Year: 1887

page_text: We JOHN JOSEPH HOOKER of Tideswell Stockport in the County of Derby Clerk in
Holy Orders; HERMAN LESCHER of 6, Clements Lane Lombard Street in the City of
London Accountant; and ROBERT GEORGE SCHWARZ of 110, Cannon Street in the
City of London Commission Merchant do hereby declare the nature of this invention
to be as follows:-
:-
This Invention relates to apparatus for starting and for stopping and starting
tramcars and other vehicles.
The Invention comprises two arrangements, one of which has for its object to
relieve the horses in setting the vehicle in motion and in going up-hill; and the other.
to act as a brake and to utilize the momentum of the vehicle for the purpose of storing
up power to restart the vehicle.
In order to effect the former object, a spring attached to a rack is so arranged as to
be put in tension by a hand lever or other mechanical contrivance actuated from the
driver's platform. The rack when drawn forward by the hand lever or other
mechanical contrivance gears with a toothed wheel connected by pawl and ratchet
gear with one of the wheel axles, so that on the release of the hand lever, the power
stored in the spring will be applied to revolve the axle and wheels in the direction in
which the vehicle is to travel, and so assist the horses in starting and drawing
same.
According to a modification of this arrangement, the rack is drawn forward so as to
compress the spring or put it in tension by the movement of the vehicle itself and
thus while acting as a brake to aid in arresting the vehicle, at same time storing up
power to aid in re-starting it. To this end, the rack is connected with a second rack
which engages with teeth upon the other wheel axle and is provided with means
whereby it may be raised clear of the teeth on the axle. In this arrangement, when
the vehicle is to be stopped the second rack is allowed to engage with the teeth
on the axle and the two racks are then drawn forward and the spring put in tension.
When the vehicle is to be started, the second rack is raised clear of the axle and the
power stored by the spring is applied to revolve the axle and propel the vehicle.

page_text: We also combine the hand lever with this modification so that it may be used to aid
in starting the vehicle as well as to store up power.
The second rack is made in two parts secured together in such manner as to permit
of one part sliding lengthwise in the other and thus avoid the rack projecting in front
of the vehicle when drawn forward.
In case the friction between the wheels of the vehicle and the tram-lines is not
sufficient to overcome the tension of the spring and store up power, we may provide
an independent wheel mounted in an extension of the rack and toothed, so as to
engage with the teeth on the rack. This wheel is adapted to run in contact with the
ground when the vehicle is being stopped and it is raised and lowered with the
rack.
The second object, that is the stopping and starting, may also be attained by means
of a coiled spring contained in a barrel revolving around one of the wheel axles.
This barrel is capable of being slid on the axle so as to engage with one or other of a
pair of clutches, and it contains a spiral spring one end of which is attached to the
inner circumference of the barrel, while the other end is attached to the axle on which
the barrel turns and which is in one with a ratchet wheel enclosing the open end of
the barrel. The ratchet wheel is held in contact with the barrel in such way that
the two may revolve independently of one another. The axle on which the barrel
turns is in the form of a sleeve surrounding the vehicle axle. The barrel and barrel
axle respectively, are moved into and out of engagement with the clutches by means
of a lever pivoted to the framing of the vehicle and provided with a hand lever which
projects in convenient position to be operated. The apparatus is provided with
detents one of which engages with teeth on the barrel and the other engages with the
ratchet wheel, so that when the vehicle is to be arrested and the barrel axle is moved into
engagement with one of the clutches the barrel may be held stationary and the spring
wound up by the revolution of the axle and when the barrel is moved into engagement
with the other clutch the barrel axle may be held stationary, so that by the uncoiling
of the spring the wheels of the vehicle may be rotated and the vehicle started.
Instead of the spring barrel sliding along the axle, we may mount the barrel on a
sleeve which terminates at each end in a head, one of which heads when the sleeve is
moved in one direction engaging with the axle of the barrel and winding the spring
up, the barrel being meanwhile prevented from rotating the other head when the
sleeve is moved in the opposite direction engaging with the barrel which is released
so as to rotate the sleeve and by means of a groove and feather connection rotating
the vehicle axle.
In other vehicles, such as omnibuses, in which the axle does not revolve, the gear
would be applied to the hubs of the wheels.

page_text: COMPLETE SPECIFICATION (AMENDED).
Improvements in Apparatus for Stopping and Starting Vehicles.
