Improvements in Mechanical Motors for the Controlling Devices for Automatic Musical Instruments and other Similarly Controlled Mechanisms and for Musical Instrument Tremolo.
Year: 1899

page_text: Date of Application, 18th Dec., 1899-Accepted, 30th June, 1900
Improvements in Mechanical Motors for the Controlling Devices for
Automatic Musical Instruments and other Similarly Controlled
Mechanisms and for Musical Instrument Tremolo.
I, MELVILLE Clark, of the City of Chicago, County of Cook, State of Illinois,
in the United States of America, Musical Instrument Manufacturer, do hereby
declare the nature of this invention, and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:-
In the drawings, which illustrate the invention as applied to the mechanical
playing of keyboard instruments
Fig. 1 is a front elevation of my improved motor, the same being shown in
position on the frame of an organ action with which it is associated, the other
parts of the organ being partly shown, and the front of the case being broken
away for that purpose.
Fig. 2 is a side elevation of the motor.
This invention relates to improvements in motors for operating the devices
which control the selection or expression of the notes to be sounded in an auto-
matically operated musical instrument, or the selection of parts to be operated
in any similarly controlled mechanism.
It consists:-
1
(1) Of improvements in the winding devices of a spring motor, whereby the
same is wound by the pedal or equivalent action, which is operated for other
purposes, as to supply the bellows.
(2) Of improvements which prevent over-winding of the spring.
(3) Of improvements in devices for governing or controlling the speed of such
motor.
(4) Of connections between the speed-controlling devices and the reversing
or train-shifting devices adapted to relieve the train of strict control during
rewinding or any equivalent reversing action.
(5) Of connections by which the same train which operates the selecting devices
may be employed at will by the operator to actuate a tremolo, such tremolo being
thereby controllable as to speeci or frequency of vibration independently of the
intensity of the bellows action.
(6) Stop connections for controlling at will the sneed of the motor and for
throwing it into and out of action, and for reversing its action.
I have shown in the drawings the manual and mechanical connections from
the manual kers of an organ, representing them conventionally without any inten-
tion to indicate any particular novelty in these features.
In the same way. I have represented so much of the reed-blocks, reed valve.
swell, wind-chest, tracker range, and other parts of an automatic organ as it is
deemed necessary to show in order to indicate the relation of my improvements to
these several parts but without any intention of showing these parts in detail or
presenting any novelty in them.
A represents a portion of the case or furniture of an organ broken away or cut

page_text: in section to disclose the interior parts of the improvement. B B are manual
keys. C is the wind-chest. 1) is a reed-block. E represents a reed valve. Fis
a motor pneumatic which controls such valve. G is a swell or hood over the
reed-block, which muffles the reeds and is lifted to swell the tone. H is a portion
of the tracker-range. II represent ducts leading from the tracker range to the
primary pneumatics, one of which is shown at J. It will be understood that
the motor is arranged and suitably located to actuate rollers for giving movement
of travel to a perforated sheet travelling over the tracker range to control the
primary pneumatics, and thereby the sounding devices. It is not considered
necessary to show these roller sheets.
The motor train is independently mounted in a suitable frame comprising two
plates 1 and 2, rigidly joined by proper posts 3, 4, 5 and 6. 7 is the main-spring
shaft journaled in the plates 1 and 2. 8 is the main spring drum. 9 is the main
spring. The construction at this point is one which is familiar in spring motors,
clock movements and the like, involving the attachment of the inner end of the
motor spring to the shaft and the outer end to the drum, so that the spring is
wound or coiled and put under tension by rotating the shaft in the same direction
in which the drum is rotated by the reaction of the spring in unwinding.
10 is a master gear wheel rigid with the drum 8. The winding train is
mounted on the outer side of the plate 1, and comprises a winding shaft 11.
pinion 12 thereon, the main winding gear 13 meshing with the pinion 12 and
fixed on the main spring shaft 7 which protrudes through the plate 1 at the rear.
