Improvements in Electrically Operated Motor Road Vehicles.
Year: 1899

page_text: Date of Application, 21st Mar., 1899-Accepted, 19th Aug.,
1899
COMPLETE SPECIFICATION.
Improvements in Electrically Operated Motor Road Vehicles.
A communication from abroad by THE POPE MANUFACTURING COMPANY (Incor-
porated), of Hartford, Connecticut, United States of America.
I, PHILIP MIDDLETON JUSTICE, of 55 and 56, Chancery Lane, in the
County of Middlesex, Fellow of the Chartered Institute of Patent Agents, do
hereby declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:
This invention relates especially to electrical appliances pertaining to the pro-
pulsion of motor-vehicles, and has for its particular object the improvement of
such appliances with reference to the requirements of their use in such vehicles,
One purpose which has been prominently in view has been the production of
apparatus which can be operated, managed and cared for by inexperienced and
even unintelligent persons without danger of injury to themselves or to others or
to the apparatus or to the vehicle to which it may be applied, and it has been
sought to overcome as far as possible all of the defects in other apparatus of like
general nature so far as they have become known.
Some of the features described in the present specification are described and
claimed under another application of even date herewith and are only set out
herein in order to render more complete the general description of the electric
motor vehicle hereinafter described.
The several features of the invention will be more particularly described herein-
after with reference to the accompanying drawings, in which,
Figure 1 is a diagrammatic representation of the various electrical con-
nections, the body of a suitable vehicle being represented in dotted lines to show
the general relation of the electrical connections with respect thereto.
Figure 2 is a sectional elevation of the vehicle body in front of the seat or
hox, showing the ends of two battery boxes, a recording watt-meter, switches for
lights for various portions of the vehicle, the controller and part of its connections
and a portion of the actuating mechanism of the controller, including the actuat-
ing lever in its relation to the seat of the vehicle.
Figures 3 and 4 are respectively an end elevation and a plan view of one of the
battery boxes, two of the cells being represented as uncovered in Figure 4.
Figure 5 is a detail section on the line 5-5 of Figure 4.
Figure 6 is a plan view of a portion of the vehicle body with the storage
battery in position thereon, to show the connections of the several battery boxes.
Figure 7 is a rear end view of the same, the hottom of the vehicle hody being
indicated in section.

page_text: Figure 8 is a side elevation of the plug for connecting the supply cable to
the storage battery for recharging.
Figure 9 is a detail view of the automatic cut-out switch for interrupting the
supply when the battery is fully charged.
Figure 10 is a detail view on a smaller scale than Figure 9 and partly diagram- 5
matic, to show the relation of the cut-out switch to the charging plug when the
latter is in position and its members in contact with the terminals of the wiring
system.
Figure 11 is a plan view of one form of the emergency or safety switch or
cut-out.
Figure 12 is an elevation of the same in position on the side of the vehicle
seat.
Figure 13 represents in elevation and longitudinal section one of the terminals
of a battery box.
Figure 14 is a side view of one of the single plugs for making contact with
the terminal shown in Figure 13.
Figure 15 is a front elevation of the controller and its immediate connections
and appurtenances with the adjacent portions of the vehicle box or seat shown in
section, the reversing mechanism being removed.
Figure 16 is an end view of the same, also with the adjacent portions of the
vehicle box or seat in section.
Figure 17 is a detail view in section, on a larger scale, of the cylinder of the
controller, to show the contacts thereon.
Figure 18 is a diagrammatic development of the cylinder of the controller to
show the relation of the contacts carried thereby to the various terminals, the latter
also being indicated.
Figure 19 is a detail view, in side elevation, of the reversing mechanism.
Figures 20-23 are diagrammatic views showing the connections of the battery
to the motor for different speeds.
Figure 24 is a detail end view partly in section showing on a larger scale one
of the terminals of the controller and its supports.