WO, JOHN JOSEPH HOOKER, of Tideswell, Stockport, in the County of Derby, Clerk
in Holy Orders; HERMAN LESCHER, of 6, Clement's Lane Lombard Street, in the City
of London, Accountant; and ROBERT GEORGE SCHWARZ, of 110, Cannon Street, in
the City of London, Commission Merchant; do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:-
This Invention relates to power storing apparatus for assisting the starting or
propulsion of tram cars, the apparatns storing up power and acting as a brake when it
is required to check the motion of the vehicle.
The Invention further comprises-gear-for enabling manual-power to be applied to
assist the propulsion of the ear in ascending gradients.
The Invention comprises two arrangements of apparatus in both of which the power
is stored up by a spring or springs. In the one arrangement, rotary motion is
imparted to a spring barrel whereby the power stored up by a spring barrel is taken
from, and given out again to, the same axle ; the spring barrel being adapted to slide
on the wheel axle, and combined with friction clutch and other gear whereby the
springs may, at required moments he so connected or geared with the axle as to be
wound up thereby, thus storing up the momentum of the car, and at other times the
connection is so changed that the power thus stored up may be given out again to the
same axle for propelling the car in the direction in which it was previously running.
In the other arrangement, rectilinear motion is imparted to a rack whereby the
power taken from one axle is stored up by a spring enshion, and is given-out-again
to the other axle for propelling the ear. With this apparatus is combined a hand
gear for compressing the spring by manual power.
Reference is to be had to the accompanying drawings forming part of this specifica-
tion, wherein figure 1 is a vertical longitudinal section of the car frame and axles.
Figure 2 is a horizontal section, and figure 3, an elevation of the spring barrel and
clutches. Figure 4 is a cross-section on line 1-1, figure 2. The same letters of
reference indicate the same parts in all these figures. Figure 5, is an elevation of the
second arrangement of gear.
Referring to figures 1 to 4 A is the wheel axle, and B the spring barrel, containing
a number of coiled springs C, attached at their outer ends to the barrel and at their
inner ends to the barrel axle D which is a sleeve loose on the wheel axle A and
capable of being moved endwise thereon for the purpose of putting the clutches in
and out of gear, as hereafter described. E, F, are a pair of cones forming a friction
clutch, the former being keyed on the axle A, and the latter on the end of the
sleeve D.
At the opposite side of the apparatus is a similar clutch of which the one

page_text: cone G forms the head of the barrel and is fast with the periphery thereof, but free
to turn on the sleeve D, the other cone H being keyed on the axle. The opposite
head I of the barrel is made in halves bolted together and fitting between shoulders
on the sleeve D, so as to participate in its longitudinal motion whilst the two are free
to turn independently. This head is also provided with ratchet or inclined teeth I' on
its outer face to form a clutch to engage with a similar clutch K placed loose about
the sleeve D, but fixed to the rods L of a frame terminating in cross heads M N
mounted on the axle with the above described gear between them. An arm O is
bolted to one of the rods, and connected by a slot and pin at its extremity, to a
bracket on the car frame, so that the frame is prevented from turning with the axle
whilst leaving it independent of the rising and falling of the frame under the influence
of the axle box carrier springs, the cross-heads being guided by vertical arms sliding
between guides on the car frame. The rods L extend beyond the cross head N, and
have springs P applied thereto which abut against the cross head N which in turn
bears against clutch H and tends to draw the rods L and clutch K towards the clutch i,
the other cross head M being free to slide along the axle for a short distance, when
the power of the springs P has been overcome, the object of the springs being to
allow the fixed clutch K to be drawn out of engagement with the clutch I of the
barrel after the clutches G H are securely in gear. The clutch F has external ratchet
teeth with which gears a pawl Q pivoted to the frame to prevent the sleeve D revolving
backwards when the springs are wound up, or in action.
The parts are so adjusted that when the barrel is in its mid-position along the axle
neither pair of clutches E, F, or G, H, will be in gear whilst the depth of the teeth
of the clutches 1, K, is sufficient to admit of the barrel being moved sufficiently to
put either pair of clutches into gear, the clutches I, K, always remaining engaged
until released, as hereafter described. The longitudinal motion is imparted to the
sleeve D and consequently to the barrel by a shaft R worked by a hand lever S con-
nected with the sleeve D by a pair of arms r pivoted to a collar T fitted in a groove
around the sleeve. This end of the shaft R is mounted in bearings in the rods L
whilst its other end is hung in a bracket at such a distance as to be unaffected by the
motion of the rods L. The hand lover S works over a notched quadrant and is pro-
vided with the usual spring bolt to engage therewith. It is an elbow lever, and its
short arms is connected by a link s with the arm ¹ (as seen in plan in figure 2) on
the end of shaft R.
