Improvements in and relating to Controllers for Electric Motors.
Year: 1897

page_text: COMPLETE SPECIFICATION.
Improvements in and relating to Controllers for Electric Motors.
"
I, SIDNEY HOWE SHORT, of No. 1184, East Madison Avenue, Cleveland, County
of Cuyahoga, State of Ohio, United States of America, Electrical Engineer, do
hereby declare the nature of my invention, and in what manner the same is to
performed to be particularly described and ascertained in and by the following
statement:-
This invention relates to controllers for electric motors.
The object of the invention is to provide an efficient mechanism for controlling
motors and for avoiding, preventing and suppressing the arcs formed by breaking
the motor circuit.
Fig. 1, Sheet 1, is a perspective view showing the mechanism within a controller
stand or case, the motor circuit and connections being shown in diagram.
Fig. 2, Sheet 1, is a diagram showing the different motor combinations capable
of being formed by the controller and the controller contacts for effecting the same.
Fig. 3, Sheet 2, is a side elevation partly in section of the controller cylinder and
case shown in Fig. 1, Sheet 1.
Fig. 4, Sheet 2, is a plan view of the top of the controller case showing the
controller handle.
Fig. 11, Sheet 2, is a plan view showing an arrangement of parts for breaking
the motor circuit.
Figs. 5, 6 and 7, Sheet 3, are views similar to Fig. 11, Sheet 2, showing various
positions of the parts.
Fig. 8 and 9, Sheet 4, are views similar to Figs. 5, 6 and 7, Sheet 3.
Fig. 10 Sheet 4, is a side elevation of the construction shown in Fig. 1, Sheet 1.
Fig. 1, Sheet 5, is a diagram showing the arrangement of various parts and the
motors and their circuits.
Fig. 2, Sheet 5, is a top plan view of a controller and an initial break.
Fig. 3, Sheet 6, is a diagram representing the changes in the circuit corre-
sponding to the various positions of the controller shown in Figs. 1, and 2, Sheet 5
Fig. 1, Sheet 7, is a view in diagram illustrating an arrangement of motor
control for maintaining a constant accelerating current and a subsequent uniform
speed.
Fig. 2, Sheet 7, illustrates the various leads of the circuits in attaining such
result.
Fig. 3, Sheet 8, is a view similar to Fig. 1, Sheet 7, where a less amount of
resistance is employed.
Fig. 4, Sheet 8, is a diagram of the circuit leads of the arrangement shown in
Fig. 3, Sheet 8.
Fig. 5, Sheet 9, is a view similar to Fig. 1, Sheet 7, and Fig. 3, Sheet 8, wherein
two or more motors are employed.
Fig. 6, Sheet 9, is a view illustrating the leads of the circuits resulting from
various positions of the arrangements shown in Fig. 5, Sheet 9. .
Fig, 7, Sheet 7, is a diagram of the acceleration curve produced by the present
invention.

page_text: Fig. 1, Sheet 10, is a front elevation of a controller showing the application of
an electric lock in accordance with the invention.
Fig. 2, Sheet 10, is a right side view of the switch shown in Fig. 1, Sheet 10.
Fig. 3, Sheet 10, is a sectional left side view thereof.
Figs. 4, 5 and 6, Sheet 10, are sectional views on lines 4, 4; 5, 5; and 6, 6;
respectively of Fig. 1, Sheet 10.
The single view on Sheet 11, is a view showing in dotted lines a car in side
elevation, and the motor circuit and wiring therefor for efficiently controlling the
motor.
Fig. 1, Sheet 12, shows a modified arrangement for controlling motors.
Fig. 1 Sheet 13, is a diagram in plan showing a controlling system applied to
a train of cars, in accordance with the invention.