14 is the housing of a back stop device for retaining the winding shaft 11
against reversing. Its construction is not essentially novel as a mechanical device,
but it may be described as comprising a disk 15 made rigid with the shaft 11:
and revolving within the housing 14, said housing having its periphery formed in
a plurality of eccentric curves with intervening radial shoulders giving it a
ratchet-like shape and forming between said inner periphery and the circular
periphery of the disk, tapering chambers in which the rollers 118 are retained
and forced toward the smaller end of the chamber by spring-actuated blocks 16
lodged behind them in the chamber, the direction of taper of the chamber being
such that the winding movement of the shaft tends to seat the rollers back from
the smaller toward the larger end of the chamber, so that they do not prevent that
movement, while the reverse movement immediately wedges the shoulders forward
in their tapering seat and locks the shaft. Any suitable means adapted to the
particular situation in which the motor is designed to be used may be employed
io rotate the winding shaft, but I have shown it arranged to be rotated by con-
nection with the pedals which operate the bellows of the organ, and I will briefly
describe these connections.
In the first place, the shaft 11 is divided intermediate the back stop clutch
described and the point of application of driving power to said shaft, and the
two parts are connected by the clutch comprising the members 17 and 18,
attached respectively to the two portions of the shaft 11 and 11, the portion 11ª
of the shaft having a bearing in a suitable bracket arm 19, and a stop shoulder
fast on the shaft between said bearing and the clutch. The clutch member 18 is
fast on the portion 11 of the shaft, and the member 17 is feathered on the
portion 11 of the shaft, a spring 21 being interposed between the stop-collar 20
and the hub of the clutch member 17, tending to force the latter into engagement
with the other member of the clutch, but permitting said member to be disengaged
by being forced rearward toward the stop collar.
Behind the bearing 19 are two clutches 22 22, similar to the back-stop-clutch
described, except that the arms 23 23 of said clutches, instead of being mounted
rigidly on the frame after the manner of the housing of the brake-stop-clutch,
are connected by links 24 and 25 to the pedals or parts operated thereby, not
shown, the connection, it will be understood, being such that the links are recipro-
rated with and by the pedals, and the clutch-members are oscillated back and

page_text: forth alternately, each in turn in its movement in one direction actuating the
shaft, and in the opposite direction riding back to a new engagement.
The master wheel 10 meshes with the pinion 26 on the shaft 27, on which there
is a larger gear 56 which meshes with a pinion 57 on the shaft 58, and on said
shaft 58 there is pinned fast the worm gear 28, which engages the worm 29 on
the governor shaft, the latter shaft being preferably journaled vertically in the
frame, whereas all other shafts are horizontal. The worm 29 has sufficiently
steep pitch to which the form of the teeth on the worm-wheel is adapted--to
cause said worm-wheel to communicate rotary motion to the worm which thus
gives the governor shaft one complete revolution for each tooth of the worm-wheel
which passes it, thus obtaining a high speed with a very short train. The governor
is of the familiar construction of centrifugal governing devices, except in special
details hereinafter pointed out. It comprises a cross-head 30, to whose opposite
ends are pivoted bell-crank-levers 31 31, one arm of each carrying a centrifugal
ball 32, while the other arm is in the form of a gear segment 333, both gear
segments meshing with opposite segment racks on the sleeve 34, which is
feathered and adapted to slide on the governor shaft, and has at its upper end
the disk 35, upon which the pressure of the governor lever is exerted as herein-
after explained. A spring 36 connects the balls 32 32, tending to hold them close
to the shaft, thereby tending to hold the sleeve and its flange depressed to the
lowest limit, centrifugal action of the balls when the shaft is rotated tending
to spread the balls and lift the sleeve.
The speed of the train is controlled by means of the governing lever or check
lever 37, against which the flange disk 35 of the sleeve 34 is thrust by the spread
of the balls as the speed rises. The friction thus caused between the lever and the
disk operates to check the speed to such extent as to withdraw the disk out of
contact with the lever. The degree to which the balls can be spread before
experiencing the restraint caused by con- of the lever with the disk is thus
determined by the position at which the lever is set, and this position, therefore,
governs the speed to any desired limit. A spring 38 tends to hold the lever
downward, and it is lifted to any desired degree by means of the lever arm 39
of the rock-shaft 40, whose arm 41 is connected by a link 42 to the lever arm 43
of a rock-shaft 44, said rock-shaft having a second lever arm 45 which is con-
nected by a link 46 to the inner end of the tempo or speed-governing stop P.