The operation of the apparatus is as follows ;-During the normal running of the
car, the handle S is kept in the position of mid-gear shewn, both the pairs of
clutches E, F, G, H; being out of action and the axle therefore, free to revolve
without acting on the apparatus. To store power by coiling up the springs C which
may be done either whilst descending a hill or in stopping the car, the handle $ is so
moved as to slide the sleeve D along the axle and throw the clutches E, F, into gear
thus causing the sleeve D to revolve with the axle the barrel B being prevented from
revolving by the clutch 1, K. The springs continue to be coiled until the clutches E, F,
are disengaged by returning the handle S to the mid-gear position whether the car
stops or not, the springs being prevented from uncoiling by the pawl Q engaging
with the teeth of clutch F. In order to utilize the power thus stored up, the handle S,
.and consequently the sleeve A, are moved in the opposite direction, until the
clutches G, H, are thrown into gear so that the power of the springs will be applied
through the barrel B and clutches G, H to turn the axle A as soon as the clutches I, K.
are released. The barrel cannot therefore yet revolve, it being necessary to ensure
the engagement of clutches G, H, before the barrel is released; otherwise the barrel
would revolve idle and the springs would run down without doing any useful work.
All the foregoing movements of the sleeve have been imparted to it through what
is in effect an elbow lever rr whose fulcrum is the shaft R, the resistance of the
springs to compression being sufficient to hold the rods L stationary against the
power necessary to throw the clutches E, F; or G, H; into gear. But in order to
disengage the clutches I, K, it is necessary to move the latter away from the former,
and this is accomplished by overcoming the power of the springs P by forcing over

page_text: the lever handle S is still harder in the same direction as it was moved to throw the
clutches G, H, into gear. By so doing, becomes the fulcrum of the elbow lever 'r
and the shaft R and rods L are moved a sufficient distance to disengage I, K, where-
upon the power of the coiled springs comes at once into action for propelling the
vehicle. By letting go the handle S, the springs P will at once throw the clutches 1, K,
into gear, and arrest the action of the springs, in case it is necessary to stop the car
again after starting it, and before the power of the springs is exhausted. Moreover.
risk of the car over-running the horses is removed. The springs may be coiled at
any part of the journey-say in descending a hill-and the power held in reserve for
use in ascending.
Referring to the arrangement shewn in Figure-, A A' are the wheel axles, C, the
spring, DB the racks by which the power is taken from and applied to the axles with
which the said racks respectively gear, the rack D directly and the rack-D' through
ratchet and pawl gear. The rack D by which the power is taken from the axle is
made-to-gear when required with a toothed wheel of small-diameter-on-the-axle-A;
whilst the rack D' by which the power is given out-gears-with-a-toothed wheel of
considerably larger-diameter in order that the power of the spring may be more
effectually applied for assisting the starting of the car. The rack D' works in guides,
and the rael D is jointed to rack-D'-nt d-in-order that it may be put in or out of
gear with the axle A and this is effected through a lever E-terminating in a guide-e
through which the rack is free to slide, the lever being operated by a serew-worked
by a crank handle Fat the driver's platform. To the rack D' is also connected a hand
lever G through a rod H, whereby the springs may be compressed by manual power.
A duplicate, but independent, set of gear would be applied at the opposite side of the
ear, if the latter is to run either end first.
The operation is as follows; Assuming the car to be travelling in the direction of
the-arrow-upon the rack D-being geared with axle-A the spring is compressed, the
Fuck D'being drawn forward into gear with wheel I loose on axle A'-and-connected
therewith through pawl-and-ratchet-gear-i--When the car is at rest, the racks DD'
in genr with opposite sides of the wheel axles, tend to rotate the wheels-in-opposite
directions, so that the power remains stored-until, by disengaging muck-D; rack-D₁
becomes free to transmit the power to the axle A' through the ratchet and pawl gear Ii.
