Improvements in or relating to Motor Road Vehicles and Devices for Controlling the Various Operations relating to Starting, Stopping, Accelerating, and Retarding the same.
Year: 1899

page_text: Date of Application, 17th Jan., 1899-Accepted, 29th July, 1899
Improvements in or relating to Motor Road Vehicles and Devices for
Controlling the Various Operations relating to Starting, Stopping,
Accelerating, and Retarding the same.
I, ELMER AMBROSE SPERRY, of Mason and Belden Streets, Cleveland, in the
County of Cuyahoga and State of Ohio, United States of America, Civil
Engineer, 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;
-
My invention relates to vehicles,—more particularly to electrical vehicles and
devices for controlling the various operations relating to starting, stopping,
accelerating and retarding such vehicles. It further consists in the various
compartments of the vehicle body and also in the arrangement of the several
essential devices and accessories within and above the vehicle body, designed to
render such vehicle complete in its details.
It further consists of various details
It
of the motor for operating such vehicles, especially as to mounting, housing and
supporting such motor; also actuating means for the various manually-controlled
devices. It further consists in certain controlling mechanism and interlocking
devices between the controller and the mechanism for manipulating the gearing.
It further consists in various interlocking devices and what may be termed an
automatic speed regulation, a variable or graduated resistance to the applica-
tion of the brake or one of the brakes of the vehicle; means for causing the
brake magnets to instantly release their hold upon the part, which they grasp
or retard; various connections between such magnet and the generators or other
source of electrical energy. Means for securing one or more of the brakes in
any desired position. Connections between the brake and the controller.
further consists in certain arrangements of circuits for the electric motor or
motors and means for changing such arrangement in connection with separate
generating units, motor or motors, electric brakes resistances, etc. etc. It has
for its object to combine in a single operating system for vehicles, means for
starting, varying the speed and instantly stopping with the least possible incon-
venience to the operator and without calling forth at any time an excessive
effort on the part of the operator; to place under his control a braking means
more powerful than manually actutaed brakes and at the same time applying
the brakes to all the wheels of the vehicle simultaneously instead of to the drive
wheels only as heretofore. These objects are attained by the mechanism, details,
and circuits shown in the accompanying drawings, in which,
Figure 1 illustrates a side elevation, partially in section of a controlling
handle.
Fig. 2 shows a plan of same.
Fig. 3 is a detail of the indicator.
Fios 4 and 5 are details of the interlocking and switching mechanism.

page_text: Fig. 8 is a diagrammatic view of the running gear of the carriage, showing
motor and brake.
Fig. 9 illustrates the lower connections for controlling handle and reversing
switch.
Fig. 10 is a diagrammatic end elevation of controller.
Fig. 11 illustrates the electric brake magnet applied to forward wheels, which,
in this case, are steering wheels.
Fig. 12 Sheet 1, is a detail of the key.
Fig. 13 is a diagrammatic view of one of the portions of the controlling
apparatus; showing also diagram of circuits.
Fig. 14 is a diagram of the circuit connections of the electrical brake, showing
certain controller contacts.
Fig. 15 is an elevation of a portion of the controller.
Fig. 16 is an elevation of the automatic circuit changing devices.
Fig. 17 is a detail of the escapement.
Fig. 18 is a detail of a brake actuator.
Fig. 19 is a detail of the locking washer, forming a part of Fig. 18.
Fig. 20 is a sectional view of motor, housings and gearing.
Fig. 21 is a detail of the housing, showing ventilating passages.
Fig. 22 is a diagram, showing arrangement of the control and lock for the
change gear devices.
Fig. 23 is a diagram, showing the manipulating devices, mounted upon the
body, connected with and operating parts of the motor gearing.
Fig. 24 represents a longitudinal sectional view of the carriage body with some
of the devices in their relative positions.
Fig. 25 is a sectional diagrammatic view of a portion of the front end of the
carriage body, showing the split dasher, with hinged portion swung out, affording
ready access to the carriage, by means of the steps as indicated.
Fig. 26 is a detail of the controller mechanism.
Referring now to Fig. 1, it may be seen that a handle bar A is served at one
end with a swivelling handle A', secured by the threaded part A", holding the
socket A³ from being readily removed. This bar at the other end is secured to
any form of pivot. The handle may be of any suitable shape, but I prefer the
spade-handle having general shape shown in the drawing, which is provided
with the grip A4, which is preferably loose upon the stem A5. Thus it will be
seen that the grip is independently moved in two planes; riz.: about the axis A5
and free to swivel upon the end of the handle bar proper A. The hollow moving
frame B is preferred for securing the handle bar A, pivoted on line a and being
capable of a considerable arc of movement, the extreme backward movement
being indicated by dotted lines at a', where the frame engages a stop at point a³
Fig. 1. The pivot a serves to secure the swinging handle bar and frame B to
its support B, which also may be of any suitable form and supported in any
suitable manner, but it is preferred to attach this part to a tube B, which is
free at the same time to swing about the vertical axis all resting and being
guided within the journal 133. The frame B is open upon its lower side and
encloses the upper portion of the support B₁. This support serves to hold a
disk C, (see Fig. 4), which is provided with a crank pin C, and certain peripheral
projections C and C3; also a hub C. This latter protrudes through the
aperture in the support and at its outer end, receives the crank-like, pointer-
shaped key D, provided with a handle at D' and a pointer at D" (see Fig. 12).
In this figure will be seen the square stem D³ and the hook D. This latter
portion serves to hold the key in position, from the fact that it finds itself behind
the flange B, protruding from the frame B. This flange is provided with a
notch, constituting a release for the retainer D', in its top, at which point, the
key may be withdrawn and inserted. These are also plainly seen in Fig. 12.
non swinging the key to the three points indicated in the circle D³, Fig. 1, it
will be seen that the link 6 (shown in detail in Fig. 5) the head of which is pivoted
upon the crank pin C and its flange-locked back of the projecting lip C

page_text: (Fig. 4) is raised to three different positions, being shown in Fig. 1 in its lowest
position and its lower end seen in Fig. 9, being shown in its middle position,
and being capable of still a higher position when the pointer D stands hori-
zontal and points to the right, (see Fig. 6) or exactly the reverse of its position,
as indicated in Fig. 1.
The movements of the handle lever A through a limited radius, serves to com-
municate motion to the rack stem E through any form of pivot, preferably the
removable pivot, shown at E. This pivot preferably slides within a guiding
post, for instance, the jaw 135 and is actuated by the lever 63 pivoted at 6 and
actuated by the pin 6, protruding within a cavity, as shown in Fig. 2. The
spring seen in Fig. 2 tends to retain the pin E in its engaged position.
The frame B is seen in Figs. 1 and 3 to support still another feature, known as
the pointer or indicator F. This indicator may move in any suitable manner;
for instance, slide, or produce any indicating motion, but the one shown in the
drawings is preferred in which it revolves around an axis F, through a suitable
are; for instance, that shown by the dotted lines. A plurality of buttons Fu
and 3, or other marking points are used to indicate the various positions, or
the approach of the pointer F to certain predetermined positions in its move-
ments. The movement of this pointer is effected in any suitable manner, but
the auger-like fin F is preferred, seen in elevation in Fig. 1, as protruding
through a slot in the plate 1, which, in turn, is secured to the support B¹. It
will be readily seen that as the handle bar A and frame B rise and fall about the
pivot a, the auger-like, twisted fin F, in passing through the slot F6 (see Fig. 3)
in the plate F will cause the stem to rotate about its axis F', and the pointer to
swing through a considerable arc. The advance of this pointer may be made to
indicate any number of positions of the controller or connected parts, as will
readily be understood. These points have been reduced to two, viz., F and F,
and the regions used in the two outer arcs indicate other positions of the con-
troller, which will be discussed later on.
The handle pivot is preferably removable and is shown in Fig. 2, as consist-
ing of a screw. It will readily be understood that this whole stem, consisting
of handle, handle bar and head piece complete, may turn about its vertical
axis a", and at the same time, the handle bar A and its connected frame may
rise and fall upon the support B. This swivelling action is promoted and lost
motion laterally is prevented by the lateral fit of the swinging frame B,
especially at its extremes; viz., at or near the pivot a and the back end of the
handle and the portion near the attached end of handle bar A. This is
fully illustrated in Fig. 2, and need not be more fully described herein.
Passing now to the lower end of the tube B" (shown in Fig. 9) we find that
it is provided with a crank arm or equivalent B, to which is connected the
We here also find the
steering gear of the vehicle, in any suitable manner.
link b, secured to the pivot end 6', and to the crank d, connected to the axle d',
on which is supported suitable electrical circuit-changing apparatus, described
herein. It may be explained that the joint between the link band the pivot bl
is a swivelling joint, longitudinal movement being prevented by the screw
threads, shown at 62. The rack stem E we also find present, suitably secured
into the rack e, provided with any suitable pivot, adapted to engage the gear
or segment e¹, but it is preferred that the teeth e" of this rack should be convex,
or still better, circular, or a pivotal joint may be located between a rack of the
ordinary construction and the head E, or handle bar A, but the arrangement
shown is preferred, leaving the teeth perfectly free to rotate within the teeth
of the gear while the connected parts are moving into other different lateral
positions.
The gear is mounted upon, and serves to actuate the controller shaft f. In
this connection, attention is called to the fact that while the controller handle
and its connected parts above have but a limited angle of movement, the struc-
ture and connections are such that the angle of movement of the controller is

page_text: multiplied, so that the small angular movement of the handle gives a large or
larger angle of movement of the controller, so that all the various functions
required of the controller, may be easily performed and the electrical contacts
upon its face may each be given a sufficiently large active surface to insure the
best results. This increase of angle is utilized to allow the same controller to
perform all functions necessary in connection with the speed-changing, while the
power is being applied to the motor and also all the variations in application of
the electric brake, all of which is fully pointed out in the present specification.
The mechanical structure of the circuit-changing apparatus, elevation of
which is shown in Figs. 9 and 10, will readily be understood from the figures.
The contacts numbered 53, 22, 54 and 70 are supported so as to move with the
shaft by intermediate, non-conducting material, shown in the present draw-
ings, as being in form of a block Coöperating with these contacts are
stationary contacts 23 and 31; these two only being seen in the elevation, The
four contacts coöperating with the combined changing and reversing switch G
are secured to any suitable support; for instance, that shown at G¹. In Fig. 10
we find a similar support G', securing the stationary contacts O and No, one serv-
ing upon either side of the controller shaft f, and coöperating with the contacts
upon the controller H. Upon this shaft is also seen the reversing switch I,
moving with the shaft, and the stationary contacts 27 and 29, coöperating with
which are mounted upon the stationary block G". This controller may be
moved in either direction from its centre or "off" position, which is shown in
the drawing, as will be readily understood, and when moved around clock-wise,
certain of its electrical contacts find themselves in position indicated at H
whereupon it may be engaged by the contact 51, secured to a stationary part of
the vehicle at J, by depressing the headed pin J. This pin is supported also
by any stationary part of the vehicle; for instance the floor, J" through a bush-
ing J, and is removable as indicated.
"
..
Turning now to the detail of the electric brake, indicated in Fig. 11, it will
be noticed that the hub K of the wheel, while serving to secure the spokes k¹
in position, offers the lateral surface of a disk to the brake magnets or mag-
net L, which may be of circular or crescent shape. This magnet it is preferable
to constitute the stationary element, allowing the disk " to rotate. However, the
reverse of this arrangement would be entirely operative and effectual. The jour-
nal L' of the wheel, in this instance, is short and pivoted to the axle proper L" on the
axis L, and it is to this short journal that the magnet is secured in such a
manner as to swivel with the journal and wheel. A thrust bearing is indicated
at the balls being plainly seen and the race being served by the
springs gg. This thrust bearing may be one ordinarily found in a buggy
wheel, but it is preferable to use a resilient feature in connection with it, in
such a manner as to force the surface of the disk and magnet L apart. A
dust-guard is seen at L, for the purpose of preventing ingress of foreign sub-
stances and the back enclosure, or the inner part of the disk, or its projections,
viz.; the hub K, is preferably entirely encased by the housing L³, encasing also
the thrust bearing g.
The mounting of these brake wheels, with reference to the running gear, is
shown, as a whole, in diagram in Fig. 8, and will be seen to be at the forward
end, or the end away from motor M. The swivels L³ L³ are here plainly seen
at the ends of the forward axle L". Here also may be seen the circuits of the
brake magnet, indicated by the wires, numbered 63, 64, which are shown as
being flexible around the pivots L³, and are there secured to a stationary part of
the vehicle, such, for instance, as the axle L", running gear, or body. The
shaft of the controller is provided with a disk h, which revolves before the
brake magnet h', shown in section, a coil of which is shown to be circular, at hu
The magnet' is stationary and when energized, serves to retard to a greater
or less degree the action of the controller. This retardation may be adjusted
by the strength of the magnet and also is under automatic control, by the strength