In order to enable the relations of the various parts of the apparatus to be
more readily understood we will first describe the general arrangement or system
of electrical connections, referring particularly to Figure 1, in which such con-
nections are represented diagrammatically and conventionally. The positive and
negative charging terminals are represented respectively at TP and TN. From
the positive terminal TP suitable connections are provided for the passage of the
current through the four battery boxes which are indicated in the drawing. The
several connections both of the controller and of the boxes being suitably indicated
at B1P (box 1 positive), B1N, (box 1 negative), CIN (controller 1 negative),
C2P, B2P, C2N, C3P, B3P, B3N, C3N, C4 P, B4P, B4N (box 4
negative) From B4 N a connection is continued through C4 N and by a branch
to ME1, which is the first binding post of the recording watt-meter. From ME1
the circuit is continued through the coils of the ammeter to ME5, or binding
post 5 of the watt-meter and thence to CO 1 (cut-out 1) of the automatic cut-out
switch, over the blade of the switch to CO 3 and so to negative charging
terminal TN. The watt-meter need not be described in detail herein, since its
construction and arrangement may be as usual or preferred, but the pointer or
indicator IND thereof is arranged to operate or to act as a circuit closer to com-
plete a shunt circuit when the pointer or indicator has moved to its extreme
position, indicating that the required amount of current has passed and that the
battery is fully charged. This shunt circuit is derived from a branch from the
positive terminal TP which enters the watt-meter at ME3 and has two branches.
the right hand branch passing to the cut-out contact COC1 from which the shunt
circuit is completed by the indicator IND to cut-out contact COC2 and thence
by ME4 to CO2 and through the magnet there represented to the blade of the
knife switch and so to the negative charging terminal TN, but as the magnet is

page_text: energized the blade of the switch is released and the circuit is broken, interrupting
the current supply to the battery as well as the shunt through the meter
from COC1 to COC 2.
The left hand branch from ME 3 of the shunt circuit above mentioned is carried
through a suitable resistance and thence through the volt-meter and meets the
main circuit from the ammeter at ME 5, the circuit being completed to TN
through CO 1 and CO3 of the cut-out switch. When the vehicle is in readiness
for use current is also supplied to the armature of the watt-meter from the
emergency switch hereinafter referred to by a branch from ES1 to ME2 and
thence to the volt-meter through the resistance above referred to.
Except for the branch last above described, the connections previously referred
to are operative during the charging of the battery. The connections which
become operative during the discharging of the battery and the operation of the
motor will now be described; it being premised that by the operation of the con-
troller the several boxes of the battery can be coupled up in parallel or with two
boxes in series and the two sets in parallel or with the four boxes in series and that
the two fields of the motor can be coupled up in series or in parallel, according to
the speed desired. Assuming that the current starts from B1 P, its course may be
traced through the contacts ES3 and ES 2 of the emergency switch and thence to
the reversing switch, which, in going ahead, it enters at SIP and leaves at SAN,
whence it passes to MAN which is the negative terminal of the motor armature;
from MAP, which is the positive terminal of the motor armature it returns to the
reversing switch at SAP, leaving again at SF 2 N; thence it passes to MF2 N, which
is the negative terminal of one field of the motor; from the positive terminal MF2P
of the same field it passes through the controller at CF2P and CFIN to the
negative terminal of the other field at MF 1 N from the positive terminal MF 1 P
of the same field it passes to the watt-meter at ME 5 and through the coils of the
same in the reverse direction from the charging current, thereby reversing the
movement of the indicator and showing what quantity of electrical energy remains
in the battery, to ME 1 and thence back to the battery at B4 N, while the desired
connection of the battery boxes in the circuit from B4N to B1P is effected by
the controller. It is obvious that the shifting of the reversing switch will send
the current through the armature of the motor in the reverse direction, thereby
reversing the direction of movement of the armature shaft and therefore of the
vehicle. The various connections for coupling the battery boxes and the fields
of the motor in series or in parallel will be more fully described hereinafter in
connection with the description of the controller itself.
The positive and negative charging terminals are preferably arranged as re-
presented in Figure 10 in which they are shown as metallic contact pieces
seated in a shield of insulating material and having each a tapering seat for the
reception of the corresponding plug from the supply cable. The seats are of
different diameters and the corresponding plugs of the cable are likewise of
different diameters so that the positive plug will fit only in the seat of the
positive terminal, and the negative plug will fit only in the seat of
the negative terminal, thereby preventing absolutely any possibility of a
wrong connection for recharging. A preferred form of the plug to which
the supply wires are connected is shown clearly in Figure 8. It consists of
handle of insulating material to which is secured a bar or blade a¹ of
insulating material which supports at opposite ends the plug a2 and 3, the outer
ends of said plugs being tapered and of different diameters, as already stated, to
fit in the corresponding terminals of the wiring system of the vehicle. The wires
from the cable, as a and a³, are preferably introduced through the handle a,
being thoroughly insulated, and are attached respectively to the plugs a² and a¹³
as at a and a.
