Improvements in Systems of Train Control for Electrically, Propelled Vehicles.
Year: 1898

page_text: .Date of Application (in United Kingdom), 24th Sept., 1898
Complete Specification Left, 24th Sept., 1898-Accepted, 11th Feb., 1899
Improvements in Systems of Train Control for Electrically, Propelled
Vehicles.
I, WILLIAM B. POTTER, of Schenectady, State of New York, United States of
America, Electrical Engineer, do hereby declare the nature of this invention
and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:-
-
My invention relates to the control of vehicles equipped with electric motors,
particularly to that type in which the motors are also used, in well-known ways,
as braking generators. It is one of the objects of the invention to combine
electrically-equipped vehicles, each of which is capable of efficient individual
operation, into trains comprising a greater or less number of cars; the train as
a whole being capable of control from one or more points. While this general
plan of operation is old, the method of obtaining the desired results, as well as
the arrangement of the apparatus and many of its particular features, I believe
to be new with me. It comprises, briefly, a series of contacts, operated by
fluid pressure, although electro-magnetically controlled, and themselves con-
trolling the changes in the motor-circuits, while the train is being driven, and
in the brake-circuits when it is retarded. The contacts referred to may be
controlled in their action from any convenient source of energy, though it is
manifest that the line current will ordinarily be employed; a suitable switch
is provided for controlling the operation. In the drawings I have shown a second
switch controlling contacts designed to regulate the braking action, but this
is for convenience in illustration, as ordinarily the two switches would be
embraced in a single piece of apparatus, with either one or two sets of moving
contacts, as the engineer may prefer. A feature of my present invention is the
regulation of the entire electrical system, both for power and brake, in the
manner indicated.
In many cases railroads having cars with air-brakes are converted into electric
roads; it is not desirable to remove the air devices, at least until familiarity with
electrical equipment is acquired. It may even be preferred to retain them
permanently, either for regular use, or for occasional emergencies, such as may

page_text: arise from accident to electric brake apparatus; in such case, reliance upon
hand-brakes would usually be impossible. To provide for thus utilizing air-
brakes in connection with electric devices, is another object of the present inven-
tion. It is desirable that the two classes of apparatus should be so combined that
improper manipulation shall be as far as possible prevented. To attain this
end, I so connect the electric parts to the air-brake that until the air pressure
rises to a certain critical point, the motor-circuit will not remain closed, so that
any continuous running before the air-brake is available is not possible; at the
same time, the engineer might, by holding the circuit-breaker closed by hand,
move his train for a short distance; this sometimes being desirable immediately
after a train is made up," and before the pressure has risen to the normal.
As another feature of the system herein described, I use the air-pressure to
operate a commutating switch by which the motor-relations are established;
this switch is provided with four rows of contacts, respectively coupling the
motors so that they drive the train forward or back, or apply the electric
brakes in either direction. The valves which regulate the nuid pressure to
move the switch are themselves controlled by coils in the power and brake circuits
respectively. As the various switches which are employed to regulate the
different electro-magnetic controlling contacts do not at any time carry the motor
current, they may be made small and easy to operate; the only switch (using
the term in the ordinary sense) which must be heavy enough to carry the motor-
current, is the one called herein the commutating switch"; this is operated
by air-pressure, as indeed are all of the parts which at any time carry full
motor current.
"
J
Fig. 1 is a general view of the apparatus employed in operating the system
described; Figs. 2 and 3 are enlarged views, partly sectional, showing the arrange-
ment of the fluid pressure valves by which the commutating cylinder is actuated,
the cylinder being shown in two positions; Fig. 4 is a diagrammatic plan of
a train equipped according to my invention; Figs. 5, 6, and 7 illustrate the
motor combinations in the power and brake positions of the commutating cylinder;
Fig. 8 is a general view of the circuits of the apparatus.
In Fig. 1, Q is the motor operating the air-compressor which feeds directly
into the train reservoir U. Y is the usual brake mechanism with an auxiliary
reservoir X. TV is the controlling or triple valve, usually located in the
engineer's cab, for the air-brake mechanism; t, 2 are the train pipes. These
parts are of the usual and well-known construction, and will not be further
described. It is to be understood that any suitable form of governor, automatic
or otherwise, may be provided for the motor operating the. air-compressor. The
upper part of the drawing illustrates the combination of electical and mechanical
devices, the latter being operated by fluid pressure, which constitutes the principal
part of my invention. T is the point of entrance of current; it is represented
as the usual sliding shoe of the third-rail system, but may be a trolley or any
other form of collecting device. Current passes from this to a circuit-breaker CB,
provided with a series coil and operated by overload, in the usual manner.