In Sheets 1, 2, 3 and 4, I have shown an arrangement for preventing sparking
between the stationary and movable contacts of a controller in changing the
relation of motors from series, to series parallel and parallel, and with or without
resistances in circuit. In these sheets of drawings A, is the controller case support-
ing shaft B, which is provided with hand lever B¹. Three sleeves C, D, E, are
rigidly mounted on but insulated from shaft B, and from each other, by insula-
tion F, F1, F2. Sleeve C, carries six segmental contacts, H1, H2, H3, H4 h³ and h
electrically connected together. Sleeve D), carries three contacts H³, H, H7 electri-
cally connected together. Sleeve E carries two contacts H8, H9 electrically
connected together, said several contacts being suitably proportioned and relatively
arranged to perform their respective duties as hereafter explained. These several
movable contacts co-operate with a series of stationary contacts, I¹, I², I³, I¹, I³, 1º,
17, 18, 19, carried by an insulating support. Contact I¹, is electrically connected
through with trolley T, of the car. Resistance R, is connected through
wires R2, R3, with contacts I2, 13. Contact 12, is connected through wire to
contact I. Resistance r, is connected by wires 3, 4, with contacts I³, 14. Motor M,
has its terminals connected by wires M4, M5, with contacts I, 15. Wire M³,
is also connected by wire M8, with contact I³. Another motor m, is connected by
wires mo, K', with contacts I6, K, said contact K, carried by an insulating support,
and wire K', is also connected by wire K, with contact I. J, is an initially acting
circuit breaker for the motor and is arranged to make or break contact with K,
and is connected to ground or return conductor by wire G. The indicating marks or
lugs 11, 12, 13, 14, 15, 16, on the controller case indicate the various positions to which
the controller handle turns, and each position corresponds to a different combination
of motor circuit. When the handle is on position indicated by mark 1, the motor
combination indicated at Fig. 2, Sheet 1, is effected, the circuit being as follows:
Trolley T, contacts I', H1, H2, 12, resistance R, contact I³, resistance r, contact I,
motor M, contact I, I, motor m, contact K, to ground, the motors being in series
and all resistances in circuit. Position indicated by mark 12 makes the following
circuit, indicated at b, Fig. 2, Sheet 1. I', to H¹, H², H³, r, I^, M, I³, H³, Hồ, m, K,
and on as before, the motors remaining in series but R, cut out of circuit. The
position, establishes this circuit, indicated at c. I', H', H², H, I, M, 15, 16,
m, K, and on as before, the motors in series but all resistances out. Position 14,
establishes the circuit indicated at d, as follows: I¹, H¹, H², I³, R, I³, r, I, M³, 18,
H8, H9, 1º, K, K¹, K, and on, the motors in parallel resistance and with both
resistances in circuit. Position, establishes the circuit indicated at e, as
follows: I, H¹, h³, 13, r, I, motor M, 18, H8, H³, 1º, K, and on, and also, H2, 12,
7, 17, H7, H, 16, m, K, and on, the motors in parallel and resistance R, cut out.
Position 76, as indicated at f, cuts out resistance r, leaving the motors to operate
in parallel. Means are provided for automatically making and breaking the
contact between J, and K, for if K, is in constant connection with the ground or
return objectionable sparking would occur when the above changes are made. To
actuate this initial switch three integral disks N, P, Q, are loosely mounted on
shaft B. Disk N, has a peripheral depression N¹, and also carries switch J.
,

page_text: Disk P, has a peripheral depression P', and Q has as many depres-
sions, Q, Q, Q, Q³, Q, Q³, Q, as there are positions for the controller lever and
preferably one more. Shaft B, has an arm B², having a finger b², to engage
shoulder S¹, on latch S, to move said latch from an operative to an inoperative
position. Latch S, is fulcrumed at S2, on post A¹, and has a recess S³, normally
engaged by arm N2 of disk N, thereby normally locking said disks in position to
hold J, out of contact with K. A spring S4 retains latch S, in normal position,
the action of the spring being limited by stop $5. Shafts B, has arms B3, B4,
carrying pawls n, p, q, loosely on bolt 63, secured by nut 64. Pawl n, rides on the
periphery of disk N. Pawl p on disk P, and q, on Q, springs t, retain the pawls
in engagement with the disks. The parts are so arranged that when the lever B¹
is in its "off" position against lug A, the contact between J, and K, is broken and
the disks N, P, Q, are locked by latch S. The walls of the recesses of the disks
are generally sloping. The slope P2 in the side wall of disk P, is quite abrupt.