The cut-out switch above referred to may be arranged in many different ways
to accomplish the desired purpose, one construction being represented clearly
in Figure 9, and on a smaller scale in Figure 10. As there represented the

page_text: blade B of the knife switch is pivoted to 6 and is normally pressed in a direction
to break the circuit by a suitable spring . The blade is held in position to
connect the two main circuit contacts CO1 and CO3 by the armature 62 of the
magnet included at CO 2, but when the magnet is energized by the movement of
the indicator of the watt-meter to a point which shows that the battery is fully
charged, the armature 62 is attracted and the blade B is released to break the
circuit between CO 1 and CO 3 and thereby interrupt the supply of current to the
battery as well as to break the connection between the shunt through CO2 and
the main circuit or terminal CO 3, which, if closed, would short-circuit the
charging terminals and might damage parts.
The emergency switch heretofore referred to is located at one side of the seat of
the vehicle in a convenient position to be controlled by the operator, and its
function is to provide for an absolute breaking of the circuit between the battery
and the motor in case of any accident, such as a short-circuiting or a breaking
down of the controller, and also to render it impossible for any unauthorized
person to start the vehicle, the plug of the switch being for this latter reason
made bodily removable, it being the intention that the operator shall take it with
him if he has occasion to leave the vehicle. A convenient and practical form of
emergency switch is shown at C in Figures 11 and 12, in which the ends of the
wires are brought, as at c c', to the respective terminal pieces ³, which are
separated by a suitable space and form between themselves a seat for the reception
of the plug C which bridges the space between the two terminals and
completes the circuit, while the removal of the plug absolutely and positively
interrupts the circuit between the battery and the motor. When the plug C¹ is
pressed home in its seat it comes in contact with the terminal of the branch
heretofore referred to which supplies current to the volt-meter through the
points ES1 and M2. It is retained in its seat by friction.
Each battery box 1), as represented in Figures 2, 3 and 4, is preferably a well
made wooden box with dovetailed joints throughout and adapted to receive the
cells D¹. The positive and negative terminals d and d, respectively, are sub-
stantially alike in construction, consisting as shown in Figure 13, of a suitable
metallic piece adapted to be secured to the box and having a tapering seat, but
the seats in the two terminals are of different diameters and the two terminals
are unsymmetrically disposed with respect to the central plane of the box, one
being nearer the edge of the box than the other. The plugs by which the con-
nections between the boxes and the controller are made are represented in general
in Figure 14, the shank do being at a right angle to the plug member D3 which is
tapered to fit the respective terminal and is of a diameter to fit only in the corre-
sponding terminal, so that it is impossible to make a wrong connection. The
unsymmetrical relation of the terminals is also an absolutely effective safeguard
against improper connections through carelessness in placing the boxes im-
properly in the body of the wagon, since it is impossible in any manner to bring
the terminals of one box into contact with the terminals of another box. As an
additional safeguard against improper connections the wires to which the two
plugs for the terminals & and of each pair are connected are made of unequal
length from the fixed points at which they are secured to the vehicle body, as
shown at and dx in Figure 7, each wire being of just sufficient length to
permit its plug to be inserted readily in the corresponding terminal, and it
being impossible for the plug with the shorter wire to reach the more remote
terminal. The terminal d is connected by a conductor 2 to a contact plate <*
which is secured to the upper edge of the box, being inserted in a piece From
this plate, connection is made to the proper element of the adjacent cell. The
other terminal d' is connected similarly by a conductor to a conductor which
is sunk in a groove ds in the upper edge of the corresponding side of the box, so
as to diminish the possibility of a short circuit between such connecting strap
and any of the intermediate cells of the box. At its further end the conductor d
is connected to a plate at d³ which is secured and protected in the same manner

page_text: as the plate d above referred to. It will be observed that the use of insulated
conductors on the vehicle body, with flexible ends for connection to the boxes,
avoids the danger, hitherto existing, that the walls of the body might be brought
into circuit and set on fire.