The spring may be of helical form, as shown, or of volute (i-e. cone spiral)-form.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, we would observe, in
conclusion, that we are aware that it has heretofore been proposed to employ for
storing up and utilizing the energy of motion of a tramcar, apparatus mounted on
the wheel axle and comprising a spring barrel in combination with friction clutches
and detaining gear brought into action as required for storing up, and giving out, the
power, by a sliding motion of the barrel on the axle; and we make no claim thereto,
but we declare that what we claim is :-
1st. In a power storing brake apparatus comprising a spring barrel free to slide and
turn upon the wheel axle, combined with power transmitting clutch gear, as described,
the combination with the foregoing mechanism of detaining clutch gear one member
of which turns with the barrel whilst the other member is capable only of axial
movement, the depth of engagement of the two members being greater than the
axial movement of the barrel and sleeve necessary to throw the clutch into gear for
utilizing the stored power, so that the former can only be disengaged after the latter
has been engaged, as specified.
2. In the power storing brake apparatus specified in claim 1, the combination with
the sliding barrel and its sleeve, and with the detaining clutch mechanism, of the
sliding frame and springs and of the bent lever mechanism acting on the barrel sleeve
and frame, and having a changeable fulcrum whereby the barrel is first moved
longitudinally until the power utilizing clutch is thrown into gear and by the
5 change of fulcrum the detaining clutch is then disengaged, as specified.

page_text: 3. The combination with the wheel axles of a tram-car, of sliding racks adapted
to-gear with opposite sides of the axles and of a spring, the rack by which the
power is taken from the axle being adapted to be engaged and disengaged by means
of gear operated from the driver's platform, and the other rack gearing with its
axle through ratchet and pawl gear all substantially as described with reference to
figure 5, for storing up and utilizing the momentum of the ear, as specified.
4. The combination with the muck and gear by which power is applied to the one
axle, and with the spring, of the lever handle for applying-manual-power, to compress
the spring and resist the starting or propulsion of the car, us specified.
Dated this 17th day of May 1888.
J. J. HOOKER.
H. LESCHER.-
R. G. SCHWARZ.
By A. M. & Wm. Clark,
53, Chancery Lane, London,
Patent Agents.

page_text: Date of Application, 17th Aug. 1887
Complete Left. 17th May, 1888
Complete Accepted, 22nd June, 1888
We JOHN JOSEPH HOOKER of Tideswell Stockport in the County of Derby Clerk in
Holy Orders, HERMAN LESCHER of 6, Clements Lane Lombard Street in the City of
London Accountant, and ROBERT GEORGE SCHWARZ of 110, Cannon Street. in the
City of London Commission Merchant do hereby declare the nature of this invention
to be as follows:-
This Invention relates to apparatus for starting and for stopping and starting
tramcars and other vehicles.
The Invention comprises two arrangements, one of which has for its object to
relieve the horses in setting the vehicle in motion and in going up-hill; and the other
to act as a brake and to utilize the momentum of the vehicle for the purpose of storing
up power to restart the vehicle.
In order to effect the former object, a spring attached to a rack is so arranged as to
be put in tension by a hand lever or other mechanical contrivance actuated from the
driver's platform. The rack when drawn forward by the hand lever or other
mechanical contrivance gears with a toothed wheel connected by pawl and ratchet
gear with one of the wheel axles, so that on the release of the hand lever, the power
stored in the spring will be applied to revolve the axle and wheels in the direction in
which the vehicle is to travel, and so assist the horses in starting and drawing
same.
According to a modification of this arrangment, the rack is drawn forward so as to
compress the spring or put it in tension by the movement of the vehicle itself and
thus while acting as a brake to aid in arresting the vehicle, at same time storing up
power to aid in re-starting it. To this end, the rack is connected with a second rack
which engages with teeth upon the other wheel axle and is provided with means
whereby it may be raised clear of the teeth on the axle. In this arrangement, when
the vehicle is to be stopped the second rack is allowed to engage with the teeth
on the axle and the two racks are then drawn forward and the spring put in tension.
When the vehicle is to be started, the second rack is raised clear of the axle and the
power stored by the spring is applied to revolve the axle and propel the vehicle,

page_text: We also combine the hand lever with this modification so that it may be used to aid
in starting the vehicle as well as to store up power.
The second rack is made in two parts secured together in such manner as to permit
of one part sliding lengthwise in the other and thus avoid the rack projecting in front
of the vehicle when drawn forward.