The same is true of the wall N3 of the recess in the disk N. The same is true of
the wall Q7 of each recess in disk Q. When the controller lever B¹, is moved
to 1, finger 63, releases latch S, and further movement causes the disks P, N, and Q,
move through pawl P, thereby moving J, to make contact with K,
thereby closing the motor circuit, and against a limiting stop A³. During
the movement of lever B¹ to on position the pawls n, p, q, move idly on
the peripheries of their respective disks, therefore said pawls are instantly ready
to return the disks upon any reverse movement of the handle B', thereby initially
breaking the motor circuit by separating J, and K, and hence relieving the con-
troller contacts of injury due to forcing or changing the motor combinations, the
expense of renewing the contacts J and K in case of burning out, being
inappreciable as compared with the cost of renewing the controller contacts.
And to facilitate their ready removal and renewal J and K are secured by
screws A³, J¹, to disk N and support K3, which latter is insulated at K².
to
66
"
In Sheets 5 and 6 is shown an arrangement similar to that shown in Sheets 1, 2,
3 and 4, and wherein the controller consists of two parts A, B, the part A, forming
the various combinations in the motor circuit and cuts in and out resistances,
while part B dissipates the arc. The part A, consists of a cylinder carrying the
contacts a, b, c, d, e, f, g, h, i, j and k, connected as shown, and also contacts
t, u, w, x, z, y, for dissipating the arc. The part B, has a series of stationary
contacts 30, 31, 32, 33, 34, 35, 36, and 37, arranged in pairs except 31 and 37.
The moving portion of part B, carries co-operating contacts 24, 25, 26, 27, 28 and 29.
Contact 29, makes contact with 30 and 31, a little later than the contacting of
the other contacts and hence breaks contact a little earlier. 31 and 37 are con-
nected by wire V. 30 is connected to the trolley and 37 is connected by wire 13
with the motor circuits. M, M' are motors; R, R¹ resistances and S, S¹, S¹¹ are
motor switches. Controller handle H, moves ratchet D in either direction according
as the handle is moved. The series break B, is provided with a crank C. A
spring E, is connected at one end to pin K, on crank C, and at the other end to
pin N. Therefore when crank C, is moved to the left the spring will move across
the center line of the crank and thus tend to throw the crank in the one direction
or the other. Post Z, has loosely pivoted thereon an arm I, to which controller
crank H, is attached and which is connected by link L, to crank arm C. Pin J,
which connects arm I and link L, has pivoted thereon pawls P, P¹, held towards
each other by spring F. Pins 0, 0, hold the pawls P, P1, out of engagement
with ratchet E. A lug Q serves to shift pawl P moves it out thus moving arm I,
and causing link L, to draw arm C, to move spring E, past the center of the crank
arm. This causes contacts 24 to 29 to contact with contacts 30 to 37. The follow-
ing circuit will thereupon be established, from trolley T, to 30, 29, 31, V, 13, R,
R, 18, M, 20, 11, j, i, 8, 21, M¹, to ground, the motors in series and all resistances
in circuit. During subsequent movements of the controller to vary the motor con-
nections or to cut in or out resistances, ratchet D, runs idly over pawl P¹. If the
handle H, is reversed the pawl P¹ is engaged and arm I, link L, and arm C, are

page_text: moved in the opposite direction, thereby opening the series break with great
rapidity and dissipating the arc between the plurality of contacts 24 to 37. This
movement also brings pawl P, into position to be again engaged by lug Q, when
the initial movement of arm H, is again effected. When the series breaks are all
closed the path of current will be from the contact 30, through 29 to 31, v to 37,
and in reversing, 31 is first cut out thereby cutting out v, and forcing the current
to pass through 24 to 37. After the initial movement of the controller which
completes the circuits, including all resistances and the motors in series, the next
movement cuts out a portion of the resistances by bringing contacts b, c, into
contact with 2 and 3. Further movement causes d, to contact with 4, thus cutting
out both resistances. The next step is to complete the motors in parallel. To
prevent a too great decrease of the circuit resistance by reason of this change, the
arrangement is such that a resistance is again cut into circuit. Therefore the next
movement of the switch A, brings a, in contact with 1, thus permanently short
circuiting resistance R. This movement of the switch also brings t, w, and a
respectively in contact with 5, 6, 9 and 10, thus establishing the path from 2 to t,
5, 9, x, 10, 7, u, 6, and on through the motors by 20, 11, j, i, 8, 21 and 22 to ground.