The controller, or device by means of which both the speed and the direction of
movement of the motor, and therefore of the vehicle, are regulated by the
operator, is shown in its preferred relation to the vehicle body in Figure 2 of
the drawings and in detail in Figures 15-19. It comprises a movable body E,
preferably a cylinder or drum, either skeleton or otherwise, with contact blocks e e
mounted thereon and connected together in such a manner that in co-operation
with the fixed terminals, when shifted by the movement or rotation of the body or
frame, they shall effect the changes of electrical connection necessary for coupling
the battery boxes in parallel or in series or in parallel series and the fields of the
motor in parallel or in series, as already alluded to, whereby the speed of the motor
may be varied at will. In the construction shown in the drawings the drum E is
mounted to rotate in suitable bearings E¹ E¹, placed below the seat of the
vehicle, with its outer end in close proximity to the side F¹ of the vehicle body, so
that the actuating mechanism therefor may also be placed close to the side of the
vehicle body and therefore not only be in a position very convenient to the
operator, but also in such a position that none of its parts shall obstruct the space
within the vehicle body intended for occupancy. As a convenient means for
operating the controller, its shaft is provided with a pinion e¹ to be engaged
by a gear segment g which is carried by an arm g¹ projecting or secured to the
hub g of the operating lever G, which is pivoted near the end of the seat F so
that the path of movement thereof shall be in close proximity to the side or arm
of the seat and therefore shall not interfere with the free occupancy of the vehicle
nor with a free entrance to the exit therefrom. A star wheel e² or other similar
device is likewise secured to the shaft of the controller body and is engaged by a
roller carried by a spring pressed arm e¹. This device ensures the proper
movement of the controller at each operation, the position of the notches of the
star wheel corresponding with the positions of the contacts on the controller.
The terminals H H, which co-operate with the contacts e e carried by the
controller are so supported as to ensure proper contact and also to be readily
removable whenever the removal of any one of them becomes necessary. To this
end each terminal H is provided with a slightly concaved shoe h for contact with
the controller and, as shown in Figure 24, with trunnions which are
supported in open bearings 2 h² in a metallic block h, which in turn is secured
to and insulated from the frame of the controller. A spring is mounted on the
block and bears upon the terminal to press it toward the controller body, the
extent of the movement being limited by a toe which abuts against a stop ho
fixed in the block h³. In this manner the proper capacity for yielding of the
terminal is provided for and a perfect contact secured, while at the same time the
terminal can be removed and replaced readily at any time. The proper wire from
the battery box or other part is secured to the block h³ by means of binding screws
or in any other suitable manner.
Should the motor be reversed suddenly, while going ahead at full speed, the
consequences obviously might be disastrous and we have therefore provided
devices which make it necessary to bring the controller lever back to the initial
or zero position, in which no current is supplied to the motor, before it is
possible to operate the reversing switch to change the direction of movement of
the motor and of the vehicle. One convenient form of such device is represented
in Figure 19. As there shown, the reversing switch is operated by the foot, a
suitable bar K being mounted to slide at the side of the vehicle body and having a
foot piece K¹ for the application of the foot or heel of the operator. This bar is
normally held in its highest position by a suitable spring and has loosely con-
nected thereto the ends of the switch levers M M¹, by the shifting of which the
direction of the current through the fields and armature of the motor is reversed

page_text: in a manner well understood and clearly indicated in Figure 1. In all positions.
of the controller except its initial or zero position, the bar K is held from
movement by engagement with a dog which is pivoted near the bar and under
the influence of a suitable spring, bears upon the periphery of a disc secured
to the shaft of the controller E. The said disc is formed with a notch
which, in the initial position of the controller, is in line with the end of the
dog and permits such movement of the dog under the influence of the spring k²,
as is sufficient to release the bar K. As soon as the controller E is shifted again
from the zero position, the reversing switch bar K being meanwhile held down
by the foot of the operator, the dog is pressed back by the inclined end k
of the notch in the discover the end of the reversing switch bar K, thereby
preventing a release of said reversing switch bar until the controller is again
brought to the initial or zero position.
In order to enable the action of the controller to be fully understood, the various
connections established at each movement of the controller will now be described in
detail, reference being has particularly to Figures 1, 18, 20, 21, 22 and 23 of the
drawings, Figures 15 and 16 showing the controller in its initial or zero position,
in which none of the contacts thereof are in electrical connection with the
fingers or terminals, and the motor being therefore cut out from the batteries.