The end portion of the lever 37, along the under end of which the upper end of
the arm 39 moves when the tempo stop 40 is drawn out or forced in, is curved or
inclined with respect to the upper end of the lever 39, so as to produce the
necessary movement of the lever 37 as the stop is moved in and out.
In order to facilitate oiling the most important bearings of the train, I provide
at the ends of all such bearings, caps K to cover the ends of the shaft and retain
absorbent material as sponge or loose felt, and to each of these caps there is con-
nected a branch K¹ of an oil main K2, which is fixed to any convenient point
above the train, where it may be supplied with oil.
When the motor has been standing at rest for some time, its vertical shaft is
liable to become set or stuck in its bearings by reason of the gumming of the
oil with which it is lubricated, and on this account, it may not always start
promptly when the tempo stop is operated to relieve it of the strain of the
governing lever 37. On the other hand, when running at high speed, as when
the tempo stop is pulled out to the limit, if the stop is instantly pushed inward
to the opposite limit, the governing lever will not bring the governor, and thereby
the motor, to an instant stop, as is sometimes desirable to cause an abrupt
cessation of the travel of the music sheet. In order to overcome both these defects,
that is, in order to hasten the starting, and render the stopping more abrupt,
the wrist-pin 47 of the lever arm 39, which operates the governing lever 37, is
extended beyond the latter and given an additional bend at 48, and then further
extended to form the wrist 49. The last-mentioned wrist is connected to a
slide-bar 50, which extends back in a plane at right angles to the motor shafts

page_text: alongside the vertical shaft of the governor, and the latter shaft is provided with
a pinion or friction pulley 51. The slide-bar 50 is guided at the rear end by
passing through a cross-bar 52. If a mere friction pulley is used at 51, the
slide-bar is allowed slight oscillation, as about a fulcrum on the cross-bar 52, and
the rear projecting end of the slide-bar is subjected to the stress of the spring 53,
tending to pull the rear end in a direction to force the forward portion toward
the pulley 51 on the governing shaft.
rest
and
On the side of the slide-bar adjacent to the friction pulley 51 is a rack or
frictional abutment 54 extending for a short distance along the slide-bar. When
the tempo-stop is thrust in to cause the governing lever 37 to arrest or slacken the
governor, this frictional abutment 54 engages the pinion or friction pulley 51
and brings the
to
governor
is
instantly, if it.
a gear,
almost instantly, if it is સ friction pulley. When the tempo stop
is pulled out, at the very commencement of this movement and
simultaneously with the slightest lifting of the governing lever 37 to relieve the
governor of the pressure on the disk 35, the rack or abutment 54 engages the
pinion or friction pulley 51 and rotates the governor shaft in a direction in which
the train, would rotate it, and thus operates the train, overcoming the inertia of
rest and breaking the hold which the gum in its bearings may have on the train,
and leaving it free to run naturally under the impulse of the motor spring.
The extent of the rack or friction abutment 54 is only sufficient to give this start,
and it is carried out of engagement by the time the tempo-stop is drawn far
enough to permit the motor to operate at even the lowest speed which will ever
be suitable for any music, so that the device does not operate as a restraint or
brake at any time except when the tempo stop is pushed in to the limit, as above
described.
On the shaft 58, at the end opposite that to which the gear 28 is secured, there
is a gear 55, and fulcrumed on this shaft is a lever 59, termed the "shift" lever,
which carries a gear 60, which meshes with and is driven by the gear 55. Suit-
ably journaled on the forward plate 2 is a shatt 119, having inside said plate the
gear 61, and at another point on the plate 2, there journaled a shaft 62, having
inside the plate the pinion 63, with which meshes the large gear 64, which is also
journaled independently of the shaft on the plate 2.
The gear 60 on the lever 59 is located in the same plane as and between the
gear wheels 61 and 64, and by rocking the lever 59 about its fulcrum on the
shaft 58, the gear 60 may be shifted into mesh either with the gear 61 or the
gear 64, at the will of the operator. The shafts 119 and 62, it will be seen, will
derive rotary motion in opposite directions from the same source. The shaft 119
in this mechanism is the shaft of the winding or take-un roll on to which the
music sheet is wound when the device is operated to play the instrument, and
the shaft 62 is that of the rewinding or music roll, to which is attached the
perforated music sheet, and from which the latter is unwound in the process of
playing, and on which it is wound preparatory to repeating the music or remov-
ing the roll. These two shafts, therefore, correspond to any two shafts to which it
is necessary to give opposite rotation in any mechanism to which the motor may
be applied.
