Improvements in the Application of Electric and other Motors to Railway Vehicles.
Year: 1894

page_text: Date of Application, 6th Nov., 1894-Accepted, 19th Jan., 1895
COMPLETE SPECIFICATION.
Improvements in the Application of Electric and other Motors to
Railway Vehicles.
I, HARVEY SLAUGHTER PARK, of 225 Dearborn Street, Chicago, in the
County of Cook and State of Illinois, United States of America, Mechanical
Engineer, do hereby declare the nature of my invention, and in what manner the
same is to be performed, to be particularly described and ascertained in and by the
following statement :-
The object of my invention is to make a simple, economical and efficient motor
to be used in connection with electric energy on railway cars; and the invention
consists in the features and details of construction hereinafter described and
claimed.
In the accompanying drawings,
Figure 1 is a side elevation of the axle broken off at each end;
Fig. 2 an end elevation of the axle in section, showing one car wheel ;
Fig. 3 an end elevation, with the axle and sleeve of the axle in section ;
Fig. 4 a sectional elevation of the secondary motor, with the axle in section and
broken off at each end and showing a power controlling wheel or pulley ;
Fig. 5 a detail in section, showing a portion of the drum and the trip arm for the
drum, also a rack bar and dogs for cutting the motor out of and into use;
Fig. 6 a detail showing the dogs for cutting the motor out of and into use; and
Fig. 7 a side elevation, partly in section, showing the mechanism for cutting the
motor out of and into use.
The propulsion of street cars, after a start has been made, requires only a small
nominal power, but to start the car an excess of power over that required for the
ordinary propulsion of the car is necessary; and if it were not for this absolute
necessity for an excess of power for starting, a motor of only sufficient power to
propel the car under ordinary running conditions would be all that is needed.
Owing to this necessity of a large excess of power, and in order to overcome the
inertia of the car and motor in the construction and practice now followed of
propelling cars by motor power, a motor of from twenty to fifty horse power is
required, because the motor comes to a stop with the stoppage of the car, and a
sufficient power must be had to both start the motor and overcome the inertia of
the car and motor. As a consequence, an excess of power is required in starting
the motor, and a further excess is necessary in starting the car.
The absolute requirements of this excessive power in the present practice of
propelling street cars with a motor, and obtaining the excess of power required by
the use of a motor of the full power necessary for starting purposes, necessitates the
use of a motor car of great weight, rendering it practically impossible to stop the
car with any degree of certainty within a short distance or in case of an emergency,
or otherwise; and, as in street car service the stops are frequent, the utmost care
and vigilance are required on the part of the motor-man or driver in order to handle
the car properly. It is, therefore, an absolute necessity, in order to successfully
operate a street car with motive power, that the motor shall not be excessive in
weight, and also be one which will successfully attain the production of an excess
of power for starting purposes, and at other times, when needed in propelling the
car; and this invention relates to motors by means of which excessive weight for a
motor car will be avoided and a motor of nominal power only needed for the
propulsion of the car, and which will accumulate power in a secondary motor when

page_text: the car is stopped or running at less than its ordinary rate of speed, and applying
such accumulated power in starting the car and at other times when needed for the
propulsion of the car.
The obtaining of an excess of power for starting purposes, and at other times
when needed in propelling the car, is the primary object of the present invention;
and at the same time, in accomplishing this end to avoid the objections pertaining
to the use of motors for street car service as now applied. To this end, the inven-
tion consists broadly in using an approximately constant and continuous power for
propulsion of the car, and accumulating power from such power when the car is
stopped or running at less than its normal speed, and applying such accumulated
power in starting the car, or at other times when needed for the propulsion of the
car. The invention further consists in a primary motor of an approximately
constant speed and power for propelling the car through, or by means of the
secondary motor; and a secondary motor deriving and accumulating power from
such primary motor. It further consists in combining a primary motor and a
secondary motor for the primary motor to supply the power through the secondary
motor, both for propelling the car when started and to produce an accumulation of
power for starting the car, or for propelling the car when more power is required.