When the controller lever is shifted to advance the controller into a position where
the first series of contacts thereon are brought into electrical connection with
tho terminals, the terminals CF2P and CF IN will be connected by the contact
at the extreme right in the first group of Figure 18, thereby connecting the
fields of the motor in series. At the same time the eight contacts at the left of
said first group, which are connected in alternation to form two groups, as clearly
shown, will thereby connect all of the batteries in parallel. This connection of the
batteries and the fields, which is represented in Figure 20 will give the motor the
lowest speed. In the second group of contacts the connection of the field remains
as before while, by connecting the eight contacts as clearly shown in the second
group of Figure 18, the four boxes of the battery will be connected in two sets in
parallel, with the two boxes in each set in series. The connections are represented
in Figure 21 and will give the second speed to the motor. In the third position
of the controller the contacts of the third group of Figure 18 will connect the fields
in series as before and all of the batteries in series also. These connections,
which are represented in Figure 22, will give the third speed to the motor.
the fourth position of the controller the batteries are connected in series, as in the
third position, but by the two contacts at the right in the fourth group of
Figure 18, the fields of the motor are connected in parallel, as shown in Figure 23,
which will give the fourth or highest speed to the motor.
In
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated to
me by my foreign correspondent, I declare that what I claim is:-
1. In a motor-vehicle, the combination with a battery, a motor, a controller and
electrical connections therefor, of a bodily removable emergency switch or plug
interposed in the main circuit, substantially as shown and described.
2. In a motor-vehicle, the combination of a body, battery boxes supported by
said body and having each its terminal unsymmetrically disposed thereon, and
connections secured to the body and having loose ends of unepual length, sub-
stantially as shown and described.
3. In a motor vehicle, the combination of a body, battery boxes supported
by said body and having each its socket terminals, connections secured to the
body and having loose ends, and a plug with a shank secured to each loose
end and formed to fit the corresponding socket, substantially as shown and
described.
4. In a motor vehicle, the combination with a body, a motor, circuit com-
binations, the terminal portions of said connections being flexible and of unequal

page_text: length, and a battery box in said body and having its terminals separated for
connection with said terminal portions respectively, substantially as shown and
described.

page_text: COMPLEIN DELICATION.
Improvements in and relating to Secondary Batteries.
A communication from abroad by THE POPE MANUFACTURING COMPANY (Incor-
porated) of Hartford, Connecticut, United States of America.
I, PHILIP MIDDLETON JUSTICE, of 55 and 56, Chancery Lane, in the County of
Middlesex, Fellow of The Chartered Institute of Patent Agents, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:
wwww..
This invention relates to certain improvements in and relating to secondary
batteries some of which though applicable to batteries generally are more partien-
larly useful in connection with those employed in electrically operated motor
road vehicles and are accordingly described hereafter in this connection, while
for a more complete understanding of the circuits and general operation of the
method of charging, discharging and working the battery in connection with a
motor road vehicle reference should be made to the specification of an application
filed by me of even date herewith.
The invention consists principally in means for connecting various portions
of the apparatus and of connecting the battery to the supply cable with a view
to guarding against the possibility of improper connection and to the provisions
for re-charging with a view to effecting automatically the interruption of the
supply when the batteries are fully charged and impart to the general perfection
of the apparatus in various details.
In the accompanying drawings Figures 1 and 2 are respectively an end eleva-
tion and a plan of one of the battery boxes two of the cells being represented as
uncovered in Figure 4.
Figure 3 is a detail section on line 5-5 of Figure 2..
Figure 4 is a plan of a portion of a vehicle body with the storage battery in
position thereon to show the connection of the several battery boxes.
Figure 5 is a rear end view of same the bottom of the vehicle body being
indicated in section.
Figure 6 is a side elevation of the plug for connecting the supply cable to
the storage battery for recharging.
Figure 7 is a detail view of the automatic cut out switch for interrupting the
supply when the battery is fully charged.
Figure 8 is a detail view on a smaller scale than Figure 7 and partly diagram-
matic to show the relation of the cut out switch to the charging plug when the
latter is in position and its members in contact with the terminals of the wiring
system.
Figure 9 represents in elevation and longitudinal section one of the terminals
of a battery box and
Figure 10 is a side view of one of the single plugs for making contact with the
terminals shewn in Figure 9.
Each battery box D, as represented in Figures 1 to 5 is preferably a well made
D
077

page_text: wooden box with dovetailed joints throughout and adapted to receive the cells D'.