page_text: of the current. Any device for retardation of the controller handle, preferably the
one in the braking positions, will serve the purpose, and I therefore will not
limit myself to the special design shown.
Turning now to the system of control, or arrangement of electrical circuits of
the vehicle, as shown in diagram in Fig. 6, it will be seen that the electricity
is generated by separate units N N N N, each of which may represent a group
of generators, the positive and negative terminals of which are coupled as shown,
to the various circuit-manipulating devices. Their function and relation remain
now to be pointed out in detail. To the right is observed the gear or segment el,
by means of which the controller shaft f is manipulated. On this shaft is
mounted the reversing switch I and the controller H; the controller having two
active positions, one either side of the "off" position, or position of rest, shown
in Fig. 10; the latter having eleven active positions, three on the power side,
indicated by P1, P2, P3, and B to B, as will be readily seen, indicating the brake
positions. The brushes coöperating with these various contacts are illustrated
by N to No respectively and those coöperating with the contacts B1 to B3 are
represented by O and 001, etc. These are suitably connected to the resistance R,
as indicated. The reversing switch G, is seen mounted upon its shaft and
operated by the crank and links b, from the crank pin C and pointer D. On
the two reversing switches I and G, these contacts are shown with their electrical
connections. Leading from the reversing switch G and also the controller H
are flexible wires, indicated by the waving lines, which are numbered in the
following description :-
-
When the controller is so turned that the brushes N¹-No engage the row P¹,
of contacts, it will be seen that the current flows through the motor, in direction
of the arrows, as follows:-
Coming from each of the generators N, it reaches brush N¹, contact 14, wire 15,
brush N, contact 16, wire 15, brush N, contact 17, wire 15, flexible wire 18
and from the last generator, by wire 19 to brush 20.
Suppose now that the reversing switch be in the position shown in Fig. 6,
the current will enter contact 21, contact 22, brush 23, wire 24, brush 25, con-
tact 26, contact and brush 27, wire 28, through the armature A A of the motor,
to brush 29, in the direction of the arrow-heads in full lines, to brush 30, 31
and 32, wire 33, field Fe, wire 34 to the negative of the first battery and wire 35
(part of which is flexible) to contacts 36, 37 and 38, to brush N³, returning the
current to the second generator, brush N+, returning current to third generator,
and brush N, returning current to fourth generator, which will thus be seen
to have been coupled to the motor in parallel.
It will be readily understood that the relation between the reversing switch I
and the controller H is fixed and the direction of the current through it is
always as indicated in any of the three power positions.
Taking now the second power position, obtained by turning the controller
in such a way that the brushes N₁ to No rest upon the second row of contacts;
viz., P2, we notice that the current generated by the first generator N, arrives at
brush N', contact 40, wire 41, and the current coming from the second generator
arrives at N3, contact 42; passes back through brushes N and N6, the latter by
way of contact 43 and wire 44, to the lower pair of generators, from whence it
flows to the brush N³, contact 45, wire 15, and thence as before by flexible wire 18,
joined by current from the last generator, passing wire 19 to contact 20 and
thence through the motor or motors, back to the negative terminals of the first
two generators, by wires 34 and 35, by wire 47; from contact 46, brush N2, to
the negative of the second generator N, at which point the circuit is complete.
Thus it will be seen in this position, the motor or motors receive current from
two of the generators in multiple, coupled in series with two other of the
generators.
When the controller is turned to the position P³, the generators are then all
in series, the current passing as follows;-

page_text: From the positive of the first generator to brush N¹ contact 48, brush N2;
second generator, brush N³, contact 49, brush N third generator, brush N,
contact 50, brush N; fourth generator, wire 19, brush 20, to motor and fields
and back to the first generator, by wire 34, exactly as above pointed out in refer-
ence to the two other power positions.
It will be noticed that while in this last power position, only the contact H¹
is brought into position, so that contact 51 may be forced into electrical con-
nection therewith, whereupon the current from wire 33 will be diverted from the
field through the variable resistance Rˇ and wire 52, thus weakening the field
or fields and giving a higher rotative speed to the armature or armatures A A.
Furthermore it will be seen that if the reversing handle D is so operated that
the long contacts 53 and 54 are brought under the brushes 20, 23, 31 and 32,
in this case the current arriving at brush 20 will pass over on contact 53 to
brush 31 and therefore pass the armature in the directions opposite to the arrow-
heads, (full lines) and not resume the directions of the arrow-heads until it again
arrives at brush 32, thus giving a complete reversing action to the motor or
motors M connected.
In Fig. 7, the auxiliary field F is shown in detail, with its connections, free
from the lines of Fig. 6, for sake of clearness.
Connected with each of the brushes N to No, will be found a pair of convex,
concave contacts, indicated in Fig. 7 by m¹. The changeable (preferably non-
reversible) contact n may be connected with any pair of these contacts m¹, repre-
senting any one of the different generators N, which, as will be seen, will furnish
current to the auxiliary field FR, when the controller H is turned in the reverse
direction, or in any one of the brake positions, from B1 to B8. Suppose now,
that the controller is turned in this direction and that the brush is in contact
with the travelling segment H¹, and again supposing the changcable contact n
to be in connection with the crescent seen near No, the current will then flow
from last generator, N, wire 19, wire 55, contact m coöperating contact n, wire 56,
auxiliary field FR, wire 57, wire 34, wire 35, brake contact H', brush 0, wire 58,
removable contact », crescent m¹, brush Nº back to negative of the last generator,
as will be readily understood.
The action of the auxiliary field FR is to augment the residual magnetism of
the field, making the motor, which now becomes a generator, instantly responsive
to current generation, even while running at low speeds.
It will be noticed from Fig. 10, taken in connection with Fig. 6, that upon the
controller being turned backward, so that the contacts H¹ and the brush 0, or
any of the brushes 0¹ are in contact, a new set of contacts, viz. the long contacts
shown at 60 and 61 respectively, will be brought in contact with the brushes 25,
27, 29 and 30, which again reverses the connections of the armature or armatures
and field, the reversing switch G remaining in either of its positions unchanged,
and it is this reversal action of the reversing switch I, which is depended upon
to convert the motor or motors M into generators.
Assuming now that the generation of current is going forward and that one
of the brushes (1 is in contact with the segment H¹, the circuit traversed by
the current will be seen to be as follows:
Emanating at brush attached to wire 28, will flow backwardly through wire 28,
as indicated by the dotted arrow-heads, brush 27, contact 60, brush 30, brush 31,
thence following the circuits, through the field F° to wire 34, 35, segment H',
off the farthest brush to the left O', which happens to be in contact at the
instant with the segment H', through the resistance R, wire 62, in direction
of the dotted arrow-heads, arriving at wire 63, passing the flexible wires into the
brake magnet L L, back by wire 64, joining and passing up wire 65, to the
grasping or brake magnet h¹, whereby the action of the controller is retarded,
wire 66, to wire 19, brush 20, contact 21, contact 22, brush 23, wire 24, brush 25,

page_text: contact 61, brush 29, wire 67 in direction of the dotted arrow-head, to the opposite
brush of the motor or motors M, thus completing the circuit.
The amount of current thus flowing will be dependent first upon the speed
of the motor or motors; secondly, upon the amount of resistance R included in
the circuit; and thirdly upon the amount of effort given to rotating the shaft f
of the controller, against the gripping or retarding magnet . The mechanical
energy required for rotation of the armature or armatures A A of the motor,
which are geared to the driving wheels W W of the carriage will effectually
retard their motion and tend to bring the carriage quickly to rest, aided materially
by the retardation of the forward wheels by the brake magnets L L, as will readily
be understood.
Attention is specially called to the fact that the forward wheels are supplied
with braking devices, operated by the electric current, which may be generated
in any suitable manner, as for instance, that just described.
From the fact that as soon as retardation of motion is commenced, the mass,.
the centre of gravity of which is usually high above the ground, pitches forward,
bringing a large mass of the weight over and upon the forward wheels, removing
a corresponding amount from the back wheels, it will be seen that during the time
of braking, the forward wheels bearing, as they do, a materially increased amount
of the load, are the most important factors in stopping and their retardation will
tend to bring the mass to rest quicker than an equal amount of retardation
brought to bear upon the rear wheels.
Supposing now the generators N are storage batteries, which require storing at
intervals, I have provided a special means for this purpose, which will be found
to eliminate the difficulties heretofore experienced, where the controller is required
to be placed in the series position prior to charging, which is almost universally
the case and where, if the motor circuits are not opened by some means outside
of the ordinary controllers, the carriage tends to suddenly start or run away.
This trouble I overcome by providing charging terminals S and S1, the former
being connected by wire 68 to a special contact 70, located between the running
contacts 21 and 53 on the reversing switch G (see also Fig. 9) the direction of
the current with the controller turned in position P³ will then be as follows:
The current entering the positive post S, proceeds by wire 68 to terminal 70,
brush 20, wire 19, to the last generator, brush No, contact 50, brush N³, to third
generator, brush N4, contact 49, brush N, to second generator, brush N2, con-
tact 48, brush N¹, to first generator, wire 34, wire 71, to the negative charging
terminal S¹, it being understood that a reversing switch handle D being pre-
viously placed in the upright or middle position as shown in Fig. 6 whereby
the contact 70 and brush 20 are brought together. When in this position, it
will readily be seen from this figure, that all of the other brushes, viz.; 23, 31
and 32, are open-circuited, and in this way, the motor is effectually out of
circuit whenever the charging operation goes forward and when the motor is
in circuit, the positive charging binding post S is necessarily out of circuit.
During this operation it will be understood that the crank disc C in the head is
turned to its middle position and the rack stem E is allowed to freely pass
through the notch separating the flanges C and C³, the rack stem E being
effectually blocked against a downward motion whenever the handle D is between
its middle and the two outer positions. The notch on the stem may be plainly
seen at E, and in the position in which the pointer D) stands, in Figs. 1 and 2,
the flanges C and C are both out of its path of movement downward and will
therefore not interfere with its downward movement. By following the move-
ments, it will be seen that this is also true when the handle D is around to its
horizontal position, pointing to the right and also in its vertical position, pointing
upward, whereupon the notch in the collar, shown between C and C3 affords
ample path for its movement.
Again, it will be seen that when the rack stem has been depressed by the
downward movement of the handle, so that the enlarged part above the notch E"