It further consists in a power-spring connected at one end with the axle of the car,
and at the other end with means for winding the spring to produce an excess of
power through, or from, an approximately constant speed primary motor power. It
further consists in a power-spring receiving and accumulating an excess of power
from a primary motor, connected at its inner end with the axle of the car and
supported around the axle from the body of the car, allowing the car to accommodate
itself to the load and the axle to have free play; and in the engagement and
disengagement of the secondary motor and the axle, and a locking attachment for
the secondary motor against the transmission of power when released from the axle.
It further consists in a clutch connection between the secondary motor and the
axle, brought into engagement to apply the accumulated power, and thrown out of
engagement to accumulate power in the secondary motor when the car is stopped,
or running at a lower rate of speed than normal. It further consists in the
application of a resistance, or a holding of the secondary motor, against the
transmission of power therefrom with the stoppage of the car, or when running
at less than normal speed, for the secondary motor to accumulate an
power. It further consists in a sleeve forming a connection for the secondary
motor mounted on the axle and a controlling, or power-band, acting against the
sleeve when the clutch is disconnected to hold the sleeve for the accumulation of
power in the secondary motor.
In the drawings--
excess of
A represents the axle of a car, having at each end a wheel, A', as shown, for
running on the car track.
B is a sleeve mounted on the axle and connected therewith for the rotation
of the sleeve to impart rotation through the axle, and capable of disconnec
tion from the axle so as to be held stationary. This sleeve, as shown, is
made in two halves or sections, and is so made for the purpose of enabling the
sleeve to be applied to axles having wheels already thereon; but for the axles
on which the wheels have not been fixed, the sleeve can be made in a single piece.
A each end of the sleeve is a head, B', having an annular outer face, and having
its inner face provided with channels, b, to receive rollers, 1, which can be forced
against the axle with the forward revolution of the sleeve and firmly lock the sleeve
to the axle, and which-when the sleeve is locked against rotation-will clear
themselves of engagement with the axle and allow the axle to rotate independent
of the sleeve.
Care springs, two being used in the constructions shown; but more than two, or
a single spring can be used, if desired. One end of each spring is attached by
rivets, a, or otherwise, to the sleeve, B, and each spring is coiled around the sleeve
from the attaching point.

page_text: D is the outer wall or rim of a barrel or cylinder, to which is secured the outer
end of each spring, C, by rivets, c, or in any other suitable manner.
E is a head for the barrel or cylinder, which, in the construction shown, is formed
with the outer wall or rim, D; and the other head, E', of the barrel or cylinder is
made separate and secured to the wall or rim by bolts or screws, d, or in any other
suitable manner, so that the head, E', is removably attached for the purpose of
entering the spring into the barrel or cylinder and securing its ends to the sleeve or
axle and to the barrel or cylinder.
F is a hub or journal on each head, E and E', and, as shown, the outer rim or
wall, D, the heads, E and E', and the journals, F, are made in halves for the
purpose of enabling the drum or cylinder as a whole to be placed in position on the
axle having wheels already thereon; but in axles on which the wheels have not
been fixed, the barrel or cylinder can be formed integral therewith and with a
removable head, E¹.
Gare journal boxes, one for each journal, F, formed, as shown, of two half boxes
secured together by bolts, g', passing through ears, g, located on opposite sides of
the halves on each journal box. The journals, F, are of a less diameter than the
interior of the journal box on which they are mounted, leaving a channel, f1, around
each journal for a series of anti-friction rollers, f, on which rollers the journals run;
but the journals could be mounted in their journal boxes without anti-friction
rollers, if so desired. The rollers in the construction shown are held against outer
end movement by a guard plate, e, attached to the journal boxes by bolts, e¹, which
bolts also assist in uniting the halves or sections of the journal boxes.
H are suspending bars or standards, with which, in the construction shown, one-
half or section of each journal box is formed or suitably secured.
I is a bed-plate carrying the supports or standards, H, and secured to the frame-
work of the car by suitable bolts or otherwise, so that the hangers will suspend the
journal boxes from the body of the car, and the journal boxes will carry the
secondary motor, formed by the spring or springs, and the barrel or cylinder suspended
from the body of the car. As shown, each hub or journal, F, has a large opening, F",
encircling the sleeve, B, leaving a clear space between the sleeve and the hub or
journal, in which space the sleeve is free to play, compensating for differences in
loads and permitting the truck to accommodate itself to the inequalities of the track;
and such compensation for load and inequalities of track is permitted by the flexible
connection furnished by the spring or springs of the secondary motor, which allow
the necessary yield without changing the relative position of the secondary motor
to the primary motor.