In this train, the rewinding action is designed to be rapid, but since it should
be arrested instantaneously when the power is shifted to the winding shaft, I
provide a brake-lever 65 fulcrumed on the plate 2, carrying a spring brake-
shoe 66, which is adapted to bear upon a friction surface provided by forming a
cylindrical extension 67 on the pinion 63. This lever is bell-crank in form, the
horizontal arm being the one which carries the spring brake-shoe, the vertical arm
being extended down to the vicinity of the lever 59, and having an inclined
nose 68 which the finger 69 of the shift lever 59 encounters when the latter lever
is shifted to take the gear 60 out of engagement with the rewinding train, the
effect of such encounter being to apply the brake-shoe 66 to the friction cylinder
on the pinion 63 and check the motion of the shaft 62. Similarly, in order to

page_text: prevent the paper being too loosely rewound, restraint is applied to the shaft 119
by means of a spring brake 120, which is attached to the lever 59, and, when the
shift is made in a direction to bring the rewinding train into action, comes into
light contact with the hub of a gear on the winding roll shaft 119. The lever
arm 59 has suitable connections with the stop N, which may be manipulated by
the operator to shift the pinion 60 into engagement with the winding or rewind-
ing train.
The lever 59 is rendered entirely free at its fulcrum on the shaft 58, and at the
same time prevented from being so easy to shift as to render it liable to be
shifted by accident, by restraining it by the pressure of the spring 70 on the
screw 71, which takes through a slot 72 in the lever 59, and is screwed onto the
plate 2, the spring being interposed between the head of the screw and the
washer 73, so that the proper pressure may be applied to produce any necessary
amount of friction to check the movement of the lever.
An important part of this invention relates to the prevention of over-winding
of the spring, as above stated. Especially is this essential when power is derived
from the pedal action of the organ to which the motor pertains, because the
pedals, being operated by the player in accordance with the requirements of the
music and loud tones requiring rapid action of the bellows, it will occur that when
the time of the music is slow and the tone required is loud, the rapid action of
the pedals necessary to maintain the bellows production rapid action of the wind
ing devices, which meanwhile were running down but slowly, would result m
over-winding; and, on the other hand, rapid music requiring light tones and
light action of the bellows would necessitate such a slow movement of the pedals
as might be insufficient to properly rewind the motor. A mere slipping connection
anywhere in the winding train has been employed for this purpose, but it is found
that devices of this sort are liable to become set so fast together that they will
not slip in time, and the continued action of the pedals after the spring is fully
wound, breaks the train or tears the spring loose. Even if this would not occur,
the loss of power due to friction at the slip connection, which must be overcome
by the pedals is a serious difficulty.
In order to avoid these difficulties, I have provided the disengagable clutch
above described between the parts 11 and 11" of the winding shaft, and devices
which I will now describe, for disengaging this clutch positively whenever the
spring is fully wound, and letting it become engaged as soon as the spring is
partly run down so that there is opportunity for further winding.
The shaft 11 is centrally bored, and through it there is extended a plunger
made of three parts 77, 78 and 79. The part 77 protrudes against the clutch
member 17 with a tendency to disengage it from the clutch member 18 by forcing
it rearward, or to the right in the view, compressing the spring 21 which operates
to hold the two members in engagement. The middle part 79, of the plunger
is a compressible spring, and the part 78 of the plunger protrudes
from the frame-plate 1. On the inner side of the frame plate 1 there
is mounted a lever 116 which extends past the protruding end of the part 78 of
the plunger and terminates between the plane of the master gear 10 and the
frame plate 1, having at the end remote from its fulcrum a cam 80, facing toward
the gear 10. The outer face of this gear 10 is provided with a spiral groove or
track 81. An arm 82 projects rigidly from the shaft alongside of, and a short
distance from, the spirally channeled face of the gear 10; and on this arm there
is mounted and adapted to slide, a traveller or trammel-block 83, which has pro-
jections 84 84 taking into the spiral track 81. From this construction it will
evidently result that when the shaft and the gear 10 revolve at the same
speed, the traveller 83 will not change its position on the arm 82. But if the
shaft revolves faster than the gear, or vice versa, the traveller will be moved in
one direction or the other on the arm 82 by the compulsion of the spiral track.