page_text: has passed below the circle of movement of the flange C (Fig. 1) that the
handle D cannot be moved until the stem is again raised to the position shown in
the drawing, (Fig. 1). This is also true of any of three positions of the handle at
which the stem E is depressible.
It will be noticed from Figure 1 that a miniature seat W₁ is provided as a part
of Fig. 1. This illustrates the position of the vehicle seat or driver's seat, in
reference to the handle. It illustrates farther how, when the handle is detached,
by means of the pin E¹, it is swung backward away from the seat, as shown
in dotted lines at a¹.
It will readily be understood that the elements of the motor or motors M,
referred to herein, are its or their fields and armatures.
The coöperating terminals m m¹ and n will be seen to constitute non-reversible
terminals from the translating device to the various groups of electric generators,
the stationary contacts being permanently in connection with such groups.
It will be at once seen that in directible road vehicles there is one handle,
lever or the equivalent, which must be at all times under the direct control, if
not directly in the grasp, at all times, of the driver. This is the steering handle
and it is desirable that this one handle should do as much of the total work of
driving the vehicle and perform as many functions in this connection as possible.
In the present application, it will be noticed that the work required of the con-
trolling handle is reduced to a minimum, being virtually that of making and
breaking the electric circuit, which controls the flow of energy to the motor,
and may at the same time, as shown in the figures, by a continued motion in
the direction of brake, be made to energize the brake devices of the vehicle and
cause its sudden and powerful retardation when required, thus limiting to a
very large degree, its necessary range of movement, especially when compared
with other arrangements of control, where I have caused it to perform not only
the above functions, but others, along the line of speed-control. This latter
function in the present case, I prefer to perform by automatic means, for instance,
by means of a power motor, which may be of any suitable kind; for instance, a
spring, which, in this case, may be energized by any of the movements of the
manipulating levers, for instance the one, by means of which the current is turned
on or off, after the automatic manipulator has set the device for certain pre-
determined speed or combination of speeds. With this explanation and referring
more particularly to Figs. 13 to 19, the parts will readily be recognized, as
follows:-
The controlling handle A, pivoted at a causes a vertical movement of the
rack rod A. This rod serves to connect the controller devices, which are
preferably removed from the handle, so that the various interlocks and connections
may be more readily made. The connection with the moving parts may be
effected in any suitable manner, for instance, the rack 6 and pinion c*, more
clearly shown in Fig. 16. This latter serves to operate a shaft cx, journaled in
any suitable bearings, for instance that shown at cl, also shown in Fig. 16.
I prefer to provide means for retarding or resisting the upward movement of
handle, which, in the present instance, consists of spring B, which may be
graduated or adjusted by varying the positions of the clamp B upon the spring,
thus shortening or lengthening it at will. The spring serves to retract the lever Blix
connected to the bell-crank-lever 1, which may rest against the stop 62*. It
will thus be seen that when the handle is raised, the rack finally comes in contact
with the bell-crank 61, forcing it to the left, away from its stop, tightening the
spring more and more as the handle is farther lifted.
Upon the shaft ex is mounted the cylinder C of the controller, upon which may
be seen the various electric contacts, presently to be described.
Connected with the moving part, at any suitable point, may be seen the inter-
locking stop d, which, in this case, rises from the shaft c¹ and engages at its end
the lever d, pivoted as shown, and protruding so as to be intercepted by the
movement of the brake actuator D, to be seen in Fig. 18. The locking lever d

page_text: has been fully retracted,
pin d, as is evident by
may be also seen in this figure and it is when the lever D
that the lever d¹ is thrown out of engagement with the
the dotted lines in Fig. 13, in which case, the spring is retracted and the
end of the lever is thrown away from the stop d. When it is thus thrown
away from the stop, the controller is free to move in either direction, but
in the position shown in the drawing (Fig. 13) the controller may be moved only
in direction opposite to the arrow upon the cylinder.
The diagram of contacts upon this cylinder will be seen in Fig. 14, to consist of
a step-by-step contact E, another contact E, insulated from the former, auxiliary
spring contacts e* and ex, connected to their respective surface contacts and
movable surface contacts ex and ex. These latter contacts are loosely mounted
upon the shaft c¹ and their construction and arrangement will now be described
in connection with Fig. 15, where the contact E is seen in elevation and one of
the contacts ex ex are seen as indicated. Here the brush e' is also seen, all being
insulated from the shaft c and the contacts Ex and e, rotating rigidly with the
shaft, while the contact ex is loosely mounted thereon and controlled by the pair
of springs ff, the stop f¹³, the springs engaging the projection g* from the
revolving sleeve fx, upon which is mounted contacts ex. The springs f* and fix
are sufficiently weak to allow the deflection in one direction or the other of the
contact euntil electrical contact is made with either the spring e or the con-
tact E, dependent upon the direction of rotation, the movement being effected
by the cooperating stationary contact springs E* and E**. Thus the frictional
engagement between the stationary and moving contact tends to move it until
its electrical connection is established, and the electrical connection will be seen
to be reversed, upon a reversal of the mechanical motion.
Other contacts engage
the controller contacts E* and are indicated at E** to E10, which are in the brake
circuit, and F and F1, which are in the main circuit.
Other parts are shown in the figures, which will be referred to in the farther
description.
Passing now to the automatic circuit-changing switch G, it will best be des-
cribed in connection with Figs. 16 and 17, in which we recognize the connection
to the controlling handle A, the rack 6, pinion c*, shaft cx, etc. The switch G
is here shown to be pivoted on shaft G and carries a set of three contacts; viz,
hh and h, which cooperate with stationary contacts ³, mounted upon the
base and supplied with means for the proper electrical connections in the usual
manner. Connected with the shaft G will be seen an arm G, upon the end of
which is pivoted a trip g, coöperating with a pin glx upon the stem A". Upon
this same shaft we also find the gear G, meshing with the pinion G**. The latter
is supplied with a crank, serving to pivot a spring-pressed dog, engaging
a tooth Upon the same pivot with the pinion G will be found loosely
mounted, the gear H*, meshing with the pinion H. The fan H, operated by
this pinion serves as a retarding device, but any other form of retarding device
may be employed, or the device may be operated without the use of retarding
devices. The power spring 1 may be seen to have one of its ends fastened at the
point 1 and its other end is secured to the shaft of the pinion G**.
It will be seen that whenever the stem A descends into engagement with the
trip g, it will simply turn upon its pivot and when it has passed, snap back to
the position shown in the drawing, against the stop, by means of the spring
but when the pin x rises under it, the whole controller G and gear G³,
pinion G and dog ¿¹ are turned in the direction in which the dog points, one
entire revolution for cach angular distance between the centres of the con-
tacts ** and h, until by the angular movement the pin g₁ passes the
trip g and continues to pass upwardly, thus energizing the power spring I* and
when again released, this spring drives it backward, until the dog again locks with
the tooth and thus stands until released by any suitable mechanism.
One form of releasing device will now be described. This consists in the pedal J
thrust upwardly by the spring J and guided in any suitable manner, as shown.

page_text: This pedal is supplied with a duplex contact, consisting of two projections shown
in longitudinal elevation in Fig. 17. These may be lettered and and co-
öperate with a revolving projection, rising from the gear H. It will be seen
that when the pedal is pressed downwardly, the projection passes up between
the two stops and makes an entire revolution, whereupon it is intercepted by the
stop . When the spring J is allowed to elevate the pedal J*, the stop simply
drops from the stop to the releasing stop 1, and there remains until the next
downward pressure of the release, or pedal J. The entire revolution made by the
stop causes a new lot of contacts to engage with the contacts *. This move-
ment will not be instantaneous on account of the retarding action of the fan H"*.
Again it will be seen that an additional stop actuated by one of the moving
parts, for instance, the rod A1, may be brought down until it will contact with
the fan H, and in this event, even though the release J* is operated, no move-
ment of the controller G will take place.
Passing now to the brake arrangement, shown in Figs. 18 and 19. The brake
shoes L will at once be recognised connected with the brake lever D by the
link L. The lever D is pivoted at Lux and retracted by the spring L. This
lever bears a jaw stationary with the arm D*, indicated at 11, which serves to
impinge one end of a perforated plate or washer *, shown in Fig. 19. The aper-
ture of this washer is nearly filled by a rod x, properly secured to the structure
and bent so as to be concentric with the pivot L. The lower end of the washer /*
is secured within another jaw L which may be moved, with reference to the
lever 1 and is located upon any moving part for instance, the bell-crank m³, con-
nected to the pedal mx by the link m, by means of which the bell-crank is
operated, as shown.
An additional feature, consisting of a spring provides resilience in one direc-
tion and holds the pin x at the bottom of the slot of the jaw or link m¹* A
spring is shown, tilting the jaw, in position suitable for causing the
washer to grasp the rod, but is forced positively out of engagement by tilting
the pedal mover to the left, and its locking effect may be still farther strength-
ened by tilting in an opposite direction and thereby compressing the spring n
which, in this case, acts in conjunction with spring n*, as will readily be under-
stood.
x
It will be remembered that when released this lever is drawn forward by the
spring L until the end of the lever shown in section in Fig. 18, is engaged,
releasing the lock from the controller, as before explained.
Having now described the mechanical devices and their operations, the electrical
circuits and their principle functions will be briefly described as follows:-
Any source of electrical supply may be used, as for instance, the storage bat-
teries S* S, in which case, it is preferable to have a plurality of separate genera-
ting units, which may be coupled in various combinations with the motor or other
driving element, or the speed or current limiting or controlling devices may be
of such a nature as to require the batteries or other source constantly coupled as a
single unit. The circuits from the generator S* S will be seen to be connected to
the current-graduating switch G*, which will be seen to be in series circuit rela-
tion with the make and break contacts F and F1, which, in this case, both con-
tact with the single conductor E whereupon the circuit is established through
any suitable translating device, for instance, the motor M. The current-gradua-
ting devices, being automatically actuated as described, and the make and break
switch being actuated by the controller handle A, are also fully pointed out.
Upon a reverse movement of the controller handle A the controller cylin-
der C³ is rotated in an opposite direction, bringing the contacts EU to E10 into
action, whereupon suitable generators, as for instance, the motor M³, which by
the well-known automatic means, is converted into a generator or generators Siz
or both. or either, as is indicated by the switches 10, 11, 12, and 13*, are coupled
direct to the brake magnets Tx T*, by way of the resistance R* more or less of
which is included in circuit, as will readily be understood.