Jis a gear wheel or gear teeth located or mounted on the outer face of the rim
or wall, D.
K is a small gear wheel or pinion, meshing with the gear wheel or teeth, J, and
in order to obtain an excess of power in the secondary motor from the primary
motor, the ratio between J and K can be ten to one, or such other ratio as
may be required for the production of the required amount of excess of power
in the secondary motor necessary for starting the car, and at other times when
needed.
L is a shaft, on which is secured the small gear wheel or pinion, K, which shaft
is mounted in boxes, h, secured to hangers or standards, H, and the shaft is held
against end-thrust in the construction shown, by collars, which abut against the
end of the box, h.
M is the motor or power shaft, supported in boxes, j, on the frame of the motor
in the construction shown; and, as shown, each end of the shaft, M, has thereon a
gear wheel, M, which meshes with a gear wheel, L', on each end of the shaft, L,
so that with the rotation of the shaft, M, the shaft, L, will be rotated, and, as
shown, the gear wheel, M', is smaller than the gear wheel, L', by which arrangement
in connection with the gear wheels, J and K; a double reduction is had; but it is to
be understood that instead of having a double reduction, the gears may be arranged
so as to produce ouly a single reduction.

page_text: N is the primary motor, which, in the construction shown, is an electric motor,
having a sufficient power for propelling the car and also capable, by a constant and
continuous speed, of accumulating power in the secondary motor, by revolving
the barrel or cylinder so as to wind up the spring or springs of the secondary
motor.
0 are the speed-controlling wheels or pulleys, each having a hub or center, O¹,
to receive the head, B¹, and attach the wheels or pulleys one to each end of the
sleeve, B, and, as shown, the head or center, O¹, of each wheel also forms a plate
for closing the channels, 61, and retaining the clutch rollers, b, in such channels.
These wheels, in the construction shown, are made in halves or sections secured
together by bolts, &, for the purpose of attaching the pulleys or wheels to axles on
which the wheels have been placed; but for axles not having the wheels fixed
thereon, the pulleys or wheels, O, could be made of a single piece.
P is a brake band or strap, one for each speed-controlling wheel or pulley, O,
each brake band or strap partially encircling the wheel or pulley, as shown in
Fig. 2.
Q is a link or support suspended from the bottom of the car by a half box, l, or
in any other suitable manner, and having secured to its outer or free end one end
of each brake-strap or band, P, as shown in Fig. 2.
R is a lever mounted on the pivot, m, attached to the body of the car by a
support, m', which lever extends up so as to be within reach of the operator of the
car, and has secured to the lower end one end of each of the brake straps or band, P,
for the wheels, Q, as shown in Fig. 2.
S is a bar or plate extending from standard to standard, H, on one side of
the barrel or cylinder hanger, and secured to the standard in any suitable
manner.
4
T is a rack-bar mounted on the bar or plate, S, and having a series of ratchet
teeth, n. The rack-bar, T, is held in suitable guides, and between one of the
guides, p, and a pin, o', is a coil spring, o, by means of which the rack-bar will be
forced back when the pawls or dogs engaging the ratchet teeth of the rack-bar are
released from engagement and the extent of the receding of the rack-bar is controlled
by a head, q, which engages the guide, p.
U is the box or case containing the ordinary starting or controlling coil or
rheostat for an electric motor, the shaft of which is connected by arms or levers, r
and, with the rack-bar, T, at the head, g, so that the forward and back move-
ment of the rack-bar will cut the electric motor into or out of circuit in the usual
manner.