I form the spiral track in such direction that the more rapid rotation of the

page_text: shaft will cause the traveller to move outward on the arm, and the more rapid
rotation of the gear will cause it to move inward.
When the train is running faster than it is being wound, the gear
having the more rapid motion, the traveller will move inward, but
when the winding is being performed faster than the train is running
the shaft having the more rapid motion, the traveller will move outward.
The traveller is formed correlatively to the cam 80, each having an inclined face,
these faces being adapted to cooperate when the traveller is carried outward on
the arm, so that its path of rotation brings it into collision with the cam. When
such collision occurs, the lever is forced at its upper end outward, that is,
toward the plate 1, and forces the plunger 77-78-79 against the clutch member 17,
and disengages the clutch, thereby disconnecting the winding train from the
power, and leaving the pedals free from any resistance of consequence due to the
connection with the motor. The back stop clutch 14 will operate, in that event,
to prevent the shaft from being run back by the motor spring; and as the train
continues to run under the action of the spring, the shaft 7 standing still, the
rotation of the gear 10 will cause its spiral track to feed the traveller 83 inward
on the arm 82, and will thus withdraw it radially off from the end of the cam 80;
for it will be noticed that the disconnection of the clutch members 17 and 18,
causing the shaft 11 to come to rest, has left the traveller engaged with the cam
so that while it enters into such engagement by rotary travel about the shaft 7,
it is withdrawn from engagement by movement radial with respect to the shaft.
As soon as the traveller is thus withdrawn from the cam, the reaction of the
spring 21 will throw the clutch-members 17 and 18 again into engagement, and
the winding action will be resumed; and whenever it again exceeds the running
movement, the traveller will be again forced outward and come into collision with
the cam 80 on the arm 116, and will repeat the disconnection of the clutch. It
is assumed, and the mechanism should be so calculated, that the general average
of the winding action, resulting from the operation of the pedals of the organ,
will be sufficiently in excess of the general average of the running movement
of the train to prevent the motor ever running down completely, even in case
of the longest continued rapid time associated with the lightest tone, that is,
the conditions which call for light motor action and slow pedal action. The
traveller 83, therefore, while it may, in some instances, reach the innermost
point of the spiral track, will, it is presumed, never remain there for long time,
but will usually be somewhere near the outer limit within one or two circuits of
the point at which it will engage the cam 80.
The purpose of interposing the spring 79 in the plunger 77-78-79, which
operates to disengage the clutches 17 and 18, is to form a reservoir or storage
point for the energy necessary to force the clutch out of engagement so that such
disengagement will be effected instantly and not with the gradual movement
which would cause it to become completed, and the rotation of the shaft to cease,
at a position at which the teeth of the clutch would be barely out of each-other's
reacli, and would continue to strike during the further revolution of the
member 17 while the member 18 stood at rest. It will be understood that while
the driving action communicated from the pedals is going on, the pressure of the
engaged teeth of the clutch members against each other operates to produce
considerable frictional resistance to the sliding movement by which they might
be disengaged, and this resistance affords opportunity for the compression of the
spring 79 in the plunger until its tension is sufficient to start the sliding move-
ment of the clutch member 17: and that when it is sufficient for this purpose, it
will be sufficient to continue that movement far enough to carry the clutch
shoulders or teeth of the member 17 entirely clear of those of the member 18.
This result is especially facilitated by the nature of the driving power which is
derived from the alternating action of the pedals; because, at the point of change
of action from one pedal to the other, there is an instant at which the driving
pressure consists only of the momentum of the continuously operating member 17

page_text: on its shaft 11, and this is very slight as compared with the positive impulse
which is derived from the pedal stroke. At this instant. therefore, the frictional
grip of the teeth of the clutch-members upon each other becomes reduced almost
to zero, and if the plunger 77-78-79 has been actuated, and the spring 79
therein has been compressed during any stroke of the pedal, the next change of
the stroke will afford the instant of opportunity for the reaction of the spring
to effect the disengagement. I have shown the lever 116 fulcrumed merely by
means of a spring terminal 117, with which it is provided at the lower end, the
lever being fastened rigidly by this spring terminal, whose flexibility gives it
the proper lever action. This is virtually merely the function of the lever and
spring in one. In order that the lever should not be dragged aside from its
proper position by the encounter of the traveller therewith during the rotary
movement of the latter, I provide a stay and guide stud 85, rooted in the plate 1
and extending through a suitable aperture in the levér. I interpose the lever
between the traveller and the plunger rather than to arrange the traveller so
that it shall operate directly on the plunger, in order to somewhat ease the action:
and the lever itself might be omitted, the other parts mentioned being arranged
to cooperate directly or any other suitable mechanical element might be inter-
posed between them for a like purpose. I do not limit myself to the particular
expedient shown, provided that the traveller, arranged to derive its movement
from the difference in rotary movement of the shaft and gear is constructed and
arranged so that it operates the means for disconnecting the clutch members.