Further slight movement of A breaks all these contacts dissipating the resulting
arc through five small contacts in series. This action is illustrated at X, in
position n, Fig. 3, Sheet 6. The motors are now in series with one resistance. The
next movement of A, brings w, z, y and k respectively in contact with 5, 7, 8, 9,
10, 12. By this time i has left 8. The resulting circuit is indicated at o, Fig. 3,
Sheet 6. Motor M, being short circuited to ground through 11, j, k, and 12. The
next movement establishes the circuit p, Fig. 3, Sheet 6, the self induction sparks
of motor M¹ being broken into five parts and thereby rendered harmless. These
several steps in practice are passed over rapidly in order to arrive at the 4th
position, Fig. 3, Sheet 6, in which the motors are in multiple with resistance R¹
in circuit. The next movement short circuits this resistance leaving the motors
to operate in multiple with no resistance. On moving switch A, to "off" position
the series break B, is immediately opened as above described the resulting arcs
being distributed among all the contacts 24, 36, 32 and 37, thus rendering the
spark harmless.
In practical service it is exceedingly desirable to start motors up in a manner
by which they may rapidly attain a desired or given speed and then to operate the
motors at a uniform speed. In other words it is desirable to secure a constant
accelerating current in starting the motor from rest and thereafter reducing the
motor current to a point such as to operate the motor at an uniform speed. This
is particularly desirable in elevated railways and in interurban and suburban
service. In Sheets 7, 8 and 9 is illustrated a method of control whereby this object
is attained. The acceleration curve of a motor starting from rest under the
influence of a constant accelerating current would be represented by a straight
line, A, Fig. 7, Sheet 7. If such current is maintained constant, however, the car
or train would reach a speed beyond safety limits. In the case of a series motor,
as the motor starts up a counter-electro-motive force is developed which reduces
the current supplied to the motor, resulting in a falling off of the horizontal effort
of the motor and hence a falling off in acceleration producing the acceleration
curve B, Fig. 7, Sheet 7, until finally the current falls to a point that will move
the train at an uniform speed. This involves a loss of time in starting and a useless
consumption of power. In the present invention a method of motor control is
devised wherein the accelerating current is maintained constant until the
desired speed is attained and then such acceleration is arrested, the
current is reduced and the motor continues to drive the train there-
after at an uniform speed until it is desired to stop, thus producing the curve C,
Fig. 8, Sheet 7, the train or car getting under headway without loss of time and
without useless consumption of power. Referring to Fig. 1, Sheet 7, M, is the
motor, T, the trolley circuit, F, F1, F2, F³, the motor field coils, R¹, R³, R³, R4, R5,
resistances, 1, 2, 3, 4, 5, 6, 7, 8, 9,contacts, D, E, portions carrying co-operating

page_text: to
contacts, 1, 2, 3, 4, 5, 6ª, 7ª, 8ª, 9*. These last mentioned contacts may be
mounted on the controller cylinder, the diagram Fig. 1, Sheet 7, illustrating such
surface developed. The portion D,. is insulated from E, on line X, X. The motor
field is large, and the iron thereof is not thoroughly saturated under ordinary con-
ditions and the reluctance of the magnetic circuit of the motor should be moderately
low. The first step in the operation of this method of motor control
is for the motor man move the controller cylinder to the position
indicated at A¹. The motor circuit will thereupon be made as follows, from
trolley T, through coils F, F1, F2, F3, of the motor field, motor M, resistances R³,
R, R, R, R', strips 3ª to strip 9, the several strips 3 to 9° being electrically con-
nected together, from 9, to 9, thence through a, to the coils of an auxiliary motor K,
which may be of any suitable type, say a solenoid, thence through connection b,
to relay and g, to ground. Under certain conditions hereinafter to be explained
a short circuit is established from connection a, through c, to contact O, the arma-
ture lever N, of relay Q, to b, the windings of relay Q, and g, to ground. G, is a
ratchet for automatically actuating or advancing the controller cylinder. H, is
a pawl for engaging the ratchet. The auxiliary motor automatically operates to
actuate the pawl. Thus the core J, of the solenoid K, is connected to the lever I,
which is connected to pawl H. A spring L, normally holds core J, out of coils K.