V is an arm or lever attached by a suitable pin or pivot, u, to an upward
extension of the cross-bar, S, so that the arm or lever is free to turn or swing on its
pivot, u. This arm or lever, V, carries a pawl, t, which engages with the ratchet
teeth, n, of the rack-bar, T, and the stud or pivot of the pawl t, carries an arm, t¹,
of the form shown in Fig. 6, and, as shown, the pawl, t, is held in engagement with
the ratchet teeth, n, by a spring, t". The bar or plate, S, has mounted thereon a
pawl, s, the stud or pivot of which carries an arm, s', as shown in Fig. 6, which
arm, s', engages with the arm, t', of the pawl, and as shown the pawl, s, is held in
engagement with the ratchet teeth, n, by a spring, ".
The spring, C, on the side of the drum adjacent to the rack-bar, T, has secured
thereto an arm or trip, a, which passes through a slot, y, in the head of the barrel
or cylinder, and this arm or trip, c, when the spring is uncoiled or expanded with
the revolving of the barrel or cylinder, passes above or outside of the arms, s
and ; but with the contraction of the spring as it is wound up with the rotation
of the barrel, and at a point where the spring has been wound near the full extent
desired, the arm or trip, x, will be drawn inward so as to strike and partially rotate
the arm, s¹, and turn or force such arm down; and at the same time the arm, s',
resting against the arm, t, will partially rotate the arm, t', and force or turn such
arm down. This movement of the arms, s' and t¹, will force the pawls, s and t, from
their engagement with the ratchet teeth, n, when the spring, o, will act and force

page_text: the rack-bar, T, backward, moving the arm, r and r', and cutting out the motor
from the circuit so that the motor will at once stop. With the stoppage of the
motor, the pawl, z, mounted on the hanger, H, and held in engagement with the
teeth of the gear wheel, L', will hold the wheel against reaction and prevent any
uncoiling of the springs or spring which would reverse the rotation of the
gearing.
A pin or arm, v, projects from one of the speed-controlling wheels or pulleys, O,
in such relation to the arm or lever, V, that with the rotation of the wheel or pulley,
the arm or pin, v will strike the arm or lever, V, and carry such arm or lever forward,
and with such forward movement of the arm or lever, the pawl, t, will be advanced
one notch of the ratchet bar, T, forcing the rack-bar forward the distance of a
notch, and with each continued revolution of the pulley or wheel, O, the arm or
lever, V, will be actuated, forcing the rack-bar, T, forward, moving the arms, r
and r, and gradually bringing the motor into circuit. When the rack-bar has been
fully advanced the arm or lever, V, will be held up clear of the arm or pin, v, by
the engagement of the stop, w. carried by the rack-bar and advanced with each
forward movement of the rack-bar, so that when the motor is fully cut into circuit
the rack-bar ceases to advance and the motor is free to operate.
W is the bottom of the car.
X is the track or rail on which the wheels, A', run.
The motor, N, is an electric motor, having the requisite power for propelling the
car under ordinary running conditions; and this motor is attached, as shown, to the
supporting plate, I, which plate is attached to the body of the car by bolts or
otherwise, so that the motors, both primary and secondary, will be suspended from
the bottom or body of the car and move in unison. The primary motor, N, is to
have the usual connections for electric motors, and is operated in the usual manner
by means of a resistance coil or rheostat, located in the case or box, U; but as the
connections, the resistance coil, and other electric devices for transmitting the
current and making and breaking the circuit can be of any well known form or
construction and arrangement, they are neither shown or described, and the only
essential requisite is that the motor shall be a continuously operating one, except
when cut out, and shall have an approximate constant and continuous speed.
The continuous and constant speed of the primary motor through the shafts, M
and L, and gear wheels, M' and L', rotates the gear wheel, K, and through the
gear teeth, J, rotates the barrel or cylinder carrying the secondary motor, and such
rotation of the secondary motor is in the direction of the travel of the car. For ordinary
running the speed of the secondary motor and the speed of the car can be the same;
or the speed of the secondary motor can be varied from that of the car, so long as
the ratio of gearing is one to accumulate power in the secondary motor through
the winding up of the spring or springs from the revolving of the barrel or
cylinder.
2,
which
With the stoppage of the car, or with the speed of the revolutions of the sleeve
retarded, without any stoppage of the primary motor, in either case must of necessity
cause the primary motor to continue to revolve the barrel or cylinder, and such
revolving of the barrel or cylinder constantly and continuously winds the spring.