When this motor is applied to and operated by connection with the pedals of a
musical instrument having bellows or other source of air pressure or suction, the
clutch disengagable devices may be operated pneumatically instead of
mechanically. I have illustrated devices of this nature in Fig. 9. In this con-
struction, the traveller 83 encounters a lever 86, suitably fulcrumed and carrying
two valves 87 and 88, which are seated by opposite movement of the lever, closing.
respectively, the ports 89 and 90, in the block 91, from which the tubes 92
and 93 extend to the primary pneumatics 94 and 95 respectively, which carry on
tubular stems 96 97. valves 98 99 and 100 101, respectively, said valves controlling
the ports or ducts by which the motor pneumatics 102 and 103 communicate
with the wind-chest and with the outer air. wind-chest communication being
afforded by means of the port 104, to which the pipe 105 extends from the wind-
chest. The two motor pneumatics are mounted facing each other, and between
their moving walls, there is extended a lever 106, one end of which the motor
pneumatics actuate one way or the other, according to which pneumatic is
inflated. The opposite end of the lever is a fork which strides and engages a
groved flange 107 of the clutch member 17, and when actuated in one direction
lisengages the clutch, and when actuated in the other direction permits it to
become engaged. The action of these pneumatics in a manner well understood,
it will be seen, will be entirely similar to that of the mechanical connections
which are shown in the other figures.
Another feature of this invention consists in operating a tremolo positively
by a mechanical train whose speed is governed at will independently of the
hellows power; and specifically, this part of the invention consists in utilizing
for this purpose the same train which operates the automatic playing devices.
L is the tremolo which is a vaned wheel mounted in suitable bearings supported
in any proper manner upon the organ case or action frame. It extends in front
of the reed-block D, occupying any convenient space in front of the same within
the organ case where its rotation may produce the desired effect by agitating
the air as it is drawn through the reeds. At any convenient point on the shaft
of the tremolo, preferably, as illustrated, between the ends of the vanes which may
he interrupted for the purpose. is a pulley S₁ driven by a light belt s¹, which
passes over a pulley S, rigid with a pinion 108, which is journaled in a lever 109,
fulerumed at 110 in the bar 52. This lerer extends forward and is connected by

page_text: a link 111 to a lever arm 112 of the rock-shaft 113, to whose arm 114, the tremolo
stop M is connected. When the stop M is withdrawn, the lever 109 is lifted and
carries the pinion 108 into engagement with the gear wheel 115 on the shaft 58
in the continuously operated driving train. When the stop is thrust in, said
pinion is taken out of mesh with the wheel 115 and the tremolo rests. When
operating the instrument by means of the manual, the tempo stop being manipu-
lated while the tremolo is in action, the speed of the motor being regulated, the
expression and intensity of the tremolo is controlled according to the judgment
of the operator, producing either a rapid and distinctly marked vibration of tone,
or a mere wave-like effect, or a tremulous vibratory effect intermediate between
the other two, as may be desired. I do not limit myself to any particular form of
tremolo device, and a vibratory action might be substituted for the rotary action
of the vaned wheel shown.
Having now particularly described and ascertained the nature of this said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
1. In a spring-actuated motor, in combination with a running train, a winding
train and power connections to the latter for winding the spring: the motor spring
and two parts to which its extremities respectively are connected, one of said parts
being connected with the winding train, both being rotatable about the same axis,
one having a spiral track and a traveller which is supported on the other end
engages such track: a disengagable clutch in the winding train, and connections
by which the movement of the traveller in one of the directions in which it may
be forced by the spiral track disengages the clutch 2.