page_text: It will now be seen that when all the resistance R is eliminated, the circuit
would be from the positive of the generator or generators, wire 14*, contact E10x,
controller contact E*, brush E3*; wire 15, wire 16, brake magnets T* T*, wire 17*
18, contact Ex, wire 19, wire 20 or 21, back to the generator or generators, as
will be seen. The current direction through the brake magnets in this instance
is shown by the arrow heads in full lines. Upon removal of the brake from cir-
cuit, however, when the brushes E* and E3* reach the moving contact ell* and ex
the friction will cause them to move away from contacts E* and E" and be brought
into contact with the moving brushes e and ex, whereupon their potential will
be reversed, sending the current through the brake magnets in direction of the
dotted arrows, which causes an instantaneous reversal of magnetism, instantly
throwing the brake shoes away from the mass which they grasp or retard, as in
the manner well understood. It will again be apparent that at this point, all, or
nearly all, of the resistance R* has been re-inserted in the circuit and the current
thereby reduced to a predetermined value. The current between the genera-
tors S* and S and the current-graduating switch G³, passes upon the wires 22*,
23, 24, and to the make and break switch, by wire 25, thence to the motor, by
wire 26*, switch 13* and 27%, returning by wire 28*, switch 12 and wire 29*. It
will thus be seen that duplicate brakes L L and T* T* are furnished, which are
interlocked and when either one is in action, the controller cylinder C* of the
make and break switch will be locked out of action, for power, but not out of
action for the application of the brake, so that either or both brakes may be ap-
plied and when applied, the motor cannot be operated for power.
Referring now to Fig. 20, let A and A represent the members respectively
of a compound axle. To these shafts are connected respectively gears, meshing
with revolving pinions all within the oil housing B, furnished with oil plug a³.
The housing will be seen to consist of the extended web of the gear C which
meshes with the pinion D, all within the enclosing housing a". The "jack-in-
the-box" structure being familiar to those skilled in the art, it will not now be
explained in detail. The pinion 1) is mounted upon a shaft D1, which is mounted
within the motor housings proper and receives support in part from the jour-
nals AA, mounted upon the compound axle. The motor housings E' are
secured to the circular journal case A by two planed, angular, recesses, prefer-
ably parallel with the axis, for holding the parts accurately in line, being clamped
by suitable bolts, shown at El E. The shaft D is preferably supplied with a
driving gear by which meshes with the motor pinion 6. A mechanical clutch or
brake is shown, consisting of the disk by, cooperating with the bevel face within
the gear at 6, and supported by pins c c. which slide in the yoke c, suitably
attached to the motor frame or housing E, and serving at its centre to hold a
rotating screw-threaded shaft cly, rotated by the arm 3, the screw threads opera-
ting to insert and withdraw the conical friction disk by. All is preferably sur-
rounded by the housing by separable at b. The other end of the shaft D¹y is
perforated for the reception of the rod fitted to slide within the perforation.
The pin carried by the rod extends laterally through an elongated slot,
clearly seen and having its ends securely fastened within the internal circular
groove, clearly seen at . The rod din moving backward and forward thus
serves to move the pinion D³, which is loose upon the shaft D out of and into
engagement with the clutch Duy. This clutch may be of any suitable construc-
tion, such, for instance, as a friction clutch, but I prefer to use the positive jaw
clutch shown, so that when the pinion D is slipped to the left, as shown, it is free
from the clutch, and to the right, it is in engagement therewith. The pinion is
moved by a swinging cam F, mounted upon the cam lever F, swinging about
a pivot F reference to which will be made later.
Attention is called to the fact that the pinion D is in a position difficult of
lubrication, which is required when same is free upon the shaft. This of necessity
is done away with by supplying it with a roller bearing, consisting of a circular

page_text: 1
roll of needles, indicated at day; this style of bearing being also adapted for longi-
tudinal motion upon the shaft, necessary in this instance.
The shaft D is supplied with the gear D, shown in diagram in Fig. 22,
solid also therewith and coöperating with gear D", mounted on a movable
shaft, the center of which is shown at D, being eccentric with the pivot Fly
of the lever F. The shaft 15 also carries a smaller gear D, solid with the
gear D, which, in turn, meshes with the loose pinion D³, upon the driving
shaft D. It will be seen that these gears are mounted on a movable shaft, which
is swung into and out of operative engagement, being manipulated by the lever F³,
which also bears the cam F above referred to.
In Fig. 22 is seen the lateral pin d, which serves to connect the rod d³ with
the cam F. The contour of this cam is plainly seen in the figures, and operates
to engage the pinion D, with its clutch I and with its cooperating gear Dev
dissimultaneously or successively, there being a position where both are dis-
engaged, there being a region in the centre part of the cam where one is dis-
engaged before the other is engaged, where the pinion is entirely free from
either.
Owing to the mechanical strains brought to bear upon the lever FX and its
connected parts, a mechanical lock is used, shown by the latch and its
coöperating stationary part e¹¹, having an undercut active service, pivoted upon
the lever Fat e, engaging the finger e. The finger e is pressed upon at one
side by a spring e, and upon the other side engages a pin f, connected rigidly
with the rod f. The pin fy slides in a slot, shown in dotted lines at F3
(constituting a lost motion device) in the head of the lever F, so that
the pin f, after travelling a short distance comes into rigid connection with the
lever in either one or the other direction. The rod f is manipulated by any suit-
able device located in the carriage, preferably in the body X, as, for instance,
the handle G, locked by the notches G, as shown, and connected to the rod f
by any suitable means, such, for instance, as a bell crank lever G, pivoted
at G. In case the manipulator G is upon the vehicle body X it is found
desirable and in fact necessary, that some sort of resilient or yielding connection
be supplied between the lock handle, upon the body and the operated device
secured to the axle A³. This is shown in Fig. 22 by the spring fly, which
presses against the end of the rod f, the motion being limited by the slot and
pin, shown at far.
Within the vehicle body X is mounted the controller for the motor, M, indi-
cated at H, pivoted so as to revolve in journals HH and supplied at some
point in its moving system, for instance, at the base of the cylinder, with a
disk g, having notches, one of which is shown at 1, and which serve to allow
the segment G to pass freely. The segment G4 forms a part of the manipulating
system or connection for the compound gear, as described above. It will be
seen that when the controller is so turned that a notch ", is presented in the
path of the segment G, the handle G may be manipulated freely, but if the
controller is not so turned that a notch is present, the handle G is locked and
this locking action may take place in either of its extreme positions. This position
I will denominate as that in which the controller is out of action, viz.: when
the segment G is allowed to pass freely, and it will be seen that when the
segment is only partially turned, the controller will be locked in this position,
or locked out of action, and prevented from turning into any one of its active
positions. Moreover it will be noticed that should the operation of the handle G
be stopped in the middle of its excursion, say at notch indicated at G, the seg-
ment G will then be found only part way through the notch, thereby effectually
locking the controller H from rotation in either direction, as above referred to.
Of course the notch g₁ may be a wide one, so that the lock is effectual only in
one direction, without departing from the spirit of the invention.
In or about the vehicle and within operating distance of the manipulating
handle G³, or its connected parts is the limit switch or automatically-operating,

page_text: self-releasing cut-off or cut-out. The operation of this device is well known
and may be briefly referred to as follows:
The magnet, when energized, retracts its hooked armature, pivoted as
shown against the spring ¿, which has a pre-determined tension. The hook
cooperates with the nose of the lever, which also is furnished with the
retractile spring. The stationary contact, which may be in circuit with the
magnet is-shown at and cooperates with the contact mounted upon the
lever . When these contacts are closed, the circuit is complete and the hook 2
engages the nose and holds the contacts in closed-circuit relation against
the tension of the spring ". Whenever the current increases beyond a certain
strength, the hooked armature 2 is retracted, releasing the lever and allowing
the spring to open the contacts and I prefer to re-engage the cut-off
contacts, or close the circuit by a movement of the handle G for the following
reasons, among others:-
First: The double use of the same handle, simplifying construction and
operation.
Second: When the limit switch or cut-off operates it indicates that an extra-
ordinary demand is being made upon the motor, and may be made to indicate
that the compound gear, which greatly increases the leverage of the motor over
the load should be called into operation and it is natural that the same handle
be made in this way to accomplish both purposes, riz. that of increasing the
power for the motor over the load, and thereby correcting the cause, and re-
establishing the circuit so that its operation may again go forward.
Turning now to the motor, we observe that its housings E, not only enclose
the motor proper, but also the essential parts of the gearing and farthermore
that certain ventilating openings are shown, which are of two classes, those at I
being in the bottom and forward part of the motor, and that at I" (see Fig. 21)
being in the top and rearward part of the motor and over the gears; Figs. 20
and 21 being laid out on the coincident axial lines.
From the different diameters of the gears D D*, D and D increased leverage
from their use will readily be understood. It will also be seen that the pinion DY
serves two other gears; viz. being in constant engagement with the main driving
gear C and also at times with the gear Dey.
Referring now to Fig. 24, it will be seen that the vehicle body A² is supported
suitably upon the axles B B and the wheels as shown. The body is furnished
with a dasher A¹, and a seat C² may be secured to the body by hinges C. The
floor of the body is illustrated at D* and may be hinged at D. The vehicle body
is farther supplied with a swinging end gate E, which may be hinged at E¹ and
an upper panel of the rear extension of the body A, shown at F2 and may be
hinged at F. Suitable cross pieces connect the two sides of the body, illustrated
by GG, on which the storage batteries, or sets of storage batteries S rest.
Above these is another pair of storage batteries S and Siz within the space
formed by the risers R and back panel C of the seat. These batteries rest upon
suitable projection from the body, shown at a and I prefer to extend it rear-
wardly, as shown, for the purpose of sliding the battery Siz back after the seat
has been tipped, as shown in dotted lines: the panel F has been raised to position
also shown in Fig. 24, in dotted lines and batteries S removed.
A ventilating passage R is shown as extending upwardly from the battery
compartment and may receive a still farther upward extension by R R under
the top W of the vehicle. The dotted line shows the position of this compart-
ment when the top is in a folded position.
A rain-guard is placed for suitably protecting the top of the passage R¹².
It will be seen that the carriage as shown in Fig. 24 is divided into separate
compartments by the partition H. The contents of the rear compartment having
been described, that of the forward compartment will be seen to contain the
current-controlling switches and will be seen to be lower and forward of the
battery compartment,

page_text: A lever arm L Fig. 24, serving the moving parts is furnished with a handle I'
near the cushions of the seat and a coupling and uncoupling device near the
hinge C is shown at J'. This is of such a character that when the seat is tipped
forward, the handle I may be dis-connected from the lever L' and thereby pre-
vented from bending or otherwise being injured by the forward tipping of the
seat upon the hinge C.
It is well known that electric storage batteries require inspection frequently
and in the construction of cells, which are preferred to use, this inspection should
be possible at the top of each cell, constituting the battery. It will readily be
be seen that by tipping the seat forward, the upper cells are at once brought to
view and by opening the panel F, the rear half or more of the cells upon the
lower deck. Now by sliding the cells S1 and S2 backward, the forward half
of the cells in the lower compartment are readily brought to view and inspected.
The rollers e, e may be used to facilitate the moving of the batteries S";
the battery S is light and easily removed.
It will be noted that the ventilation is away from the compartment X con-
taining the current-controlling switches.
It will readily be understood that certain communications are of necessity
made through the floor D', necessitating incisions in such floor, or joints, such,
for instance, as that shown at D, and I prefer to use under such joints a rain
or moisture guard K2, which will deflect such moisture or leakage as may come
through the joints or incisions and carry same out of the cavity lower down,
for instance at n* (Fig. 24).
Passing now to the hollow dasher A, it will be understood that the same has
considerable thickness fore and aft-sufficient in fact, to accomodate the various
devices now to be described, which are enclosed within the space, preferably out
of view. This dasher may be made in various ways, but I prefer to make it of
a plurality of panels; one at L being the forward one and the back one L,
which really serves as a switchboard for a number of the electrical devices in
the carriage; for instance, the lamps of the carriage, one of which is shown
at N', are controlled from the switch g, which is within the hollow dasher, and
the push buttons or other manipulating device, protruding through the back
panel or wall may be seen at g¹² g¹².
Again the meter or current indicator O' is supported by the dasher, preferably
tilted forward, for convenience, and preferably placed so as to be easily removed.
This is accomplished through the stationary terminal 01 and the coöperating
detachable meter electrodes ()". Thus, by simply slipping the terminals of the
meter behind the hooked terminals of the dasher the meter may be inserted and
withdrawn with facility.
Again the controlling handle P is supported by the dasher at L' and pivoted
at Pi and connected with a controller by a rod, connected to the controller,
as shown, and passing also through the hollow dasher of the vehicle.
Again the steering handle P is connected with the steering arm T of the
steering wheel T by a connection shown at V and rising up through the dasher,
indicated by V1.
It will be thus seen that the electrical and mechanical connections which pass
up inside the hollow dasher are out of view and yet are easily accessible through
the removable panel L".
Passing now to the function of the batteries S, it will readily be understood
that the main generator of the vehicle consisting of batteries S and S are of
large voltage and moreover they are frequently cut up and the parts coupled,
in multiple, and in series, rendering it impossible to use all for lighting purposes.
Heretofore, sections of these batteries have been used, but this tends to disturb
the balance between the various parts and I prefer to employ a separate battery
entirely for the operation of the lamps, which need not be of large voltage, nor
of great size, nor weight. This is seen back of the battery S1 and indicated by S
(Fig. 24) it having no other function than simply supplying the lamp circuit.
The construction shown in Fig. 25 will readily be understood from the drawing,

