Congested Areas.
These vans are used in the most congested part of London, where the traffic is very heavy. The full lock which the front wheel affords for steering proves to be of the greatest advantage, enabling the machines to be mameuvred in and out of traffic and in the narrowest of streets with the greatest amount of ease.
Before purchasing electricallypropelled machines, Mess r s. Faulks utilized 12 horsed carts for milk delivery.
We are informed that these horsed carts used to cost £22 10s. per week for maintenance and all charges. The total cost of the six electrics is stated now to be Lii 11s. per week.
Mr. Shackle will be pleased to demonstrate the capabilities of this electrically-propelled vehicle in the neighbourhood of London by appointmen t.