Connected with the circuit breaker is a pneumatic device consisting of a piston q
and a rod having an enlargement on its upper end connected to the tripping
lever of the circuit-breaker. The piston q is sustained against the power of the
spring by the pressure in the train pipe. If the air-brake be applied, so that
the pressure falls, the tripping lever of the circuit-breaker is pulled down and
the circuit is opened. Of course the action takes place if the pressure drops for
any other reason, as for example, the breaking of the train pipe. Current passes
from the circuit-breaker to the contacts m, m2 which are bridged by the rever
contact m. This contact is actuated by the piston against the force of the
weight w. The cylinder is connected to the pipe 2 as a source of pressure, and
a valve O is provided by which any contact which may prove defective may be
cut out. The valve n, a piston valve of the usual balanced form, is controlled
by the solenoid a, acting against a compression spring, as shown. A pipe is

page_text: connected to the cylinder within which the valve, n plays. The operation of
these parts is as follows:
When the coil a is energized, the solenoid core is drawn to the left to the
position shown, the valve n opens a connection to the piston p, and contact m is
actuated to bridge the contacts m³, m². In the practical operation of the device,
it is desirable that the contact m should be moved quickly when the circuit is
broken, so that arcing may be diminished; in order to accomplish this result
and to permit a firm pressure on the spring contacts so as to ensure good'
electrical connection, I find it desirable to have these contacts opened and closed
by a sudden impulse or hammer blow. The arrangement shown in Fig. 1 s
one of a number which may be adopted for this purpose. In that, there is a
lost motion connection between the arm or lever carrying the contact m and
the piston p. The piston pis connected to the lever W, which is pivoted at pl
and provided with a pair of lugs wl, we, with which a toe m³ on the contact lever m
may engage; the contact lever being also pivoted at pl. A weight W is on the
outer end of lever W. When the piston p is moved in either direction, one or
the other of the lugs w¹, w² will, as the weight is thrown in one direction or the
other, suddenly engage with the toe m³ and snap the contact m into or out of
engagement with the spring terminals. Where the weight W may more con-
veniently hang vertically, a springs shown in dotted lines, may also be attached.
to the lever; but ordinarily this will not be necessary. When the circuit of
the coil a is opened, the valve n is carried back so as to close the connection
from the pipe and leave open the vent in the bottom of the cylinder, thus also
uncovering the pipe . Weight W then pulls down the lever m and the exhaust
from the cylinder delivers a blast of air across the contacts, sufficient to extinguish
the arc made by opening the circuit. Current passes across these contacts when
they are closed, to the commutating cylinder P.
The position of this cylinder is controlled by the coils C¹ to C, the operation
of which will be more readily understood from Figs. 2 and 3. In these latter
figures it will be seen that the commutating cylinder P is provided with four
rows of contacts A, B, C and D; these respectively connect the motors for
braking and power positions in forward and reverse directions. The inner
rows, B, C, correspond to the power positions, and A, D to the brake positions.
The electrical connections will be described with reference to Fig. 8.
The mechanical arrangements by which the fluid pressure actuates the com-
mutating cylinder are as follows: the coils C¹ to C respectively control the piston
valves V to V4, which are of the balanced type; pressure is admitted to the
valve chambers from the pipe 3, in accordance with the position of these valves,
as determined by the coils. Each of the valves controls. the movement of a
piston; V₁ controls the piston I, V the piston I2, V2 the piston N¹, and V³.
the piston N. The pistons I¹ and I are of larger area than N¹ and N2.
In Fig. 2 the brushes are shown resting on the row of contacts B, which corre
sponds with the position illustrated in Fig. 8. To effect this, the coils C², C
are energized and draw in their plungers against the force of the compression
springs, s, thus raising the valves V, V so that air is admitted to the back
of the pistons N¹, 12 respectively, as indicated by the arrows. The rod of the
piston I is of such length as to form a stop for the piston №2, which piston is
connected through the pitmans P2 and P¹ to the piston N¹. Thus, the pressure
behind the piston N₁ tends to rotate the commutating cylinder P counter-
clock-wise, but the piston rod of the piston I stops the rotation at such point
that the brushes rest upon the row of contacts B. By reason of its greater area
the piston I thus acts as a positive stop for the smaller piston N².