page_text: same being a sectional diagramatic view of a portion of the front end of the buggy,
showing the split dasher, with hinged portion swung out, affording ready access
to the carriage, by means of the steps as indicated.
J is the floor of the carriage, supplied with the dasher A A, with the swinging
portion AA, the stationary portion supporting the controller; the moving
portion supplied with handles and catch aa and hinge aa. The steps cc cc
are hinged on a bracket cc, suitably fastened to the axle B B. The steps may be
thrown up by any suitable arrangement, either manually actuated or auto-
matically, by the closing of the door-shaped dasher part A A¹, by impinging on
the link LL, provided at the top with roller and hinged at the lower end to a
lever ff, which is suitably connected to one or both of the steps by any suitable
connection, preferably through a resilient medium ee.
The remaining parts of the vehicle will readily be recognized from the drawing.
In Fig. 26 the controller cylinder H will be seen to be operated by the pinion e¹
and the reversing switch G is also operated as shown in the earlier figures, but
here the guide for the lower end of the controller and guiding tube B" is provided
with a cap e e instead of being split as shown in Fig. 24.
The mounting of the devices, including the guide for the tube 33, the con-
troller H and the reversing switch G, together with the foot brake D is upon
and they are all made into an integral mechanical part by frame II (see Figs. 25
and 26) which is, in turn, bolted to the under side of the body framework A-27,
(see Fig. 25 and dotted lines, Fig. 26); this being especially advantageous in
manufacturing, where the unit or integral device, consisting of the various
elements, may be attached to any style or shape of carriage body, avoiding thereby
the necessity of providing numerous supports and provisions in such body for
holding numerous elements in their respective relation, one to the other, all
of this being accomplished by the aforesaid frame II.
The use and operation of the various structures have been faithfully pointed
out, as they have been described and will readily be understood by those versed
in the art to which it pertains.
It will be understood that while it is designed to use the above parts in the
relation shown, yet some may be used without the others and the invention ex-
tends to such use.
It will furthermore be readily understood that the construction and arrange-
ment may be varied without departing from the spirit of the invention.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:
"
1. In a system of control for electric vehicles, a controller having two operative
positions separated by an off" position, a plurality of electric generating units,
an electric motor upon the vehicle, connections with the controller for coupling
the generators in multiple and in series to the said motor for varying the power,
when at one side of said "off" position and means for reversing the elements
of the motor and closing the circuit through a variable resistance, when on
the other side.
<<
2. In a system of control for electric vehicles, a controller having two operative
positions separated by an off” position, a plurality of electric generating units,
an electric motor upon the vehicle, connections with the controller for coupling
the generators in multiple and in series to the said motor for varying the power,
when at one side of said "off" position and means for reversing the elements
of the motor and closing the circuit through a variable resistance and magnetic
friction brakes, when on the other side.
66
3. In a system of control for electric vehicles, a controller having two opera-
tive positions separated by an off" position, a plurality of electric generating
units, an electric motor upon the vehicle, connections with the controller for
coupling the generators in multiple and in series to the said motor for varying

page_text: "
the power, when at one side of said off position, means for reversing the
elements of the motor and closing the circuit through a variable resistance, when
on the other side and means for resisting the movements of the controller.
4. In a system of control for electric vehicles, a controller having two opera-
tive positions, separated by an "off" position, a plurality of electric generating
units, an electric motor upon the vehicle, connections with the controller for
coupling the generators in multiple and in series to the said motor for varying
the power, when at one side of said off" position, means for reversing the
elements of the motor and closing the circuit through a variable resistance, when
on the other side, means for resisting the movements of the controller and means
for varying the amount of such resistance.
6+
66
5. In a system of control for electric vehicles, a controller having two opera-
tive positions, separated by an off" position, a plurality of electric generating
units, an electric motor upon the vehicle, connections with the controller for
coupling the generators in multiple and in series to the said motor for varying
the power, when at one side of said off" position, means for reversing the
elements of the motor and closing the circuit through a variable resistance, when
on the other side, means for resisting the movements of the controller and means
for varying the amount of such resistance, in proportion to the strength of the
braking current.
"
6. In a system of control for electric vehicles, a controller having two opera-
tive positions separated by an off" position, a plurality of electric generating
units, an electric motor upon the vehicle, connections with the controller for
coupling the generators in multiple and in series to the said motor for varying
the power, when at one side of said off" position, means for reversing the
elements of the motor and closing the circuit through a variable resistance, when
on the other side and an electric or magnetic friction brake for resisting the
movement of the said controller.
7. In an electric vehicle, an electric motor, a controller for the motor, having
an "off" position, a plurality of power positions and an extra contact adapted
to be forced into engagement with a coöperating contact upon the controller
when same is in one of its power positions only.
"6
8. In an electric vehicle, an electric motor, a controller for the motor, having
an "off" position, a plurality of power positions, an extra contact adapted to
be forced into engagement with a coöperating contact upon the controller when
same is in one of its power positions only and a separate operating means for
the contact.
9. In an electric vehicle, an electric motor, a controller for the motor, having
an "off" position, a plurality of power positions and an extra contact adapted to
be forced into engagement with a coöperating contact upon the controller when
same is in its last power position only.
10. In an electric vehicle, an electric motor, a controller for the motor, having
an "off" position, a plurality of power positions, an extra contact adapted to be
forced into engagement with a coöperating contact upon the controller when same
is in one of its power positions only and an electric connection from the contact
to the field magnet coil of the motor.
an
11. In an electric vehicle, an electric motor, a controller for the motor, having
off" position, a plurality of power positions, an extra contact adapted to be
forced into engagement with a coöperating contact upon the controller wheu
same is in one of its power positions only, an electric connection from the contact
to the field magnet coil of the motor and a variable resistance in such connection.
12. In a system of control for electric vehicles, a controller having two opera-
tive positions separated by an "off" position, a plurality of electric generating
units, an electric motor upon the vehicle, connections with the controller for
coupling the generators in multiple and in series to the said motor for varying
the power, when at one side of said off" position, means for reversing the
elements of the motor and closing the circuit through a variable resistance, when
"1

page_text: on the other side, an auxiliary field magnet coil for the motor and means for
automatically coupling same to a portion only of the generating units.
13. In a system of control for electric vehicles, a controller having two opera-
tive positions separated by an "off" position, a plurality of electric generating
units, an electric motor upon the vehicle, connections with the controller for
coupling the generators in multiple and in series to the said motor for varying
the power, when at one side of said "off" position, means for reversing the
elements of the motor and closing the circuit through a variable resistance, when
on the other side, an auxiliary field magnet coil for the motor, means for auto-
matically coupling same to a portion only of the generating units and meana
for altering the particular unit or units connected.
$
14. In a system of control for electric vehicles, a controller having two opera-
tive positions separated by an off" position, a plurality of electric generating
units, an electric motor upon the vehicle, connections with the controller for
coupling the generators in multiple and in series to the said motor for varying
the power, when at one side of said "off" position, means for reversing the
elements of the motor and closing the circuit through a variable resistance, when
on the other side, an auxiliary field magnet coil for the motor and means for
automatically coupling same to a portion only of the generating units, when
the controller is in one only of its operative positions.
15. In a system of control for electric vehicles, a controller having two opera-
tive positions separated by an "off" position, a plurality of electric generating
units, an electric motor upon the vehicle, connections with the controller for
coupling the generators in multiple and in series to the said motor for varying
the power, when at one side of said "off" position, means for reversing the
elements of the motor and closing the circuit through a variable resistance, when
on the other side, an auxiliary field magnet coil for the motor and means for
automatically coupling same to a portion only of the generating units, when the
controller is in the last named operative position.
16. In a system of control for electric vehicles, a controller having two opera-.
tive positions separated by an "off" position, a plurality of electric generating.
units, an electric motor upon the vehicle, connections with the controller for.
coupling the generators in multiple and in series to the said motor for varying
the power, when at one side of said "off" position, means for reversing. the
elements of the motor and closing the circuit through a variable resistance, when
on the other side, an auxiliary field magnet coil or coils for the motor of high.
resistance.
17. In an electric vehicle; an electric motor, a controller for the motor, having
an "off" position, and a plurality of power positions to one side, an electric
braking position, as specified, to the other side of the "off" position, driving
wheels and steering wheels for the vehicle, an electric braking device for applying
brakes to all of said wheels and connections from the said device to the controller.
18. In an electric vehicle, an electric motor, a controller for the motor having
an off" position, a plurality of power positions to one side and an electric
braking position, as specified, to the other side of the "off" position, power con-
nections from the motor to the driving wheel or wheels, other wheels for the
vehicle loose upon a stationary axle and electric friction brakes for the last named
wheels.
an
*
19. In an electric vehicle, an electric motor, a controller for the motor, having
off" position, a plurality of power positions, an extra contact adapted to be
forced into engagement with a coöperating contact upon the controller when same
is in one of its power positions only and a removable operating means for the
contact.
an
6
20. In an electric vehicle, an electric motor, a controller for the motor, having
off" position, a plurality of power positions to one side, an electric braking
position, as specified, to the other side of the "off" position, power connections
from the motor to the driving wheel or wheels, other wheels for the vehicle loose