A spring P, normally holds the armature lever N, of relay Q, against stop S, and
out of contact with stop 0. Under this normal arrangement upon completion of
the circuit above described, and which circuit includes all resistances R5, R, and
so on, but only a portion of the field coils, the coil F, being short circuited through
contact 1, strips 1º, 2º, and contact 2, the motor starts up with the current thus
supplied. The energizing of coil K, draws in core J, rocks lever I, and projects
pawl H. This movement of pawl H, however, does not actuate the controller
cylinder, as the rack G, has no teeth at this point in advance of the front end of
the lever. The same current energizes coil Q, thereby attracting lever N, which
establishes the shunt circuit through contact O, cutting out K, and allowing
spring L to withdraw pawl H, to engage the first tooth of ratchet G. The motor
starts up briskly but as it begins to revolve a counter-electro-motive force is
developed in the armature thereof, which tends to reduce the current and hence the
acceleration and speed falls off. The falling off of the current traversing relay Q,
through the shunt circuit c, O, N, and b, reduces the attraction of the relay magnet
below the power of spring P, and hence this shunt circuit is broken thereby
re-establishing circuit through K, and hence effecting the actuation of pawl H,
thereby advancing automatically the controller cylinder one step. This brings
strip 4, into contact with 4, thus cutting resistance R¹ out of circuit and hence
compensating for the falling off of current due to the development of counter
E. M. F. in the motor armature. This increase in current to a point slightly above
the normal constant acceleration current causes an actuation of relay Q, and a
consequent cutting out of the auxiliary motor K. The motor then continues to
operate until the development of counter E. M. F. again causes the current to fall
slightly below the normal when the short circuit through the relay is again broken
and the circuit K, re-established, thus causing the controller to advance another
step, thus cutting out resistance coil R², to restore the constant accelerating
current, and so on successively cutting out resistances until the controller arrives
at position indicated by B', when the motor is operating without circuit resistance,
but with a portion of its field coils short circuited. Thus up to this point maintain-
ing substantially a constant accelerating current. By this time the desired speed
has been attained and the next step is for the motor man to turn the cylinder by
hand or otherwise to position indicated by line C¹. This breaks the contact between
1, 2, and 1", 2ª, and hence cufs in the field coil F, which up to this point have been
shunted. This action increases the number of lines of force of the magnetic circuit
of the motor and hence reduces the speed. Thus the acceleration is arrested and
thereafter the motor continues to run at an uniform speed until it is desired to stop
when the motor man turns the cylinder to the position D', indicated by the dotted

page_text: line at the right of Fig. 1 Sheet 7, thus breaking all circuits. After position B'
has been attained, it is immaterial whether the automatic auxiliary motor continues
to operate or not as there are no more teeth on ratchet G, and hence it is immaterial
whether the current reaches the ground through K, or the short circuit through c,
O, N, and b.
In Figs. 3 and 4, Sheet 8, is shown the same principle applied where less
resistance is employed and where a greater variation in the ampere turns of the
field is made to produce the same result of maintaining a constant accelerating
current until the desired speed is attained and finally the current is reduced to a
point such as to maintain an uniform speed.