In case the friction between the wheels of the vehicle and the tram-lines is not
sufficient to overcome the tension of the spring and store up power, we may provide
an independent wheel mounted in an extension of the rack and toothed, so as to
engage with the teeth on the rack. This wheel is adapted to run in contact with the
ground when the vehicle is being stopped and it is raised and lowered with the
rack.
The second object, that is the stopping and starting, may also be attained by means
of a coiled spring contained in a barrel revolving around one of the wheel axles.
This barrel is capable of being slid on the axle so as to engage with one or other of a
pair of clutches, and it contains a spiral spring one end of which is attached to the
inner circumference of the barrel, while the other end is attached to the axle on which
the barrel turns and which is in one with a ratchet wheel enclosing the open end of
the barrel. The ratchet wheel is held in contact with the barrel in such way that
the two may revolve independently of one another. The axle on which the barrel
turns is in the form of a sleeve surrounding the vehicle axle. The barrel and barrel
axle respectively, are moved into and out of engagement with the clutches by means
of a lever pivoted to the framing of the vehicle and provided with a hand lever which
projects in convenient position to be operated. The apparatus is provided with
detents one of which engages with teeth on the barrel and the other engages with the
ratchet wheel, so that when the vehicle is to be arrested and the barrel axle is moved into
engagement with one of the clutches the barrel may be held stationary and the spring
wound up by the revolution of the axle and when the barrel is moved into engagement
with the other clutch the barrel axle may be held stationary, so that by the uncoiling
of the spring the wheels of the vehicle may be rotated and the vehicle started.
Instead of the spring barrel sliding along the axle, we may mount the barrel on a
sleeve which terminates at each end in a head, one of which heads when the sleeve is
moved in one direction engaging with the axle of the barrel and winding the spring
up, the barrel being meanwhile prevented from rotating-the other head when the
sleeve is moved in the opposite direction engaging with the barrel which is released
so as to rotate the sleeve and by means of a groove and feather connection rotating
the vehicle axle.
In other vehicles, such as omnibuses, in which the axle does not revolve, the gear
would be applied to the hubs of the wheels.

page_text: COMPLETE SPECIFICATION.
Improvements in Apparatus for Stopping and Starting Vehicles.
We, JOHN JOSEPH HOOKER, of Tideswell, Stockport, in the County of Derby, Clerk
in Holy Orders, HERMAN LESCHER, of 6, Clement's Lane Lombard Street, in the City
of London, Accountant, and ROBERT GEORGE SCHWARZ, of 110, Cannon Street, in
the City of London, Commission Merchant, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be. particularly described
and ascertained in and by the following statement :-
This Invention relates to power storing apparatus for assisting the starting or
propulsion of tram cars, the apparatus storing up power and acting as a brake when it
is required to check the motion of the vehicle.
The Invention further comprises gear for enabling manual power to be applied to
assist the propulsion of the car in ascending gradients.
power
The Invention comprises two arrangements of apparatus in both of which the
is stored up by a spring or springs. In the one arrangement, rotary motion is
imparted to a spring barrel whereby the power stored up is taken from, and given
out again to, the same axle; the spring barrel being adapted to slide on the wheel axle,
and combined with friction clutch and other gear whereby the springs may, at required
moments be so connected or geared with the axle as to be wound up thereby, thus
storing up the momentum of the car, and at other times the connection is so changed
that the power thus stored up may be given out again to the same axle for propelling
the car in the direction in which it was previously running. In the other arrangement,
rectilinear motion is imparted to a rack whereby the power taken from one axle
is stored up by a spring cushion, and is given out again to the other axle for
propelling the car. With this apparatus is combined a hand gear for compressing the
spring by manual power.
Reference is to be had to the accompanying drawings forming part of this specifica-
tion, wherein figure 1 is a vertical longitudinal section of the car frame and axles.
Figure 2 is a horizontal section, and figure 3, an elevation of the spring barrel and
clutches. Figure 4 is a cross-section on line 1-1, figure 2. The same letters of
reference indicate the same parts in all these figures. Figure 5,. is an elevation of the
second arrangement of gear.