page_text: upon a stationary axle, and electric friction brakes, consisting of two elements,
mounted rigidly upon the axle.
66
21. In an electric vehicle, an electric motor, a controller for the motor, having
an off" position, a plurality of power positions to one side, an electric braking
position, as specified, to the other side of the "off" position, power connections
from the motor to the driving wheel or wheels, other wheels for the vehicle loose
upon journals attached to a stationary axle and electric friction brakes, consist-
ing of two elements for the last named wheels, one of said elements mounted
rigidly upon the journal and the other upon the wheel.
an
22. In an electric vehicle, an electric motor, a controller for the motor having
off" position, a plurality of power positions to one side and an electric
braking position, as specified, to the other side of the "off" position, power con-
nections from the motor to the driving wheel or wheels, other wheels for the
vehicle loose upon journals attached to a stationary axle, electric friction brakes,
consisting of two elements for the last named wheels, one of said elements
mounted rigidly upon the journal and the other upon the wheel, and flexible con-
ductors between the said friction brakes and the vehicle body.
"
23. In an electric vehicle, an electric motor, a controller for the motor, having
an off"
position, a plurality of power positions to one side, an electric
braking position, as specified, to the other side of the "off" position, power con-
nections from the motor to the driving wheel or wheels, other wheels for the
vehicle loose upon journals attached to a stationary axle, electric friction brakes,
consisting of two elements for the last named wheels, one of said elements
mounted rigidly upon the journal and the other upon the wheel, a separate joint
between the axle proper and the journal and flexible conductors from the brake
to the axle.
24. In a system of control for electric vehicles, a controller having two opera-
tive positions separated by an "off" position, a plurality of electric generating
units, an electric motor upon the vehicle, having an armature, connections with
the controller for coupling the generators in different groups to the motor, when
upon one side of the "off" position, means for converting the motor into a gene-
rator and closing the circuit through a variable resistance when on the other
side and a plurality of reversing switches acting upon the armature circuit only.
25. In a system of control for electric vehicles, a controller having two opera-
tive positions, separated by an "off" position, a plurality of electric generating
units, an electric motor upon the vehicle, having an armature, connections with
the controller for coupling the generators in different groups to the motor, when
upon one side of the "off" position, means for converting the motor into a gene-
rator and closing the circuit through a variable resistance when on the other
side, two reversing switches, one being actuated by the controller and independent
actuating means for the other.
26. In a controller system for a vehicle, a motor and controller mechanism, a
moving part of the controller, an electric storage battery for the vehicle, a charg-
ing terminal for the battery and means for open-circuiting the terminal
operated by a moving part of the controller.
27. In a controller system for a vehicle, a motor and controller, a moving part
to the controller, an electric storage battery for the vehicle, a charging terminal
for the battery, a reversing switch for the vehicle, means for open-circuiting the
terminal and a common operating connection for the switch and the means.
28. In a controller system for a vehicle, a motor and controller, a moving part
to the controller, an electric storage battery for the vehicle, a charging terminal
for the battery, a reversing switch for the vehicle, having stationary and movable
contacts separated by an open-circuit position and a charging terminal contact
located in the said open-circuit position.
29. In a controller system for a vehicle, a motor and controller, a moving part
to the controller, an electric storage battery for the vehicle, a charging terminal
for the battery, a reversing switch for the vehicle having movable contacts,

page_text: stationary contacts for the reversing switch connected with the motor and a
charging terminal so located upon the reversing switch that the terminal will be
open-circuited when the motor contacts are closed and vice versa.
30. In a system of electric control for vehicles, a storage battery, a motor, a con-
troller for the motor, having a closed and open-circuit position, a combined
reverse and charging terminal switch, having a plurality of working positions and
a lock for the switch, operated by the controller for holding the switch in one or
another of its working positions, when the controller is in its closed circuit
position.
31. In a system of electric control for vehicles, a storage battery, a motor, a con-
troller for the motor, having a closed and open-circuit position, a combined
reverse and charging terminal switch, having a plurality of working positions and
a lock for the controller, operated from the switch, for holding the controller in
its open circuit position, when the switch is intermediate or between its working
positions.
32. In a controller for electric vehicles, a controller proper out of view, a con-
troller handle, having a certain angle of motion, a connection between the handle
and the controller, for increasing the angle of motion of the controller above that
of the handle and an indicator for showing the position of the controller.
33. In a controller for electric vehicles, a controller proper, out of view, a con-
troller handle, having a certain angle of motion, a connection between the handle
and the controller, for increasing the angle of motion of the controller above that
of the handle, and an indicator for showing the position of the controller, con-
sisting of a pointer moving during a portion only of the movement of the
controller.
34. In a controller for electric vehicles, a controller proper out of view, a
moving controller handle and an indicator for pointing out the position of the
controller mounted upon the moving handle.
35. In a controller for electric vehicles, a controller proper out of view, a con-
troller handle, having a certain angle of motion, a connection between the handle
and the controller, for increasing the angle of motion of the controller above that
of the handle and an electric brake operated by the controller.
36. In a controller for electric vehicles, a controller proper out of view, a con-
troller handle, having a certain angle of motion, a connection between the handle
and the controller, for increasing the angle of motion of the controller above that
of the handle, an electric brake operated by the controller, during a part of the
angular movement and the current applied to the motor during the other part,
whereby the dissimultaneous operation of the brakes and motor is secured.
37. In a controller for electric vehicles, a steering handle, swinging laterally
about a pivot and capable at the same time of a vertical movement, a controller
proper and a swivelling operating connection between the handle and the con-
troller.
38. In a controller for electric vehicles, a steering handle, swinging laterally.
about a pivot and capable at the same time of a vertical movement, a controller
proper, and a vertically moving operating connection between the handle and the
controller.
39. In a controller for electric vehicles, a steering handle swinging laterally
about a pivot and capable at the same time of a vertical movement, a controller
proper, a geared segment on the controller and a coöperating convex surfaced rack
connected with the handle, serving as operating connection for the purpose
specified.
40. In a controller for an electric vehicle, a pivoted controller lever, extending
near the vehicle seat, swinging vertically through a short arc, a controller
actuated by the lever and a detachable connection between them, whereby the
handle may
be detached and swung out of its limited are and away from the seat.
41. In a controller for an electric vehicle, a pivoted controller lever extending
near the vehicle seat, swinging vertically through a short arc, a controller

page_text: actuated by the lever and a detachable connection between them, whereby the
handle may be detached and swung upwardly and away from the seat.
42. In a system of control for an electric motor vehicle, an electric brake
magnet for arresting the motion of a revolving vehicle wheel, loose upon its axle-
journal, a thrust bearing for the wheel and springs between the thrust bearing
and the journal.
43. In a system of control for an electric motor vehicle, an electric brake
magnet for arresting the motion of a revolving vehicle wheel loose upon its axle-
journal, a thrust bearing for the wheel, having a stationary ball-race and au
elastic medium between the race and the journal.
44. In a system of control for an electric motor vehicle, a stationary electric
brake magnet, for arresting the motion of a revolving vehicle wheel loose upon its
axle-journal, a revolving disk upon the wheel near the spokes and a housing con-
necting the magnet with the journal for enclosing the inner portion of the disk.
45. In a system of control for an electric motor vehicle, a stationary electric-
brake magnet, for arresting the motion of a revolving vehicle wheel upon its
axle journal, a revolving disk upon the wheel near the spokes, a housing con-
necting the magnet with the pournal for enclosing the inner portion of the disk
and a thrust bearing for the wheel within the housing.
46. In a controller system for a vehicle, a motor and controller mechanism, a
moving part of the controller, an electric storage battery for the vehicle, a
charging terminal for the battery, means for open-circuiting the terminal, an
operating device for the means and a lock for the device.
47. In an electric vehicle, a plurality of electric generators, a translating
device, electric conductors for the device, a detachable non-reversible terminal for
such conductors and cooperating terminals from the various groups of generators.
48. In a system of control for electric vehicles, a controller, a switch for open-
circuiting the controller, a removable actuating device for the switch and a
retainer upon the device, preventing its removal in combination with a releaso
for the retainer, located in the open-circuit position of the switch.
49. In a controller for vehicles, a controller arm, a cylindrical grip at the end
of the arm, lying transverse to the general length of the arm, and a fork or
equivalent between the grip and the handle, swivelling upon the handle.
50. In a controller for vehicles, a controller arm, a cylindrical grip at the end of
the arm, lying transverse to the general length of the arm, and a fork or
equivalent between the grip and the handle, swivelling upon the handle; the
grip loosely mounted within the fork.
51. In a controller for an electric vehicle, a pivoted controller lever, extending
near the vehicle seat, swinging vertically through a short arc, a controller
actuated by the lever and a detachable connection between them, whereby the
handle may be detached and swung out of its limited are and away from the
seat, in combination with a stop for limiting the movement of the lever, when
50 swung.
52. In a controller for electric vehicles, a controller proper out of view, having
three or more working positions, in combination with an indicator, actuated
by the movements of the controller, consisting of a moving element and two
indicating points, stationary with reference to said moving element.
53. In a system of control for vehicles, a speed controller under the floor of
the vehicle, a foot-brake-manipulator for the vehicle, an interlock between the
two for holding the controller out of action and a hand manipulator for the
controller.
54. In a system of control for vehicles, a brake for the vehicle, an actuator
for the brake, having a standing position, a speed controller for the vehicle and
a connecting mechanism for locking the controller out of action when the brake
actuator is away from its said standing position.
55. In a system of control for vehicles, a brake for the vehicle, an actuator
for the brake having a standing position, a speed controller for the vehicle, and

page_text: a latch-like connecting mechanism for locking the controller out of action,
when the brake actuator is away from its said standing position.
56. In a system of control for vehicles, a brake for the vehicle, an actuator
for the brake having a standing position, a controller having two active
positions, one for the speed control and the other for brake control, and a
connecting mechanism for locking the controller out of its speed-control position,
leaving it free to move in a brake position when the brake actuator is away
from its standing position.
57. In a system of control for vehicles, a moving brake actuator, a catch for
the actuator, consisting of a tilting washer-and-rod friction grip, and means
for releasing the catch.
58. In a system of control for vehicles, a moving brake actuator, a catch for
the actuator, consisting of a friction grip, means for manipulating the gripping
device, a pedal, a connection between the two and an elastic medium in the
connection.
59. In a system of control for vehicles, a moving brake actuator, a catch for
the actuator, consisting of a friction grip, means for manipulating the gripping
device, a pedal, a connection between the two and an elastic medium active in
one direction only in the connection.
60. In a system of control for electric vehicles, an electric brake, an electric
switch for making and breaking the circuit to the brake, in combination with a
reversing switch, associated with the above named switch, whereby the current
is reversed through the brake during the operation of breaking or opening the
circuit.
61. In a system of control for electric vehicles, an electric brake, an electric
switch for making and breaking the circuit to the brake, a reversing switch
associated therewith and a current-limiting device whereby the current is
reversed through the brake circuit, when the same has been brought to a pre-
determined value.
62. In a system of control for electric vehicles, an electric brake, an electric
switch for making and breaking the circuit to the brake, a reversing switch
associated therewith and a current-limiting device, whereby the current is
reversed through the brake circuit when the same has been brought down from
a greater to a pre-determined value.
63. In a system of control for electric vehicles, an electric brake, an electric
switch for making and breaking the circuit to the brake, a current-limiting
device for increasing and decreasing the current for the brake, associated with
a switch, in combination with a reversing switch so connected that the brake
circuit is reversed only on the decrease of the current.
64. In a system of control for electric vehicles, an electric brake, an electric
switch for making and breaking the circuit to the brake, in combination with
an automatic reversing switch for the circuit, operated by the switch contact or
contacts.
65. In a system of control for electric vehicles, an electric brake, an electric
switch for making and breaking the circuit to the brake, in combination with an
automatic reversing switch for the circuit, operated by the braking action upon
a moving element, due to the friction of the switch contact or contacts.
66. In a system of control for electric vehicles, an electric brake magnet, a
circuit-closing and opening switch for the magnet, in combination with an
automatic reversing switch in the circuit, operated by the opening action of
the moving part of the switch.
67. In a system of control for electric vehicles, an electric brake magnet, a
source of electrical supply for the magnet, a circuit-closing and opening switch
for the magnet, in combination with an automatic reversing switch in the
circuit, operated by the opening action of the moving part of the switch, at a
point just previous to the final break of the circuit, whereby the said source
may supply the current to the magnet of opposite potential for the purpose specified,