If the row of contacts A is to be brought under the brushes, the coils C³, C
are energized, thus admitting air to the back of the piston N³, which passes to the
end of its stroke and sets the contacts A and brushes in operative relation. This
arrangement is shown in Fig. 3, and it will be unnecessary to further describe it.
It is obvious that if the coils C¹, C³ be actuated, the row of 'contacts Ċ will be

page_text: brought under the brushes, the arrangement being the converse of that shown in
Fig. 2; and similarly, by energizing C1, C2, the contacts I will be brought under
the brushes, this being the converse of the arrangement shown in Fig. 3.
Fig. 4 shows the application of the invention to a train composed of a number
of independent units.
These will be
Figs. 5, 6 and 7 show the motor combination of a single car.
more fully referred to in connection with Fig. 8, which shows the means by
which these combination are effected; in brief they show the motors of a four-
motor car connected in series in two independent groups of two in multiple,
(Fig. 5), and this arrangement is changed to four motors in multiple for higher
speeds (Fig. 6). Fig. 7 shows the arrangement of the motors when used as
braking generators.
Fig. 8 shows the arrangement of the circuits of a single car. M1, M2, M3, M*
are four motors, and 131, 132, B3, B4 are four magnetically-actuated braking devices
or brake-shoes. A number of single contacts m", mb, mo, etc., operated by fluid
pressure and controlled by electro-magnetic means, as shown at m, Fig. 1, are
grouped to form a single switch Z, which acts to vary the resistance of the motors
and to connect them in series groups and in multiple, as desired. A cylinder
switch P, whose mechanical construction has been described above in connection
with Figs. 2 and 3, acts to determine the direction of rotation of the motor, and
also to connect the machinery of the vehicle for power or braking purposes.
K, L and RS are master-controller switches, whose function is to control the
position of the contacts of motor-controller switches Z and P. K is the power
switch, L, the brake switch, and RS the reversing switch. The switch P is shown
in twenty-six stationary brushes, numbered 25 to 50, and four rows of movable
contacts A, B, C and 1). These rows of contacts correspond respectively to the
forward brakes, forward power, backward power and backward brake positions.
In the drawing, the brushes 25 to 50 are shown in the forward power positions,
bearing on the contacts B.
A cable Y extends through the car, connecting at each end to similar cables
on the other cars. One set of contacts for these connection is shown at W, while
the cable itself is shown in diagram in Fig. 4.
The motors of the train are divided into sets, each set preferably consisting of
the motors of a single car. Each set of motors is preferably provided with its
own current collecting device or devices T, and its own motor-controller Z, P.
Situated at selected points on the train I provide one
or more master con-
trollers K, L, RS, connected to the cable Y in multiple. I prefer to provide a
master controller at each end of the car. In any car, each master controller
controls all of the motor controllers of the train, so that, when one is in use, the
others should be left in the off positions. The various switches K, L, RS, of
the master controllers are preferably interlocked, as is well understood in the
art.
In the position shown, current enters at T, and divides, the motor current
passing through the circuit-breaker CB to the contact 25 upon the switch P,
and the controlling current to the contact 1 of the controller K, and also to
the reversing switch RS. If the reversing switch-blade rests on contact 51.
which corresponds to the forward position of the master controller, current will
flow from 51 to the coil C and thence to earth; and also, through contact 13
upon the switch L, and by the cross connection to contact 12 upon that switch.
This places the switch P in the forward power position, as explained above with
reference to Figs. 2 and 3.