As the spring continues to wind up, it will be coiled closer, drawing its outer coil
away from the outer rim or wall of the cylinder, and such drawing away will be
when the spring is fully wound up or nearly so. With the winding up of the last
coil of the spring and its recession toward the center, the arm or trip,
until this time has cleared the arms, s' and ', will engage with the arm, s', and trip
the pawls, and t, simultaneously, for the spring, o, to force the rack-bar, T,
instantly back and at once break the circuit, so that with the winding of the
secondary motor to the full capacity desired, the primary motor will be automatically
cut out and no damage can possibly occur. At the same time the pawl, z, acts and
prevents any recoil, holding the secondary motor in full power, so that on the
release of the sleeve the spring will act directly on the axle and propel the car.
With each revolution of the power or brake-wheel, the rack-bar will be advanced

page_text: by the action of the arm or lever, V, cutting the electric motor partially into
circuit, and such advance will continue with each succeeding revolution of this
wheel until the electric motor is in full circuit.
The secondary motor is held against transmission of power to the axle when the
car is stopped, or at other times, by locking the sleeve, B, which is accomplished
by the operator on the car moving the lever, R, so as to bring the brake-bands or
strip, P, in engagement with the pulley or wheel, O, holding the sleeve against
rotation, and with such holding of the sleeve the make and break connection
between the axle and the sleeve is released. When the sleeve is locked against
rotation, the continuous rotation of the barrel or cylinder from the rotation of the
primary motor will wind power into the secondary motor for use in starting the
car, and at other times when needed; and with the release of the brake-band or
strap from engagement, the spring at once acts on the sleeve to rotate the sleeve
forward. Such rotation of the sleeve engages the clutch or other make and break
connection for the axle, transmitting power from the secondary motor direct to the
axle for propelling the car forward.
It will be seen that the axle has a rotation forward independent of the secondary
motor, in order to make and break the connection between the axle when the
secondary motor is disengaged, the sleeve is locked against forward rotation when
the connection between the sleeve and the axle is disengaged; that the secondary
motor has a continuous and constant forward rotation until the limit of
winding up has been reached-when it is automatically stopped by cutting
out the primary motor; and that the primary motor has a constant and
continuous forward rotation until its circuit is cut out. By this arrangement each
part which transmits power has a forward rotation contingent one on the other, and
yet at the same time each part is capable of being cut out or disengaged, so that
the rotation of one part can be stopped when necessary for the purpose of stopping
the car, or of stopping the motors.
It will be readily understood that the motor-man or driver can control the speed
of the car by the controlling wheels, O, and the brake bands or straps, P, and
when the bands are applied with sufficient force, the sleeve, B, will be held against
rotation from the secondary motor, for the primary motor to continue to revolve and
wind the springs, C, to their full tension, at which time the arm or trip, c, by means
of the rack-bar, T, will automatically cut out the primary motor, so that at this
point the primary motor and the secondary motor will be at a standstill.
When
the force on the band, P, is withdrawn, the torsion of the springs, C, will revolve
the sleeve, B, forward, and with it the controlling wheels, O, and by means of the
clutch or clamp, b, the axle and the car will move ahead. The speed of the car
will be governed by the force of the bands, P, on the wheels, O, and when the
band, P, is entirely released, the car will move with a torsion on the springs, C,
only sufficient to propel the car in ordinary running. The barrel, D, and primary
motor, N, will not revolve until the wheels, O, by means of pin, v, lever, V, rack-
bar, T, and starting box, U, have closed the circuit and started the motor; and
before this occurs the revolutions of the sleeve, B, will have permitted a partial
uncoiling of the springs, C, and relieved them of their greatest torsional force.
When the car has attained as great speed as is desired, the driver applies the
bands, P, to the wheels, O. This holds the sleeve, B, and the axle, A, from
revolving with the full torsion of springs, C, at which time the primary motor will
revolve the barrel, D, by means of its gearing, faster than the sleeve, B, is
revolving which revolutions of the barrel, D, will wind the springs, C, faster than
the revolutions of the sleeve, B, permits the springs to unwind. This is not a
waste of power, as would be caused by the operator or driver had he applied the
brake to the car wheels, but effects a speed-control and a storage of power in the
secondary motor, which storage will continue until the springs are wound to their
fullest desired tension, and the primary motor is again stopped by the arm, x,
rack-bar, T, starting box, U, and their co-operating devices.