In Sheet 9, is shown the same principle applied to two or more motors, the
actuation of the controller effecting not only changes in resistance and variations
in ampere turns in the motor field windings, but also changes in the relations of
the motors themselves from series, to series parallel, to parallel, whereby the same
results are attained. The operation of these several arrangements will be fully
understood from the foregoing description in connection with the accompanying
drawings.
In the construction and operation of controller, such as above described, it is
desirable to provide means for locking the controller cylinder against rotation
under certain conditions. In Sheet 10, I have shown means for accomplishing this
result, the arrangement being such that the current itself prevents movement of
the controller cylinder until the current is shut off, as by means of an auxiliary
switch. The controller A, may be of any desired type, preferably of the cylinder
series parallel type, wherein the various circuit changes, motor relation variations
and resistance variations, as above described, may be secured. In the particular
form shown the cylinder is provided with a contact ring a, and an arm a¹, forming
parts of a metallic sleeve a², insulated from shaft at, by sleeve a³. One pole of
generator H, is connected through conductor G, to a finger F, contacting with
ring a. Arm a¹ may contact with either of the two spring fingers K, K¹, respec-
tively connected to the other pole of motor H, by independent connections. I, J,
including any suitable translating device, i, J, B, as an indicator wheel having
notches b, corresponding to the positions of the switch and in which is yieldingly
held a pin e, by means of spring e, through pivoted arm E. So long as pin e,
rests in notch b, the switch is locked. Arm E, has a projection e². A solenoid D,
having its coils included in circuit connection G, is so arranged that the core d, is
projected into engagement with arm e, to lock arm E, in position to hold pin e, in
notch b, so long as the coils D, are energized, and a release is effected only after
current is shut off, as by means of independent switch M. Of course as many
notches b, are provided as there are positions to which the controller is to be moved.
In Sheet 11, I have shown a method of motor control wherein the amount of
current flowing to the motor is regulated by a variable counter-electro-motive
force generated for the purpose, instead of a regulation of such current by variable
resistance in the motor circuit, which latter has certain defects and objections, such
as waste of energy and arcing upon changing or breaking circuits necessitated
while considerable current is flowing therein. A, is a generator, B, C, the line
wires between which the car motors D, E, connected in series, are placed in
multiple arc. Of course one or any number of motors may be employed. F, is a
small motor carried by the car, locomotive or truck, and having its armature G,
included in series with trolley H, by which current is supplied to the motors D, E,
in series. The field coils I, of motor F, are included in a shunt circuit around the
armature G, one terminal of the shunt being connected to trolley circuit H,
through a variable resistance J, and the other terminal of the shunt circuit making
connection with return C. The field of motor F, may, if desired, be included in
series with its amature G. A brake wheel K, secured to the armature shaft of
controller motor I', and is encircled by strap L, suitably connected to brake shaft M.
When motors D, E, are not in action, the brake L, is released so that auxiliary
motor F, will run free without load, thus permitting a heavy line current to flow

page_text: through the field coils of auxiliary motor F, thereby producing a strong field, and
hence a comparatively slow rotation of armature G, and a large counter-electro-
motive force, nearly equalizing the counter E. M. F. of the line circuit, and hence
only a few amperes of current can pass to motors D, E. To start up the motors D, E,
the brake is applied to motor F, thereby reducing its speed and hence also its
counter E. M. F. and thereby permitting a larger current to flow to motors D, E.