2. In a spring-actuated motor, in combination with a running train; a winding
train and power connections to the latter for winding up the spring: the motor
spring and two parts to which its extremities respectively are connected, one being
connected with the running train and the other with the winding train, both
heing rotatable about the same axis; a traveller supported by the non-revoluble
with respect to the part connected with the winding train, said traveller engaging
the spiral track; a clutch in the winding train, and means for disengaging the
clutch extending to and comprising an abutment which is exposed in the path
of rotation of the traveller adapted to be encountered thereby toward one limit
of the spiral track. such traveller, abutment and clutch-actuating connections
therefrom being constructed and arranged to cause the encounter to operate said
connections to disengage the clutch.
3. In a spring-actuated motor, in combination with a running train, a winding
train and power connections to the latter for winding up the spring; the motor
spring and two parts to which its extremities respectively are connected, one
being connected with the running train and the other with the winding train,
both being rotatable about the same axis: a traveller supported by and non-
revoluble with respect to the part which is connected with the winding train,
said traveller engaging the spiral track; a clutch in the winding train; a lever
and connections by which it disengages the clutch, said lever having an arm or
abutment in the path of rotation of the traveller toward one limit of the spiral
track, said traveller and abutment being constructed and arranged to cause their
encounter to operate the lever to disengage the clutch.
4. In a spring-actuated motor, in combination with a running train and a
winding train: power connections to the latter for winding up the spring, and
a shaft and disk to which the inner and outer ends, respectively, of the spring
are connected, one of said parts being operatively connected with the running
train and the other operatively connected with the winding train; a spiral track
on the face of the disk, and a traveller supported on the shaft and radially movable
and non-revoluble with respect thereto. and constructed and arranged to engage
the spiral track: a clutch in the driving train: means for disengaging the

page_text: clutch extending to and comprising an abutment which is exposed in the path
of rotation of the traveller adapted to be encountered thereby toward one limit of
the spiral track, such traveller, abutment and clutch-actuating connections there-
from being constructed and arranged to cause the encounter to operate said con-
nections to disengage the clutch.
5. In a spring-actuated motor, in combination with a running train and a
winding train, and power connections to the latter for winding up the spring; the
motor spring, and two parts to which its extremities, respectively, are connected,
one being connected with the running train and the other with the winding train.
both of said parts being rotatable about the same axis, the part which is connected
with the running train having a spiral track; a traveller supported and non-
revoluble with respect to the part which is connected with the winding train;
said traveller being engaged with the spiral track; a clutch in the winding
train; means for disengaging the clutch extending to and comprising an abut-
ment which is exposed in the path of rotation of the traveller adapted to be
encountered by the latter toward one limit of the spiral track; said traveller,
abutment and clutch-actuating connections being constructed and arranged to
cause said encounter to operate said connections to disengage the clutch.
6. In a spring-actuated motor, in combination with the running train, and
winding train and power connections to the latter for winding up the spring; the
motor spring, and two parts to which its extremities respectively are connected.
one of said parts being connected with the running train and the other with the
winding train, both being rotatable about the same axis, one of said parts having
a spiral track, and a traveller supported upon and non-revoluble with respect to
the other part and engaged with the spiral track: a clutch in the winding train:
an abutment located in the path of rotation of the traveller toward one limit of
the spiral track; yielding connections between such abutment and the clutch
comprising a spring adapted to yield to pressure on the abutment in the direction
calculated to disengage the clutch; whereby resistance to such engagement
causes the spring to be put under tension and to react in a direction to disengage
the clutch when the resistance becomes suitably diminished.
"
7. In a spring-actuated motor. in combination with a running train; a winding
train: intermittently operating power connections to the latter for
winding up the spring the motor spring and two parts to which
its extremities respectively are connected, one part being connected
to the running train and the other to the winding train, both being
rotatable about the same axis, one having the spiral track and a traveller supported
on and non-rotatable with respect to the other and engaging the spiral track: a
disengagable clutch in the winding train subsequent to the power-communicating
connections; means for disengaging such clutch comprising an abutment located
in the path of rotation of the traveller toward one limit of the spiral track, and
connection therefrom to the moving member of the clutch which comprises a
spring adapted to yield to movement of the abutment in the direction tending
to disengage the clutch when such disengagement is resisted, whereby such spring
is put under tension ready to react in a direction to disengage the clutch in the
interval between the driving movements of the power-communicating device.