It will be seen that the speed of the car is entirely under the control of the driver

page_text: by means of the lever, R, and co-acting devices; that the primary motor is
controlled mechanically by means of the devices for opening and closing of the
electric circuit at the proper time; and that the stopping of the car for passengers,
or in an emergency, can be had quickly as the power of the secondary motor can
be taken from the axle instantly by means of lever, R, and co-acting parts, and the
car stopped by the application of the ordinary car brake. The primary motor is
not stopped unless when cut out, or when equilibrium is had and its power is being
transmitted continuously to the secondary motor and there accumulated; and as the
primary motor is wholly removed from any attention of the operator or driver of
the car-through the automatic cut out and in of such motor from the operation of
the two motors-it will be seen that the entire attention of the operator can be
given to controlling the speed of the car through the lever, R, and to the application
of the ordinary brakes to the wheels for stopping the car, thereby enabling the
operator to give more attention to the operation of the car without having his
attention engaged by cutting in and cutting out the primary motor.
The primary motor-by its constant and continuous speed and rotation, and
through the advantage of leverage which is had by reason of the increased ratio
of power transmission through the gearing to the secon lary motor-will operate
as a retainer against any recoil of the secondary motor, until the difference in
leverage becomes equalized, at which time the two powers will be at an equilibrium,
which equilibrium will be ten to one, or such other ratio as the ratio between the
gearing. When this point is reached, the motors will become stationary; but at
the same time the resistance offered by the armature, when in circuit, will hold
against any recoil of the spring. But unless the circuit was cut out, such stoppage
of an electric motor would create damage; and it is to avoid any damage from this
cause that the automatic cut out and cut in for the primary motor is provided.
When cut out, the armature would offer no resistance against the recoil of the
secondary motor, and to avoid damage from such recoil a pawl is provided which
comes into engagement and prevents any backward revolution of the gearing, and
which will hold the secondary motor under full power until released by the
operator, when the power which has been accumulated in the secondary motor will
be transmitted to the axle.
The primary motor shown is an electric one, but a steam or other motor can be
used; and in case a steam or other motor is used, the box, U, would enclose a
cut-off valve or gear controlling the motor and operated through the arms or
links, r,, from the recession and advance of the sliding bar-the recession shutting
off the supply by closing the valve, and the advance opening the supply by opening
the valve.
The essential features of the invention are, viz., enabling a primary motor of au
approximate constant speed and power to perform both the offices of furnishing the
power needed for propelling the car under ordinary running conditions, and of
furnishing the excess of power required to start the car, and at other times when
needed. The employment of a nake and break connection between the axle and
the secondary motor, which accumulates an excess of power from a primary motor,
when wanted to impart revolution to the axle, and the cutting out and cutting in,
or stopping and starting the primary motor automatically.
The secondary motor and the ratio of leverage between it and the primary motor
can be arranged for projecting into the secondary motor, when wound up to its full
extent, more power than is required for the secondary notor to transmit, and the
cut-out mechanism be made to operate at the time when the limit of power required
for the secondary motor is reached in the winding, by which arrangement any
overwinding of the secondary motor will be avoided, and with the reduction of
power from the cut-out limit, the cut in mechanism will operate and bring the
primary motor again into use.
While I have described my invention with more or less minuteness as to details
of construction, and as being embodied in precise forms, I do not desire to be
understood as limiting myself thereto unduly, any more than is pointed out in the

page_text: claims. On the contrary, I contemplate variations in form, details of constructio
and mode of application, the omission of parts and substitution of equivalents, as
circumstances may suggest or render expedient.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. A primary motor having a continuous and constant speed approximately, and
a secondary motor receiving and storing power from the primary motor, in com-
bination with a controlling mechanism for the primary motor automatically
operating to throw the motor out of use as the secondary motor reaches the limit
of power, substantially as and for the purposes specified.