page_text: 68. In a system of control for electric vehicles, a source of electrical supply, a
motor, a make and break switch, a current-graduating device and separate
manipulators for the switch and the device.
69. In a system of control for electric vehicles, a source of electrical supply, a
motor, a make and break switch, a current-graduating device, separate manipu-
lators for the switch and the device and a series circuit relation between the
switch and the device.
70. In a system of control for electric vehicles, a source of electrical supply,
a motor, a make and break switch, a current-graduating device, independent
manually-actuated manipulating mechanism for the switch and the device and a
mechanical operating connection between them.
a
71. In a system of control for electric vehicles, a source of electrical supply,
motor, a make and break switch, a current-graduating device, and separate
manipulators for the switch and the device, in combination with a locking
mechanism between them.
72. In a system of control for electric vehicles, a source of electrical supply, a
motor, a make and break switch, a current-graduating device, separate manipu-
lators for the switch and the device and a mechanical locking mechanism for the
latter, operated by the former, when in its "make position.
73. In a system of control for electric vehicles, a source of electrical supply, a
motor, a make and break switch, a current-graduating device, separate manipu-
lators for the switch and the device and a mechanical locking mechanism for the
latter, released by the former when in its brake" position.
"
74. In a system of control for electric vehicles, a "make and break" switch, a
current-graduating device, a manually actuated manipulator for the switch and
a power manipulator for the device.
75. In a system of control for electric vehicles, a "make and break" switch,
a current-graduating device, a manually-actuated manipulator for the switch, a
power manipulator for the device and a retarding device for the power manipu-
lator.
76. In a system of control for electric vehicles, a "make and break" switch,
a current-graduating device, a manually actuated manipulator for the switch,
a power manipulator for the device and means for energizing the power
manipulator.
66
77. In a system of control for electric vehicles, a make and break" switch,
a current-graduating device, a manually-actuated manipulator for the switch, a
power manipulator for the device and means for energizing the power manipu-
lator, consisting of the said manually-actuated manipulator.
78. In a system of control for electric vehicles, a "make and break" switch,
a current-graduating device, a manually-actuated to and fro moving manipu-
lator for the switch, a power manipulator for the device and a connecting
mechanism acting during a movement in one direction only of the said manually-
actuated manipulator.
79. In a system of control for electric vehicles, a "make and break" switch,
a current-graduating device, a manually-actuated manipulator for the switch,
a power manipulator for the device and a manually-actuated release for the
power manipulator.
80. In a system of control for electric vehicles, a "make and break" switch,
a current-graduating device, a manually-actuated manipulator for the switch, a
power manipulator for the device and a manually-actuated step-by-step release
for the device.
81. In a system of control for electric vehicles, a make and break" switch,
a current-graduating device, a manually-actuated manipulator for the switch, a
power manipulator for the device, a manually-actuated to and fro moving release
for the device and a stop release for arresting the motion of the manipulator,
whereby the action of the said release is confined to a motion of one direction
onlv.

page_text: 82. In a system of control for electric vehicles, a "make and break" switch, a
current-graduating device, a manually-actuated manipulator for the switch, a
power manipulator for the device and a foot-treadle release for the device.
83. In a system of control for electric vehicles, a make and break
a current-graduating device, a manually-actuated manipulator for the switch, a
power manipulator for the device and a spring return foot-treadle release for the
device.
switch,
84. In a system of control for electric vehicles, a source of electrical supply, a
motor, a current-graduating device, a combined power-current interrupting
switch, and a brake controller, a separate manipulator for the device and switch
and a mechanical connection between the controller, when in its brake position
only and the device.
85. In a system of control for electric vehicles, a source of electrical supply, a
motor, a current-graduating device, a combined power-current interrupting
switch and a brake controller, a separate manipulator for the device, and switch,
a mechanical connection between the controller when in its brake position only
and the device and a power storage between the connection and the device.
<<
86. In a system of control for electric vehicles, a make and break" switch, a
motor, a plurality of separate generators upon the vehicle, a circuit-controlling
device between the generators and motor, and independent manipulators for the
switch and the device.
87. In a system of control for vehicles, a brake controller, a to-and-fro moving
handle for manipulating the controller, in combination with a mechanical resis
tance, for opposing the motion in one direction of such handle.
88. In a system of control for vehicles, a brake controller, a to-and-fro moving
handle, for manipulating the controller, in combination with a graduated
mechanical resistance for opposing the motion in one direction of such handle.
89. In a system of control for electric vehicles, an electric brake, a controller
therefor, a suitable manipulator for the controller, means connected with the con-
troller graduating the current supply to the brake, in combination with a
graduated mechanical resistance to the motion of the controller.
90. In a system of control for electric vehicles, an electric brake for the vehicle,
a plurality of electric generators upon the vehicle and circuit-changing devices for
changing the braking action from one generator to another, located between the
generators and brake.
91. In a system of control for vehicles, two or more brakes for the vehicle, a
speed-varying device for the vehicle, and operating connections between them,
whereby the speed-varying device is held from operation when either of the brakes
are in their operative positions.
92. In a system of control for vehicles, an electric brake and a mechanical brake
for the vehicle, a motor, a controller for the power supply and operating connection
between the brakes and controller, whereby the controller is held out of action
by the act of throwing either of the brakes into their active positions.
93. In a motor road vehicle, a shaft, a clutch and gear upon the shaft, a gear
mounted loosely upon the shaft provided with a cooperating clutch, a device for
engaging and disengaging the clutch, a driven wheel meshing with the pinion, a
movable shaft carrying the gears, meshing with the shaft gears, means for
moving the movable shaft and an operating connection from means to the device.
94. In a motor road vehicle, a shaft, a clutch, and gear upon the shaft, a gear
mounted loosely upon the shaft provided with a coöperating clutch, a device for
engaging and dis-engaging the clutch, a driven wheel meshing with the pinion, a
movable shaft carrying the gears, meshing with the shaft gears, means for
moving the movable shaft and an operating connection from means to the device,
the operating connection being such as to secure the dissimultaneous engagement
of the clutch and the meshing of the gears.
95. In a motor road vehicle, a perforated shaft, a clutch and gear upon the
shaft, a gear mounted loosely upon the shaft, provided with a coöperating clutch,

page_text: cam and
a device for engaging and dis-engaging the clutch, protruding beyond the end
of the shaft from the perforation, and a swinging lever bearing a
operating connection between the cam and the device.
96. In a motor road vehicle, a shaft, a clutch and gear upon the shaft, a gear
mounted loosely upon the shaft provided with a coöperating clutch, a device for
engaging and dis-engaging the clutch, a driven wheel meshing with the pinion, a
movable shaft carrying the gears, meshing with the shaft gears, means for
moving the movable shaft and a roller bearing between the loose gear and the
shaft.
97. In a motor road vehicle motor gearing, a vehicle body, vehicle springs
between the motor gearing and body, a change-gear mechanism in the motor gear-
ing, an operating connection extending from the vehicle body to the mechanism
and an elastic medium in such connection.
98. In a motor road vehicle. motor gearing, a vehicle body, vehicle springs
between the motor gearing and body, a change-gear mechanism in the motor gear-
ing, an operating connection extending from the body to the mechanism, an
elastic medium in such connection and a stop for the medium in one direction.
99. In a motor road vehicle, motor gearing, a vehicle body, vehicle springs
between the motor gearing and body, a change gear mechanism in the motor gear-
ing, an operating connection extending from the body to the mechanism, an
elastic medium in such connection and means for securing the body end of the
connection in a pre-determined position or positions.
100. In a motor road vehicle, motor gearing, a vehicle body, vehicle springs
between the motor gearing and body, a change gear mechanism in the motor
gearing, an operating connection extending from the body to the mechanism, an
elastic medium in such connection, and nicans for securing the body end of the
connection in a pre-determined position or positions, consisting of spring and
notches, substantially as shown.
101. In a motor road vehicle, motor gearing, a change gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism and a locking device for locking the mechanism in a pre-determined
'position.
102. In a motor road vehicle, motor gearing, a change gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism and a locking device having an undercut engaging surface for the purpose
specified.
103. In a motor road vehicle, motor gearing, a change gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a locking device for locking the mechanism in a pre-determined position,
an operating means and a lost-motion operating connection between the means
and the lock.
104. In a motor road vehicle, motor gearing, a change gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a locking device for locking the mechanism in a pre-determined position.
an operating means, a lost-motion operating connection between the means and
the lock and a positive stop for lost-motion device.
105. In a motor road vehicle, motor gearing. a change-gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a locking device for locking the mechanism in a pre-determined position.
an operating means, a lost-motion operating connection between the means and
the lock and a spring for holding the lock in engagement.
106. In a motor road vehicle, motor gearing. a change-gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a locking device for locking the mechanism in a pre-determined position.
an operating means. a lost-motion operating connection between the means and
the lock. a spring for holding the lock in engagement and a positive stop for
lost-motion device, the spring pressing the lock against the stop,

page_text: 107. In a motor road vehicle, motor gearing, a combined dis-engaging and
change-gear mechanism in the motor gearing, an operating connection extending
from the body to the mechanism and an elastic medium in such connection.
108. In a motor road vehicle, motor gearing, a change-gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a "controller" for the motive power and an interlock between the con-
nection and the "controller."
".
109. In a motor road vehicle, motor gearing, a change-gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a controller" for the motive power, and means operated by the connec-
tion, for locking the "controller" out of action when the change-gear mechanism
is in its dis-engaged position.
"
110. In a motor road vehicle, motor gearing, a change-gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a controller" for the motive power, and means operated by the connec-
tion for locking the controller" out of action, except when the said mechanism
is in one of its fully engaged positions.
66
111. In a motor road vehicle, motor gearing, a change gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a moving "controller" for the motive power and means operated by the
"controller" for locking the change-gear mechanism in one of its operating
controller.'
positions, at pre-determined points in the movement of the
112. In a motor road vehicle, motor gearing, a change-gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a moving "controller" for the motive power and means operated by the
controller" for locking the change-gear mechanism in one of its operating
controller" has moved so as
positions, whenever the
to apply the motive
power.
113. In a motor road vehicle, motor gearing, a change-gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a power
cut-off" and actuating means for the cut-off," operated by the
connection.
114. In a motor road vehicle, motor gearing, a change-gear mechanism in the
motor gearing, an operating connection extending from the body to the mech-
anism, a self-releasing power cut-off" and means for re-engaging the cut-off,"
operated by the connection.
115. In a motor road vehicle, motor gearing, a brake, consisting of cooperat-
ing, conical, friction surfaces, guides for one of the surfaces, a frame passing
across the face of the brake, supporting the guides and a central screw for apply-
ing the brake, also supported by the frame."
116. In a motor road vehicle, motor gearing, a brake, consisting of cooperat-
ing, conical, friction surfaces, guides for one of the surfaces, a frame passing
across the face of the brake, supporting the guides, a central screw for applying
the brake, also supported by the frame, an arm on the screw, and a spring for
actuating the arm in one direction.
117. In a motor road vehicle, motor gearing, a brake, consisting of cooperat-
ing, conical, friction surfaces, guides for one of the surfaces, a frame passing
across the face of the brake, supporting the guides and a central screw for apply
ing the brake, also supported by the frame, one of the friction surfaces consist-
ing of a gear wheel.
118. In a motor road vehicle, motor gearing, a brake, consisting of cooperat-
ing, conical, friction surfaces, guides for one of the surfaces, a frame passing
across the face of the brake, supporting the guides, a central screw for applying
the brake, also supported by the frame and a casing for the brake, secured to
the frame.
119. In a motor road vehicle, motor gearing, a rotating axle, a circular journal
case for such axle, a power gearing journal frame, attached to the journal case,