8. In a spring-actuated motor, in combination with a running train; a winding
train and power-connections to the latter for winding up the spring: the motor
spring and two parts to which its extremities respectively are connected, one
part being connected to the running train and the other to the winding train,
both parts being rotatable about the same axis: one part having a spiral track.
and a traveller supported and non-rotatable with respect to the other part and
engaging such track: a disengagable clutch in the winding train a plunger
extending through the shaft on which such clutch operates and acting at one end
against the clutch in a direction to disengage it; such plunger comprising a com-
pressible spring section: an abutment located in the path of rotation of the

page_text: traveller toward one limit of the spiral track, and connections from said abutment
to the end of the plunger remote from the clutch constructed and arranged to
cause the plunger to be actuated by the encounter of the traveller with the
abutment,
"
9. In combination with a motor for driving the playing device of a self-
playing instrument; a perforated sheet for controlling the playing devices having
tempo marks in position to be visible to the operator: a speed governing
device and a stop for controlling the same: an indicator connected with the
stop, and a graduated scale which moves by the indicator as the stop is operated,
said scale having "tempo" marks corresponding to these upon the perforated
sheet.
10. An instrument having a mechanical tremolo; a motor train which actuates
it operating independently of the air tension of the bellows by which the sounding
devices are caused to speak; a governor to regulate the speed of such train; and
a stop adapted to be regulated at will, during playing to control the governor.
11. In combination, an instrument or mechanism having automatic controlling
devices and a mechanical tremolo; the motor train which operates the controlling
devices; a driving wheel for the tremolo adapted to be thrown into and out of
relation to the train which operates the automatic playing devices, whereby said
train is adapted to operate the tremolo.
12. In combination with an instrument or mechanism having controlling
devices; the train which drives the automatic controlling devices: stop connec-
tions for arresting and releasing the train to cause it to come to rest or permit it
to operate, and a starting device connected to the stop connections and con-
structed and arranged to be moved in driving engagement with the shaft of the
train, by the train-releasing movement of the stop.
13. In combination with an instrument or mechanism having automatic con-
trolling devices: the train which drives such automatic controlling devices; stop
mechanisms for arresting and releasing the train, causing it to come to a rest
or permitting it to operate a starting device constructed and arranged to engage
with a shaft of the train to arrest the same, and movable while thus engaged in
a direction suitable for rotating the shaft and afterward passing out of engage-
iment therewith, such starting device having operative connection with the train-
controlling stop mechanism calculated to cause said device to be carried out of
such engagement by the completion of the train-releasing movement of said stop
mechanism.
14. In combination with automatic .controlling devices comprising a perforated
sheet or equivalent device, a take-up roll and a rewinding roll for carrying such
a perforated sheet, the mechanical motor which operates such rolls comprising
trains in connection with the rolls respectively and an actuated wheel which is
adapted to be shifted into driving connection with either of said trains at will;
a stop connection for arresting and releasing the trains, and a stop connection
for shifting said wheel; a starting device adapted to be moved in engagement
with a shaft of the motor train by the train-releasing movement of the first
stop, said starting device having also connection with the shifting-stop connec-
tions, whereby it is similarly moved when the driving wheel is shifted to the
winding train.
".
15. In combination, an instrument or mechanism naving automatic controlling
devices comprising a take-up roll and a rewinding roll; in combination with
such devices, a train which operates them comprising a gear which is shifted to
communicate power to either of said rolls at will, and the lever which carries
said gear the governor or tempo" stop adapted to arrest and release the train,
and the shifting stop adapted to shift said lever to change the connection of the
gear thereon: a starting device comprising a bar and abutment adapted to engage
a shaft of the train: a rock shaft having lever arms which operate respectively
the train-arresting device and the starting device, and having other lever arms

page_text: connected respectively to the “tempo" stop and to the shifting or rewinding
stop; whereby the starting device is actuated upon the withdrawal of either of
said stops.
MELVILLE CLARK,
Herbert Haddan & Co.,
Agents to Applicant, 18, Buckingham Street, Strand, W.C., London.