Thus by varying the load of controller motor F, the current supplied to motors D, E,
is regulated. If desired the motors D, E, may be connected in parallel. This
same principle may be applied to other forms of motors, for instance, hoisting
motors for elevators, as shown in Sheet 12, wherein suitable means are carried by
the car for controlling the auxiliary motor. A, is the elevator car which is hoisted
by cable 1, leading over guide pulley 2, and wound on hoisting drum 3, which is
driven from the shaft of motor B, through the gearing 3, 4. Current enters
from conductor x, through connection 6, the field coils of motor B, wire c, conducting
cable 5, to contact block d, to arm (in position of the parts shown), wire e, to
commutator brush f, the armature of motor B, commutator brush g, wire, h, cable 5,
arm i connector J, block K, wire 1, to return conductor y. The field of auxiliary
motor C, is excited by shunt circuit n, m. The armature shaft of motor C, is
provided with a crank 6 to which is connected a pitman 7, which is also connected
to plunger S, of a pump 9. A pipe 10, communicates with the plunger cylinder
on opposite sides of the plunger and has a plug valve 11, located therein carrying
a cross head 12, to which are attached the ends of an operating cord 13, the latter
passing over pulleys 14, 15, 16, 17, one vertical run thereof passing within easy
reach of the car operator. The cylinder 9 and pipe 10, are filled or nearly filled
with liquid, say oil or glycerine. When valve 11, is fully opened the motor C,
has but little load merely transferring the liquid through pipe 10, from one side of
the plunger 8, to the other. According as cord 13 is operated, therefore, to open
or close the valve 11, the load of motor C is varied, thereby varying the counter
E. M. F. and hence controlling the current supplied to the main motor B, the
circuit of which is in series with the armature windings of motor C. When
valve 11, is entirely closed the armature of motor C, may be cut out of circuit as
by means of switch arm 18, which when the valve is closed contacts with plates 19, 20.
the latter being connected by wires 21, 22, to the armature terminals.
In Sheet 13, is shown a controlling system for a train of cars embodying the
invention. In this sheet A, B, are the track rails, and H, the third rail or supply
conductor. A', 13 are the rails of a branch track, and H¹ the supply conductor
therefor. C, is a generator connected respectively to the track rails and the third
rail. D, D1, D2, are cars connected in train. E, is a controller on each car for
controlling the motor or motors F, on the same car. G, are contact shoes. J, is a
shaft on each car geared as at K, to the controller on that car. M, is a detachable,
flexible connection between the abutting ends of shafts J, on adjacent cars. L, is
a shaft at each end of each car geared to shaft J. Thus it will be seen that all
the controllers throughout the train may be simultaneously operated from any
Each car of the train carries its own pro-
desired point on any car of the train.
pelling motors, which are controlled by their own controllers, which, however, may
be coupled up to the controlling system of the entire train through connection M.
Thus a train of any desired number of cars may be made up quickly to accommodate
the exigencies of traffic at different hours of the day and the number of cars in
the train, may be reduced by merely detaching any one or more of the cars,
when the traffic falls off, and each car when detached may thereafter proceed under
the propelling power of its own motors.
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 motor controller, a series of movable contacts, and a co-operating series of
relatively stationary contacts, and independent means for automatically breaking
the motor circuit preparatory to breaking the said series of contacts.

page_text: 2. A motor controller comprising circuit changing and resistance varying
stationary and movable contacts, and a switch for breaking the circuit in advance
of the breaking of the electrical connection between said stationary and movable
contacts, whereby the former is actuated by the movements of the latter.
3. A motor controller comprising circuit changing and resistance varying station-
ary and movable contacts, an initially acting switch and connections actuated by the
movements of the movable contacts in one direction to close said switch and by the
opposite movement to open the same, the first named position of the initially acting
switch being maintained during the variation of resistance in the circuit and the
second position being maintained during a reverse movement of the resistance
varying contacts.
<<
4. A motor controller switch, a series break consisting of a series of stationary
contacts, a series of movable contacts, a device normally having operative engage-
ment with a movable part of the controlling switch when the latter moves toward
on". position, means for automatically disestablishing this engagement upon
reaching "on" position, connections between said device and the movable contacts
of the series break and a separate device attached to said connection and having
operative engagement with the movable part of the controlling switch when the
latter is moved toward the "off" position, whereby the first movement of the
controlling switch toward the on position throws the contacts of the series
break into circuit and leaves them in that position during any further movement
in the same.direction of the controlling switch, while any movement of the latter
toward the "off" position. at once opens the contacts.