From the contact 25 upon the switch P, the motor current passes to 26, and
thence to the resistances R³, R, etc., in multiple: these resistances are controlled
by the power cylinder K. The contact 1 upon that cylinder is cross-connected
to contact 2, the cylindrical contacts being developed in plane in the customary
way in each of the illustrations. This would send a portion of the trolley
current through the coil a directly to ground, and, as already explained in con-

page_text: nection with Fig. 1, would operate the bell-crank contacts m³ so that current
would pass from the resistance R³, after the gap was bridged, to contact 27
upon the switch P, thence, dividing, in two paths, one through the motor
armature M and field F¹; the second by the cross-connected contact 33, through
the armature M, to the field F. Contact 10 upon the controller K is also
energized in its first position, and this throws bell-crank contact mi so that the
ends of the fields F, F2 are connected to the contact 39 on the switch P. Tt
will be seen that the motors M, M2 are thus in multiple, but are connected in
series to the next group of motors, the current passing from contacts 39, in
two branches, one through motor M³ and field F³; the other through contact 39,
passing to contact 45 and this through the fourth motor. The ends of the
fields F3, F are connected direct to ground. This is the combination shown in
diagram in Fig. 5.
Further manipulation of the controller K acts to cut in further sections of
resistance in multiple by operating the levers m³, mb, etc., thus reducing the
total resistance of the motor circuit, until finally m is operated, short-circuiting
the resistance entirely. This occurs when the contact 8 upon the controller is
connected. It should be noted that the resistances R, R, R, etc., are of different
values, the first being the greatest, as is usual in controllers in which resistances
are thrown in multiple. A portion of the resistance is again thrown in by the
further revolution of the contact cylinder K, and the contact 11, which is brought
into circuit before the circuit is opened at the contact 10, acts to establish a
shunt around the second pair of motors, by connecting the field-magnets F, F
directly to earth through the contact m³. When contact 10 on the controller K
is open-circuited, it will be found that the motors are all connected in multiple
between the trolley and ground; contact 9 here closing a circuit which throws the
bell-crank contact mh, thus making a path directly from the resistance leads to
contact 39 upon the switch P; this path being in multiple with that through
the contact 27 to the first pair of motors. The final steps of motor control are
to connect in the resistances in multiple until finally the contact 8 again
makes a circuit which, by closing contact me, short-circuits all of the resistances.
The multiple position is illustrated in Fig. 6.
When, however, it is desired to operate the electric brakes, the brushes 25 to 50
will rest upon the row on contacts A of the switch P. To effect this the
coils C3, C4 are energized, and C and C de-energized, by opening the contacts
upon the switch K and rotating the switch L, so that the contacts 12" to 15"
take the place of contacts 12 to 15. In this case trolley current passes as before to the
switch RS and from there directly to the coil C. It also passes to the contact 15"
on the switch L, thence by the "cross-connection to 14º, thence to the coil C³:
thus, as explained in connection with Fig. 3, bringing the commutating switch P
to the forward braking position. This is the position shown in diagram in
Fig. 7.
In the ordinary operation of the motors, the trolley current passes through
them in the direction shown by the arrows, but when they are operated as braking
generators, current flows from them in the opposite direction. Starting at the
brush marked + of the motor M', current passes to contact 28, by contact 29,
which is then on the row of contacts marked A, through the brake-shoe B¹,
thence to contact 30, to the connection E. The motors M2, M3, M4 are similarly
connected to their respective brake-shoes. The brushes 32, 38, 44 and 50 are
also connected by their contacts to the cross-connection E, which acts as an
equalizer, as shown in diagram in Fig. 7, between the ends of the fields and
the brake-shoes. The fields F1, F2 are connected directly to the ground, wire GW,
the bell-crank contact m³ closing the gap in the first position of the switch L
it will be observed that the trolley current enters the switch at contact 16,
and by cross-connection passes to contact 17, energizes the coil for this purpose.
The fields F F are permanently connected to ground. The terminals marked
of the respective armatures of the motors M¹ to M' are connected to the ground-

page_text: wire through the resistances, as follows: contact 31 of the armature of motor M¹
is connected to the wire E, contact 37 similarly connects the second motor,
contace 43 the third, and contact 49 the fourth, finally the wire E¹ is connected
by the contact 27 to the resistance lead, which is grounded through the resistance
and contact 26, as shown, wher any one of the coils a to f is energized, and
without resistance when the coil g is enérgized. It will thus appear that in the
first position of the brake switch L, all of the armatures are opened-circuited, but
when the contact 18 touches its corresponding contact on the switch, the coil a
is energized, and one section of the resistance is cut in, completing the circuit
back to contact 26, and thence to the ground-wire. As before, the various resist-
ances are cut in in multiple until finally the bell-crank contact ms is thrown
and the motors and brake-shoes are connected without external resistance, as
shown in Fig. 7.