B the spring barrel, containing
Referring to figures 1 to 4 A is the wheel axle, and
a number of coiled springs C, attached at their outer ends to the barrel and at their
inner ends to the barrel axle D which is a sleeve loose on the wheel axle A and
capable of being moved end wise thereon for the purpose of putting the clutches in
and out of gear, as hereafter described. E, F, are a pair of cones forming a friction
clutch, the former being keyed on the axle A, and the latter on the end of the
sleeve D. At the opposite side of the apparatus is a similar clutch of which the one

page_text: cone G forms the head of the barrel and is fast with the periphery thereof, but free
to turn on the sleeve D, the other cone H being keyed on the axle. The opposite
head of the barrel is made in halves bolted together and fitting between shoulders
on the sleeve D, so as to participate in its longitudinal motion whilst the two are free
to turn independently. This head is also provided with ratchet or inclined teeth I¹ on
its outer face to form a clutch to engage with a similar clutch K placed loose about
the sleeve D, but fixed to the rods L of a frame terminating in cross heads M N
mounted on the axle with the above described gear between them. An arm O is
bolted to one of the rods, and connected by a slot and pin at its extremity, to a
bracket on the car frame, so that the frame is prevented from turning with the axle
whilst leaving it independent of the rising and falling of the frame under the influence
of the axle box carrier springs, the cross-heads being guided by vertical arms sliding
between guides on the car frame. The rods L extend beyond the cross head N, and
have springs P applied thereto which abut against the cross head N which in turn
bears against clutch H and tends to draw the rods L and clutch K towards the clutch 1,
the other cross head M being free to slide along the axle for a short distance, when
the power of the springs P has been overcome, the object of the springs being to
allow the fixed clutch K to be drawn out of engagement with the clutch I of the
barrel after the clutches G H are securely in gear. The clutch F has external ratchet
teeth with which gears a pawl Q pivoted to the frame to prevent the sleeve D revolving
backwards when the springs are wound up, or in action.
The parts are so adjusted that when the barrel is in its mid-position along the axle
neither pair of clutches E, F, or G, H, will be in gear whilst the depth of the teeth
of the clutches I, K, is sufficient to admit of the barrel being moved sufficiently to
put either pair of clutches into gear, the clutches I, K, always remaining engaged
until released, as hereafter described. The longitudinal motion is imparted to the
sleeve D and consequently to the barrel by a shaft R worked by a hand lever S con-
nected with the sleeve D by a pair of arms pivoted to a collar T fitted in a groove
around the sleeve. This end of the shaft R is mounted in bearings in the rods L
whilst its other end is hung in a bracket at such a distance as to be unaffected by the
motion of the rods I. The hand lever S works over a notched quadrant and is pro-
vided with the usual spring bolt to engage therewith. It is an elbow lever, and its
short arms is connected by a link s¹ with the arm ¹ (as seen in plan in figure 2) on
the end of shaft R.
The operation of the apparatus is as follows;-During the normal running of the
car, the handle S is kept in the position of mid-gear shewn, both the pairs of
clutches E, F; G, H; being out of action and the axle therefore, free to revolve
without acting on the apparatus. To store power by coiling up the springs C which
may be done either whilst descending a hill or in stopping the car, the handle S is so
moved as to slide the sleeve D along the axle and throw the clutches E, F, into gear
thus causing the sleeve D to revolve with the axle the barrel B being prevented from
revolving by the clutch I, K. The springs continue to be coiled until the clutches E, F;
are disengaged by returning the handle S to the mid-gear position whether the car
stops or not, the springs being prevented from uncoiling by the pawl Q engaging
with the teeth of clutch F. In order to utilize the power thus stored up, the handle S,
and consequently the sleeve A, are moved in the opposite direction, until the
clutches G, H, are thrown into gear so that the power of the springs will be applied
through the barrel B and clutches G, H to turn the axle A as soon as the clutches I, K,
are released. The barrel cannot therefore yet, revolve, it being necessary to ensure
the engagement of clutches G, H, before the barrel is released; 'otherwise the barrol
would revolve idle and the springs would run down without doing any useful work.