"
"
5. The combination with a motor circuit and controlling switch therefor, of a
series of stationary contacts, a series of movable contacts, means for throwing the
latter quickly into and out of contact with the former, and a connection between
the movable contacts and the controlling switch whereby, when said switch is
moved in one direction it makes contact between said stationary and movable
contacts and when moved in the opposite direction it breaks said contacts.
6. In combination with a motor circuit and controlling switch adapted to vary
the external resistance of the motor circuit by coupling up the motors in various
orders and also to cut resistances in and out of circuit, a line switch connected with
said controlling switch intermittently in one direction of motion and continuously
in the other direction.
7. In combination with a controlling switch, a series break switch, and connec-
tions between said switches, a ratchet wheel on the controlling switch having a lug
a double pawl carried on the connection between said switches.
8. A motor control characterized by maintaining a constant accelerating current
in starting up until the desired speed is attained and then reducing the current to
the desired point to maintain thereafter an uniform speed.
9. A motor control characterized by varying the line resistance of the ampere
turns of the field windings, or the relation of the motors, or any or all of these
steps, whereby the accelerating current in starting up is maintained constant and
then, when the desired speed is attained, reducing the current to a point such as
will maintain an uniform speed.
10. In a motor control means actuated by the rise and fall of the operating
current in accelerating for automatically maintaining a constant accelerating
current, and means for reducing the current after the desired speed has been
attained to a point such as will maintain an uniform speed.
11. In a motor control, an auxiliary motor automatically actuated by the fall
of the operating current due to the development of counter-electro-motive force as
the main motor starts up, for automatically restoring said current to a normally
constant point by varying the line of resistance or the main motor field windings
or the motor relations or any or all of these steps, and means for eventually reducing
the current after the desired speed has been attained, to a point such as will
maintain an uniform speed thereafter.
12. In a motor controller, movable and fixed contact for changing the motor

page_text: relations and motor circuit resistances one or both, a latch for locking the movable
contacts against movement and an electro magnet arranged in the motor circuit
and adapted to prevent the unlocking of said latch so long as the current is flowing.
13. In a motor controller a controller cylinder having contacts, motor relations
and the resistance for changing the motor circuit, a notched wheel mounted on the
shaft of the cylinder, a latch adapted to engage in said notches, and means arranged
in the motor circuit for maintaining said latch in engagement with a notch so
long as the current is flowing.
14. A controller cylinder carrying contacts for controlling the motor circuits, a
lock for preventing rotation of said cylinder a solenoid having a movable core
adapted to engage and hold said lock in locking position, the coils of said solenoid
being included in the circuit with the motor.
15. A motor control characterized by generating a counter-electro-motive force
in the motor circuit, and varying such counter-electro-motive force, whereby the
motor current is regulated.,
16. In a motor control, an auxiliary motor arranged in circuit with the main
motor, means for varying the load of the auxiliary motor whereby the counter
E. M. F. developed is varied, thereby controlling the current of the main motor.
17. In a motor control, a main motor, an auxiliary motor having its armature
included in the main motor circuit, means whereby the load of the auxiliary motor
may be varied thereby varying the counter E. M. F. developed in the armature of
the auxiliary motor, and hence controlling the current to the main motor.
18. In a controlling system for electric railways, a train of cars, each car carry-
ing its own propelling devices and its own controller for controlling current
through said propelling devices, means for detachably connecting together all the
controllers throughout the train, and means for actuating said controller connection
at any desired point on any one of the cars throughout the train.
19. In a controlling system for electric railways, a train composed of a plurality
of cars, a motor and controller therefor carried on each car, a shaft mounted on
each car and geared to the controller shaft of that car, an operating shaft at each
end of each car geared to the first mentioned shaft, and detachable, flexible con-
neotions between abutting ends of shafts on adjacent cars throughout the train.
Tad this 20th day of June 1897.
www
SIDNEY HOWE SHORT.
Haseltine, Lake & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.