It will be unnecessary to trace the connection in full for the different steps of
resistance, or for the other positions of the conimutating switch P.
By an
examination of the developed contacts indicated by the rectangular blocks, it will
be seen that they simply reverse the relation of the different armature and
field terminals to accord with the proper direction of rotation. When the
switch R S is thrown to the contact 52, it will, in the power position, energize
coils C and C³, and cause the brushes of the switch P to bear on the row of
contacts C. In the braking position, however, it will energize the coils 1 and 2,
and thus bring the contacts D under the brushes. The direction of current will
in each case be opposite to that already described with reference to contact's B
and A respectively.
As it is objectionable, in the practical operation of the devices illustrated, to
let the current pass continuously through the different coils of the switch-operat-
ing contacts, I have so arranged the controlling devices as to cut out from time
to time certain coils not actually needed in service. For example, I have so
arranged the contacts and brushes 2 to 7 of the switch K, that the circuits are
opened at these points, and the corresponding coils a, b, c, d, e, f are de-energized,
as soon as, by the operation of the contact-brush 8, the resistance short-circuiting
contact m is thrown. Therefore, as soon as the resistances a to f are short-
circuited, the coil which operates these contacts ceases to carry current.
result takes place in passing to the last series position; and also in passing to
the last multiple position.
This
I have shown the contacts 51 and 52 of the reversing switch R S somewhat
elongated, and have so arranged the switch that it is "overset," that is, it cannot
permanently remain on either of these contacts; but must pass to one of the
stops,, urged by the action of a suitable spring, as shown in the drawing.
I also provide the switch with two dash-pots DP, each of which is provided with
two apertures for regulating the escape of the air. One of the apertures of each
dash-pot is of fairly large size, so that the switch may move promptly in closing
the contact, while the other is smaller, so that the switch may move more slowly
as it passes over either of the contacts 51 and 52. The result is, that in passing
either way the switch-blade rests long enough on the desired contact 51 or 52
to cause the proper operation of the switch P through the action of the
coils C1, C2, C3, C4, but that these coils are de-energized during the passage
of the switch P from one position to another. In order that the dash-pots may
not retard' the switch by suction, the smaller of these apertures is placed in a
valve V, which closes as the dash-pot piston moves outwards, but leaves it
free to move in the other direction.
I have not attempted to indicate in the drawings every detail of manufacture,
as these would vary indefinitely; the usual insulation will be applied wherever
needed; parts made adjustable and interchangeable to compensate for wear, and
such usual provisions made as may be desirable. So I have not considered it
necessary to describe other loads for the motors than a car or train; my invention
has its greatest utility in this connection, but it may well be applied wherever
a number of motors are to be effectively controlled.

page_text: It is one advantage of the controller system which I have devised, that when,
for any reason, the power circuit is interrupted, the motor circuits are also
instantaneously interrupted. If, now, it is desired that upon the restoration of
the circuit the motor controllers shall be simultaneously placed in the position
which they occupied before the interruption, as would be the case where the
interruption was only momentary, such as that caused by the presence of ice
or paper upon the third rail, the motorman has simply to leave the controller
in position, and the result will be effected.
If, however, the interruption is continuous for such a time that the speed of
the motors materially decreases, it is only necessary for the motorman to place
the master controller in the position corresponding to the position in which he
wishes the motor controllers to be placed when the circuit is restored, and the
motor controllers will then, immediately upon restoration, assume the desired
position.
It should also be noticed that in my improved system of control, the motor
controllers and master controllers are in positive synchronous relation, so that
when the master controller is placed in any position, the motor controllers instan-
taneously assume the corresponding position without any appreciable time interval
intervening, and that any motion of the master controller, forward or back, one
notch, or several notches, will be instantaneously and accurately responded to by
the motor controllers.
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 an electrically-propelled vehicle, such as a car or train, the combination
with the electrical devices, of an air-brake system, and means for controlling the
electric circuit in accordance with the condition of the air-brake system.
2-In an electrically-equipped car or train, the combination of electrical
apparatus and an air-brake system, with means for opening the electric circuit
by the application of the air-brakes.
3-In an electrically-equipped car or train, the combination with the motor-
circuit, of an air-brake system, and connecting mechanism, so organized that
the lowering of pressure in the air-brake system, as by applying the brakes,
will open the motor circuit.