The positive and negative terminals d and d', respectively, are substantially
alike in construction, consisting as shown in Figure 9, of a suitable metallic
piece adapted to be secured to the box and having a tapering seat, but the seats
in the two terminals are of different diameters and the two terminals are unsym-
metrically disposed with respect to the central plane of the box, one being nearer
the edge of the box than the other. The plugs by which the connections between
the boxes and the controller are made are represented in general in Figure 10, the
shank being at a right angle to the plug member 12 which is tapered to
fit the respective terminal and is of a diameter to fit only in the corresponding
terminal, so that it is impossible to make a wrong connection. The unsym-
metrical relation of the terminals is also an absolutely effective safeguard against
improper connections through carelessness in placing the boxes improperly in
position, since it is impossible in any manner to bring the terminals of one box
into contact with the terminals of another box. As an additional safeguard
against improper connections the wires to which the two plugs 12 for the terminals
d and of each pair are connected are made of unequal length from the fixed
points at which they are secured to the vehicle body, as shown at and d* in
Figure 5, each wire being of just sufficient length to permit its plug to be inserted
readily in the corresponding terminal, and it being impossible for the plug with
the shorter wire to reach the more remote terminal. The terminal d is connected
by a conductor to a contact plate which is secured to the upper edge of
the box, being inserted in a piece . From this plate, connection is made to
the proper element of the adjacent cell. The other terminal is connected
similarly by a conductor to a conductor which is sunk in a groove 7/8 in
the upper edge of the corresponding side of the box, so as to diminish the
possibility of a short circuit between such connecting strap and any of the
intermediate cells of the box. At its further end the conductor d is connected
to a plate at which is secured and protected in the same manner as the
plate above referred to. It will be observed that the use of insulated con-
ductors on the vehicle body, with flexible ends for connection to the boxes, avoids
the danger, hitherto existing, that the walls of the body might be brought into
circuit and set on fire.
The positive and negative charging terminals are preferably arranged as
represented in Figure 8 in which they are shown as metallic contact pieces
seated in a shield of insulating material and having each a tapering seat for
the reception of the corresponding plug from the supply cable. The seats are of
different diameters and the corresponding plugs of the cable are likewise of
different diameters so that the positive plug will fit only in the seat of the
positive terminal, and the negative plug will fit only in the seat of the negative
terminal, thereby preventing absolutely any possibility of a wrong connection
for recharging. A preferred form of the plug to which the supply wires are
connected is shown clearly in Figure 6. It consists of handle a of insulating
material to which is secured a bar or blade a of insulating material
which supports at opposite ends the plugs a³ and a³, the outer ends of
said plugs being tapered and of different diameters, as already stated, to fit in
the corresponding terminals of the wiring system of the battery. The wires
from the cable; as a and a, are preferably introduced through the handle a,
being thoroughly insulated, and are attached respectively to the plugs a² and a
as at a and a7.
The automatic cut-out switch above referred to may be arranged in many
different ways in a suitable shunt circuit as described in the specification before
referred to, to accomplish the desired purpose, one construction being repre-
sented clearly in Figure 7, and on a smaller scale in Figure 8. As there
represented the blade B of the knife switch is pivoted to b and is normally
pressed in a direction to break the circuit by a suitable spring The blade
is held in position to connect the two main circuit contacts C and C³, by the

page_text: armature 2 of the magnet C2, but when the magnet is energized as by the
movement of the indicator of a Watt-meter (which is arranged to act as a
circuit closer to complete the circuit to a point which shows that the battery is
fully charged), the armature 63 is attracted and the blade B is released to break
the circuit between C1 and C03 and thereby interrupt the supply of current to
the battery as well as to break the connection between the shunt through Coa
and the main circuit or terminal C03, which, if closed, would short-circuit the
charging terminals and might damage parts.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated
to me by my foreign correspondent, I declare that what I claim is:-
1. The combination with a secondary battery, charging terminals and connec
tions therefor, and a meter in electrical connection with said battery to indicate
the extent to which the battery is charged and having a moving part, of a cut-
out interposed in the connections between the battery and the charging terminals
and means controlled by the movement of said moving part to operate said cut-
out, substantially as described.
2. The combination with a secondary battery, charging terminals and connec
tions therefor, and a meter in electrical connection with said battery to indicate
the extent to which the battery is charged and having a moving part, of a
spring-operated cut-out interposed in the connections between the battery and
the charging terminals, a magnet having an armature arranged to engage said
cut-out and a shunt including the magnet of said cut-out and controlled by said
moving part, substantially as described.
3. A battery box having the terminals exposed at one end of the box and
connected respectively to opposite ends of the series of cells, said box having
a groove sunk in one upper edge and the connection between one terminal and
the remote end of the series of cells laid in said grooves, substantially as shown
and described.
4. The combination with a battery and charging terminals therefor of different
sizes, of a handle, two plugs of different sizes secured thereto and corresponding
to said terminals, and connections from said plugs to the charging wires, sub-
stantially as shown and described.