page_text: .
in combination with two planed angular recesses in the said circular journal case,
for receiving the journal frame, substantially for the purpose specified.
120. In a motor road vehicle, a motor gearing, an electric motor frame, gear-
ing closely associated with and attached thereto, a casing for the ends of the motor
extending over the gearing and ventilating passages entering the motor casing
proper and passing out of the portion of the case surrounding the gearing.
121. In a motor road vehicle, a motor gearing, an electric motor frame, gear-
ing closely associated with and attached thereto, a casing for the ends of the motor,
extending over the gearing and ventilating passages entering the lower part of
the motor casing proper and passing out at the upper part of the casing for the
gearing.
122. In a motor road vehicle, an electric motor frame, gearing closely associated
with and attached thereto, a casing for the ends of the motor, extending over the
gearing, ventilating passages entering the lower part of the motor casing proper
and passing out at the upper part of the casing for the gearing and a hood for
the exit passage.
123. In a motor road vehicle, an electric motor frame, gearing closely associated
with and attached thereto, a casing for the ends of the motor, extending over
the gearing and ventilating passages entering the motor casing on one side and
passing out of the gear casing upon the opposite side.
124. In an electric vehicle, a vehicle body, a seat on the upper part of the
body, batteries within the body and other batteries above and within the en-
closure formed by the lower part of seat risers.
.125. In an electric vehicle, a vehicle body above the axle having two decks
for batteries, one above the other, and batteries upon each deck.
126. In an electric vehicle, a vehicle body having a plurality of independent
compartments, one above the other, and batteries within the compartments.
127. In an electric vehicle, a vehicle body having a plurality of independent
compartments, one above the other, and batteries within the compartments, a
seat for the vehicle, the risers and back of which form one of the compartments.
128. In an electric vehicle, a vehicle body above the axle, having two decks
for batteries, one above the other, and batteries upon each deck, in combination
with means for sliding the batteries, which are upon the upper deck, longi-
tudinally.
129. In an electric vehicle, a vehicle body, a seat on the upper part of the
body, batteries within the body and other batteries above and within the enclosure
formed by the lower part of seat risers, a protrusion of the body back of the
seat and a removable top to the said protrusion.
130. In an electric vehicle, a vehicle body, a seat on the upper part of the
body, batteries within the body and other batteries above and within the enclosure
formed by the lower part of seat risers, a protrusion of the body back of the
seat, removable top to the said protrusion and hinges for the forward part of
the seat.
131. In an electric vehicle, a vehicle body, a seat on the upper part of the
body, batteries within the body and other batteries above and within the enclosure
formed by the lower part of seat risers, a protrusion of the body back of the
seat, a removable top and a swinging end gate to the said protrusion.
132. In an electric vehicle, a vehicle body, a seat on the upper part of the
body, batteries within the body and other batteries above and within the
enclosures formed by the lower part of seat risers, a protrusion of the body
back of the seat, a removable top to the said protrusion, hinges for forward
part of the seat, an operating handle for the vehicle, rising to the seat and a
detachable joint between such handle and the connected mechanism.
133. In an electric vehicle, a vehicle body having a plurality of independent
compartments, in combination with electrical storage batteries in one of the
compartments and current controlling switches in another.
134. In an electric vehicle, a vehicle body having a plurality of independent

page_text: compartments, one above the other, batteries within the upper compartment or
compartments and current-controlling switches within the lower.
135. In an electric vehicle, a vehicle body having a plurality of independent
compartments, one forward of the other, electric batteries in the back compart-
ments and current controlling switches within the forward compartment.
136. In an electric vehicle, a vehicle body having a plurality of independent
compartments, in combination with electrical storage batteries in one of the com-
partiments, current-controlling switches in another and means for ventilation of
the compartments containing the batteries.
137. In an electric vehicle, a vehicle body having a plurality of independent
compartments, in combination with electrical storage batteries in one of the
compartments, current-controlling switches in another and means for ventilation
of the battery compartment upwardly from the top of the batteries.
138. In an electric vehicle, a vehicle body having a plurality of independent
compartments, in combination with electrical storage batteries in one of the com-
part-current-controlling switches in another and means for ventilation of the
battery compartment upwardly and backwardly from the top of the batteries.
139. In an electric vehicle, a vehicle body, having a plurality of independent
compartments, in combination with electrical storage batteries in one of the
compartments, current-controlling switches in another and means for ventilation
of the compartments containing the batteries in a direction away from the com-
partment containing the electrical switches.
140. In an electrical vehicle, a vehicle body, having a plurality of independent
compartments, in combination with clectrical storage batteries in one of the com-
partments, current-controlling switches in another and means for ventilation of
the battery compartment upwardly from the top of the batteries, consisting of a
passage formed by a false seat back of the vehicle.
141. In an electric vehicle, a vehicle body, having a plurality of independent
compartments, in combination with electrical storage batteries in one of the com-
partments, current-controlling switches in another and means for ventilation of
the battery compartments upwardly from the top of the batteries consisting of a
passage formed by a false seat back, an extension to the passage within the vehicle
top, substantially as described.
142. In an electric vehicle, a vehicle body, having a plurality of compartments,
a vertical seat riser at the front of the seat and a vertical partition between the
compartments, practically in line with the said seat riser.
143. In an electric vehicle, a vehicle body, having a plurality of compartments,
a vertical seat riser at the front of the seat, a vertical partition between the com-
partments, practically in line with the said seat riser, in combination with a
hinged floor for the vehicle body, constituting the upper wall of the said forward
compartment.
144. In a motor vehicle, a vehicle body, a floor for the body, a compartment
for the electrical switches under the floor, a joint or other incision in such floor
and means under the joint or incision for shielding the contents of the compart-
ment from moisture coming through such joint or incision.
145. In a motor vehicle, a vehicle body, a dasher for the body, having con-
siderable thickness longitudinally, steering gear for the vehicle under the dasher,
a steering handle above the dasher and operating connections extending through
and hidden within the dasher.
146. In a motor vehicle, a vehicle body, a dasher for the body, having con-
siderable thickness longitudinally, a controller for the vehicle under the dasher
a controller handle above the dasher and operating connections extending through
and hidden within the dasher.
147. In a motor vehicle, a vehicle body, a hollow dasher for the body, a com-
partment below the dasher, communicating with the cavity within the dasher,
a controller within the compartment, operating connections for the controller,
within the hollow dasher and a handle controlling lever supported by the dasher.

page_text: 148. In a motor vehicle, a vehicle body, a hollow dasher for the body, having a
wall or panel facing the seat, an electric circuit-controlling device within the
dasher and an operating connection for the device extending to the outer surface
of the panel.
149. In a motor vehicle, a vehicle body, a hollow dasher for the body, having
a wall or panel facing the seat, an electric circuit-controlling device within the
dasher, an operating connection for the device extending to the outer surface of
the panel and electrical conductors extending upwards within the dasher to the
device.
150. In a motor vehicle, a vehicle body, a hollow dasher for the body, having
a wall or panel facing the seat, an electric circuit-controlling device within the
dasher, an operating connection for the device extending to the outer surface of
the panel, an electric generator within the body and connections from the gene-
rator to the device, extending within the dasher.
151. In a motor vehicle, a vehicle body, a hollow dasher for the body, having
a wall or panel facing the seat, an electric indicator supported by the dasher, an
electric generator within the body and conductors for connecting the generator
to the indicator, extending within the dasher.
152. In a motor vehicle, a vehicle body, a hollow dasher for the body, an
electric generator within the body, electric lamps for the vehicle, a circuit-con-
trolling device within the dasher, operating connection for the device, extending
to the outer surface of the dasher and an electric connection from the device to
both generator and lamp.
153. In an electric vehicle, a vehicle body, an electric generator, an electric
translating device, forming a part of the vehicle, an electric lamp for the vehicle
and an independent generator for the lamp.
154. In an electric vehicle, a vehicle body, a hollow dasher for the body, an
electric generator, an electric translating device, forming a part of the vehicle,
an electric controlling device within the hollow dasher and manipulating con-
nections extending through one of the walls of the dasher.
155. In an electric vehicle, a vehicle body, a hollow dasher for the body, an
electric generator, an electric translating device, forming a part of the vehicle,
an electric controlling device within the hollow dasher and manipulating con-
nections extending through the back wall of the dasher and a removable front
wall for the dasher.
156. In an electric vehicle, a vehicle body, a hollow dasher for the body, an
electric generator, an electric translating device, forming a part of the vehicle, an
electric indicator upon the outside of the dasher, terminals for the indicator upon
the dasher, electric conductors within the dasher for the terminals and a detach-
able support for the indicator.
157. In an electric vehicle, a vehicle body, a hollow dasher for the body, an
electric generator, an electric translating device, forming a part of the vehicle,
an electric indicator upon the outside of the dasher, terminals for the indicator
upon the dasher, electric conductors within the dasher for the terminals, a detach-
able support for the indicator, consisting of co-operating electric terminals upon
the indicator.
158. In a motor road vehicle, a hinged dasher, in combination with a latch
or lock for holding dasher in a pre-determined position.
159. In a motor road vehicle, a divided dasher, one part of which is hinged to the
other, for holding the said hinged part in a pre-determined position.
160. In a motor road vehicle, a hinged dasher, in combination with a grasping
handle on such dasher.
161. In a motor road vehicle, a hinged dasher, in combination with a carriage
step or steps, protruding forwardly from the carriage.
162. In a motor road vehicle, forwardly projecting step or steps, hinges for
such steps, in combination with means whereby the steps may be raised when
out of action.

page_text: 163. In a motor road vehicle, forwardly projecting step or steps, hinges for
such steps, means for automatically raising steps when out of action, in com-
bination with a moving door or gate for operating said means.
164. In a motor road vehicle, a hinged or otherwise moving dasher for the
carriage, folding steps for the carriage, and a connection between the hinged
dasher and steps, for folding same, when dasher is in a pre-determined position.
165. In a motor road vehicle, folding steps for the carriage, an actuating
device for operating the step or steps and a resilient connection from the actuator
to the step or steps.
166. In a motor carriage, a carriage body, motor controller and braking device,
mounted and assembled upon a frame or platform, which, in turn, is fastened to
the said body.
167. In a motor carriage, a carriage body, a motor controller, a motor reverser
and a brake for the carriage, all of which is mounted, or assembled upon a frame
or platform, which in turn, is secured to the said body.
168. In a motor carriage, a carriage body, a motor controller and a steering
device for the carriage, a journal or guide for the steering device, all of which
are mounted or assembled upon a frame or platform, which, in turn, is secured
to the said body.
169. In a power vehicle, a controller and steering device, a combined journal
for the controller and steering device and a cap EE', whereby the said steering
head and controller mechanism are covered, substantially as specified.
170. In a motor carriage, a carriage body, a manipulator for the motor parts,
a controller for the motor, and a braking device mounted and assembled upon a
frame or platform, which, in turn, is fastened to the said body.
ated this 16th day of Tano 1900
W. P. THOMPSON & Co.,
Of 6, Lord Street, Liverpool, Agents for the Applicant.