4-În combination, a number of electric motors driving a common load, such
as a car or train, a controlling device for the motors, a source of fluid pressure,
mechanism actuated by the fluid pressure and operating the motor-controllers,
and means for electrically controlling the fluid pressure mechanism.
5 The combination with a motor system, of a motor controller composed of a
number of separately-operated contacts and a single commutating switch, and
electro-magnetic means for determining the position of the contacts and of the
switch.
6-The combination with a motor system, of a motor-controller composed of
a number of separately-operated magnetically-controlled contacts for cutting in
and out resistance and for making series-parallel connections and a single switch
for determining the direction of running and for making and breaking connec-
tions, and a master controller for determining the position of the contacts and
of the switch.
7-The combination with a motor system, of a motor controller composed of
a number of separately-operated contacts and a single switch, means operated by
fluid pressure for actuating the contacts and the switch, and electro-magnetic
means controlled by the master controller for determining the position of the
contacts and of the switch.
8 The combination, in an electrically-equipped apparatus, such as a car or
train, where a number of motors situated upon different parts of the apparatus
are employed, of a controlling device for each motor or group of motors, 'the
operation of which is effected by fluid pressure, and electrically-controlled

page_text: mechanism for causing the fluid pressure to simultaneously operate the different
controlling devices and thus shift the motor-circuits in the desired manner.
9 in an electrically-equipped train, provided with motors upon different cars,
each of the motor-cars, being provided with independent controlling or regulating
apparatus for its motor-circuits, a source of fluid pressure, such as an air-brake
system, and an electrical controlling device simultaneously operating the con-
trollers upon the different cars by the fluid pressure.
10-A system of control for trains, composed of electrically-equipped units, in
which each of the units or cars is provided with a complement of motors and an
independent individual motor-controller, comprising fixed and movable contacts
actuated by fluid pressure, and an electrical regulating device simultaneously and
similarly regulating the admission and release of the fluid pressure to the
actuating mechanism of the different controllers.
11 In a train system for electrically-propelled vehicles, the combination of
a plurality of controlling devices regulating the resistance of the various motor-
circuits, and having individual contacts each of which is separately actuated by
fluid pressure from a convenient source, with a separate electrical switch and
connections by which the admission and release of the fluid pressure to the
contacts of the different controllers of the car or train is simultaneously effected
in any predetermined manner.
12 In an electrically-equipped car, the combination of a commutating switch
adapted in its different positions to connect the motors for forward or backward
propulsion or braking, with a regulating switch for controlling the power and
speed of the motors or the output of the braking generators, a source of fluid
pressure for actuating the switches and a controller for electrically regulating
the application of the fluid pressure.
13 In an electrically-equipped vehicle, the combination of a commutating
switch, determining in some of its positions the direction of rotation, of the
motors of the vehicle, and in other positions making connections for retarding
the vehicle, with a controlling device so arranged as to change the resistance of
the electric circuit in any desired manner, and electro-magnetic means for
controlling the switch and said controlling device from a distance.
1
14 In an electrically-equipped vehicle, the combination of a commutating
switch, determining in some of its positions the direction of rotation of the
motors of the vehicle, and in other positions making connections for retarding
the vehicle, with a controlling device comprising separately-actuated contacts,
so arranged as to change the resistance of the electric circuit in any desired
manner.
15 In an electrically-equipped vehicle, the combination of a commutating
switch, determining in some of its positions the direction of rotation of the
motors of the vehicle, and in other positions making connections for retarding
the vehicle, with a controlling device so arranged as to change the resistance of
the electric circuit in any desired manner, and means for controlling the action of
the commutating switch and controlling device from a distance.
16-In an electrically-equipped vehicle, the combination of means for
determining the direction of rotation of the motors of the vehicle, and means
for making connections for retarding the vehicle, with a controlling device com-
prising separately-actuated contacts, so arranged as to change the resistance of
the electric circuit in any desired manner, and mechanism actuated by fluid
pressure for actuating the contacts and the said means controlled from a distance
for regulating the operation of the fluid pressure.