All the foregoing movements of the sleeve have been imparted to it through what
is in effect an elbow lever whose fulcrum is the shaft R, the resistance of the
springs P to compression being sufficient to hold the rods L stationary against the
power necessary to throw the clutches E, F ; or G,
H; into gear. But in order to
disengage the clutches I, K, it is necessary to move the latter away from the former,
and this is accomplished by overcoming the power of the springs P by forcing over

page_text: the lever handle S still harder in the same direction as it was moved to throw the
clutches G, H, into gear. By so doing, becomes the fulcrum of the elbow levergo
and the shaft R and rods L are moved a sufficient distance to disengage 1, K, where-
upon the power of the coiled springs comes at once into action for propelling the
vehicle. By letting go the handle S, the springs P will at once throw the clutches I, K,
into gear, and arrest the action of the springs, in case it is necessary to stop the car
again after starting it, and before the power of the springs is exhausted. Moreover,
risk of the car over-running the borses is removed. The springs may be coiled at
any part of the journey-say in descending a hill-and the power held in reserve for
use in ascending.
Referring to the arrangement shewn in Figure 5, A A' are the wheel axles, (), the
spring, D D the racks by which the power is taken from and applied to the axles with
which the said racks respectively gear, the rack D directly and the rack D¹ through
ratchet and pawl gear. The rack D by which the power is taken from the axle is
made to gear when required with a toothed wheel of small diameter on the axle A,
whilst the rack D' by which the power is given out gears with a toothed wheel of
considerably larger diameter in order that the power of the spring may be more
The rack D' works in guides,
effectually applied for assisting the starting of the car.
and the rack D is jointed to rack D' at d in order that it may be put in or out of
gear with the axle A and this is effected through a lever E terminating in a guide e
through which the rack is free to slide, the lever being operated by a screw worked
by a crank handle F at the driver's platform. To the rack D' is also connected a hand
lover G through a rod H, whereby the springs may be compressed by manual power.
A duplicate, but independent, set of gear would be applied at the opposite side of the
car, if the latter is to run either end first.
The operation is as follows; Assuming the car to be travelling in the direction of
the arrow; upon the rack D being geared with axle A the spring is compressed, the
rack D¹ being drawn forward into gear with wheel I loose on axle A¹ and connected
therewith through pawl and ratchet gear i. When the car is at rest, the racks D D'
in gear with opposite sides of the wheel axles, tend to rotate the wheels in opposite
directions, so that the power remains stored until, by disengaging rack D, rack D¹
becomes free to transmit the power to the axle A' through the ratchet and pawl gear I i.
The spring may be of helical form, as shewn, or of volute (i.e. cone spiral) form.
Having now particularly described and ascertained the nature of the said inven
tion, and in what manner the same is to be performed, we would observe, in
conclusion, that we are aware that it has heretofore been proposed to employ for
storing up and utilizing the energy of motion of a tramcar, apparatus mounted on
the wheel axle and comprising a spring barrel in combination with friction clutches
and detaining gear brought into action as required for storing up, and giving out, the
power, by a sliding motion of the barrel on the axle ; and we make no claim thereto,
but we declare that what we claim is :-
1st. In a power storing brake apparatus comprising a spring barrel free to slide and
turn upon the wheel axle, combined with power transmitting clutch gear, as described,
the combination with the foregoing mechanism of detaining clutch gear one member
5 of which turns with the barrel whilst the other member is capable only of axial
movement, the depth of engagement of the two members being greater than the
axial movement of the barrel and sleeve necessary to throw the clutch into gear for
utilizing the stored power, so that the former can only be disengaged after the latter
has been engaged, as specified.
0
2. In the power storing brake apparatus specified in claim 1, the combination with
the sliding barrel and its sleeve, and with the detaining clutch mechanism, of the
sliding frame and springs and of the bent lever mechanism acting on the barrel sleeve
and frame, and having a changeable fulcrum whereby the barrel is first moved
longitudinally until the power utilizing clutch is thrown into gear and by the
5 change of fulcrum the detaining clutch is then disengaged, as specified.

page_text: 3. The combination with the wheel axles of a tram car, of sliding racks adapted
to gear with opposite sides of the axles and of a spring, the rack by which the
power is taken from the axle being adapted to be engaged and disengaged by means
of gear operated from the driver's platform, and the other rack gearing with its
axle through ratchet and pawl gear all substantially as described with reference to
figure 5, for storing up and utilizing the momentum of the car, as specified.
4. The combination with the rack and gear by which power is applied to the one
axle, and with the spring, of the lever handle for applying manual power, to compress
the spring and assist the starting or propulsion of the car, as specified.
Dated this 17th day of May 1888.
.
J. J. HOOKER.
H. LESCHER.
R. G. SCHWARZ.
By A. M. & Wm. Clark,
53, Chancery Lane, London,
Patent Agents.