2. A primary motor having a continuous and constant speed approximately, and
a secondary motor receiving and storing power from the primary motor in com-
bination with a controlling mechanism for the primary motor automatically
operating to throw the primary motor into use as the secondary motor is reduced
in power from the limit of power, substantially as and for the purposes specified.
3. A primary motor having a continuous and constant speed approximately, and
a secondary motor receiving and storing power from the primary motor, in com-
bination with a stop and start mechanism for the primary motor, a sliding bar
actuating the stop and start mechanism, and an arm or trip carried by the secondary
motor and operating the sliding bar to throw the primary motor out of use,
substantially as and for the purposes specified.
4. A primary motor having a continuous and constant speed approximately, and
a secondary motor receiving and storing power from the primary motor, in com-
bination with a stop and start mechanism for the primary motor, a sliding bar
connected with the stop and start mechanism, a spring receding the bar, and an
arm or trip carried by the secondary motor operating to release the bar for the
spring to act and recede the bar throwing the primary motor out of use, substantially
as specified.
5. A primary motor having a continuous and constant speed approximately, and
a secondary motor receiving and storing power from the primary motor, in com-
bination with a stop and start mechanism for the primary motor, a sliding bar
actuating the stop and start mechanism, ratchet teeth on the bar, a spring receding
the bar, pawls engaging the ratchet teeth, and an arm or trip carried by the
secondary motor, releasing the pawls for the spring to act and recede the sliding
bar throwing the primary motor out of use, substantially as described.
6. A primary motor having a continuous and constant speed approximately, and
a secondary motor receiving and storing power from the primary motor, in com-
bination with a stop and start mechanism for the primary motor, a sliding bar
actuating the stop and start mechanism, an arm or lever engaging and advancing
the sliding bar, and a pin moving with the secondary motor and operating the arm
or lever, substantially as and for the purposes specified.
7. A primary motor having a continuous and constant speed approximately, and
a secondary motor receiving and storing power from the primary motor, in com-
bination with a stop and start mechanism for the primary motor, a sliding bar
actuating the stop and start mechanism, ratchet teeth on the sliding bar, an arm or
lever, a pawl carried by the arm or lever engaging the ratchet teeth, and a pin
moving with the secondary motor engaging the arm or lever and advancing the
sliding bar, substantially as and for the purposes specified.
8. A primary motor having a continuous and constant speed approximately, and
a secondary motor receiving and storing power from the primary motor, in com-
bination with a stop and start mechanism for the primary motor, a sliding bar
actuating the stop and start mechanism for the primary motor, ratchet teeth on the
sliding bar, pawls engaging the ratchet teeth, a trip or arm carried by the secondary
motor releasing the pawls a spring receding the sliding bar when released from
the pawls, an arm or lever carrying one of the pawls, and a pin moving with

page_text: the secondary motor and operating the arm or lever, substantially as and for the
purposes specified.
9. A primary motor of an approximately continuous and constant speed and
power, in combination with a secondary motor for receiving, storing and transmitting
power from the primary motor, substantially as described.
10. In combination with a primary motor, a secondary motor-spring mounted
around and having its inner end connected with a car axle and its outer end with
winding mechanism, a car axle around which such spring is coiled and mounted, and
winding mechanism interposed between such spring and the primary motor,
substantially as described.
11. In combination with a primary motor, a secondary motor for receiving and
transmitting power from the primary motor and mounted independently and loosely
around a car axle, and a car axle connected with the secondary motor for receiving
power therefrom, substantially as described.
12. In combination with a primary motor, a secondary motor receiving and
transmitting power from the primary motor, mechanism interposed between the car
axle and secondary motor to make or break the engagement of the axle and
secondary motor, and a car axle around and upon which the secondary motor is
mounted for receiving power from such motor, substantially as described.
13. In combination with a primary motor, a secondary motor for receiving and
transmitting motion from the primary, a sleeve around the car axle connected with
the secondary motor, a car axle upon which such sleeve is mounted, mechanism
interposed between the axle and sleeve to make or break their connection,
controlling pulley mounted upon such sleeve, and mechanism operating on such
controlling pulley for changing the relative position of the sleeve and axle to effect
their connection or disconnection, substantially as described.
Dated this 6th day of Novemba 1901
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.