17 In an electrically-equipped vehicle, the combination of a commutating
switch, determining in some of its positions the direction of rotation of the
motors of the vehicle, and in other positions connecting them to act as braking
generators, with a controlling device arranged to change the resistance of the
electric circuit and to bring about the series-parallel connections, and means

page_text: for controlling the connection of the switch and controlling device from a distant
point.
18 In a controller for electric motors, the combination of a plurality of
separately-actuated contacts for regulating the motors when connected in a manner
to propel the vehicle, a power-brake switch for partially completing the power
and brake circuits, and electro-magnetic means for controlling the contacts and
switch.
19 In an electrically-equipped vehicle, the combination of a commutating
switch, determining in some of its positions the direction of rotation of the
motors of the vehicle, and in other positions connecting them to act as braking
generators, with a controlling device comprising separately-actuated contacts,
arranged to change the resistance of the electric circuit and to bring about the
series-parallel connections, mechanism actuated by fluid pressure for actuating
the switch and contacts, and electro-magnetic means controlled from one or more
distant points for regulating the operation of the fluid pressure.
20 In a motor system, the combination of a motor-controller provided with
power, brake and reversing contacts, a source of fluid pressure for operating said
contacts, and a master controller provided with power, brake and reversing con-
tacts for controlling the corresponding contacts of the motor-controller.
21 The combination in an electrically-equipped apparatus, such as a car or
train, where a number of motors situated upon different parts of the apparatus
are employed, of a motor controller for each motor or group of motors, provided
with power, brake and reversing contacts, a source of fluid pressure for actuating
said contacts, and a master controller provided with power, brake and reversing
contacts, each set of contacts arranged to operate the corresponding contacts of
the motor-controller.
22 In an electrically-equipped train, a plurality of cars, each constituting an
independent unit, and provided with a motor or motors, with a motor-controller
comprising power, brake and reversing contacts, with a source of fluid pressure
for actuating the contacts, and with one or more master controllers, provided with
power, brake and reversing contacts, the arrangement being such that each of
the master controllers of the train is capable of controlling, through the operation
of the fluid pressure, the operation of all of the motor-controllers of the train.
23 In an electrically-equipped car, the combination of a compensating switch
determining in some of its positions the direction of rotation of the motors, and -
in other positions causing them to act as braking generators in either direction
of motion, with a controlling device comprising separately-actuated contacts
changing the resistance of the electric circuit. in any desired manner, mechanism
actuated by fluid pressure for operating the commutating switch and the different
contacts of the controlling device, an electric switch for regulating the operation
of the fluid pressure while the motors are taking current, another switch for
regulating the pressure when the motors are acting as braking generators, and
a reversing switch regulating the fluid pressure to shift the connections as
desired.
24 The combination with an electric switch of a source of fluid pressure
arranged to actuate said switch, a valve or valves for controlling the action of
the fluid pressure, and one or more electro-magnetic devices for controlling the
valves at will.
25 The combination of an electric switch, a source of fluid pressure, a piston
actuated by the fluid pressure, valves for controlling the admission and release
of the pressure, electro-magnetic devices for regulating the position of the valves,
and a switch for controlling the electro-magnetic devices.
26 The combination herein described for actuating a switch or other moving
art by fluid pressure, comprising two pistons, one of greater area than the other,
the piston rod of the larger piston acting as a stop for the smaller one, and valves
for controlling the admission or release of fluid, pressure to the cylinders.
27 The combination herein described for actuating a switch or moving part

page_text: by fluid pressure, comprising two pistons, one of greater area than the other,
the piston-rod of the larger piston acting as a stop for the smaller one, valves
for controlling the admission or release of fluid pressure to the cylinders, electro-
magnets for controlling the valves, and a switch for regulating the electro-
magnets.
28 The combination in an electric controlling device, of terminals at which
an arc may be formed, a contact for closing or opening the circuit at the
terminals, actuated by fluid pressure, and means for passing the exhaust from
the contact-actuating device across the terminals to extinguish any are that
may be formed.
29 In an electrically-equipped car, the combination of an air-brake mechanisma
having a train-pipe, a circuit-breaker in the main motor lead, a tripping device in
the circuit-breaker, and a connection between a piston actuated by train-pipe
pressure and the tripping device, such that upon failure of pressure, the circuit-
breaker will be opened.
30 In an electric controlling device having individually-operated separate con-
tacts, a lost-motion connection for accumulating momentum between a moving
contact and its operating means.
31 The combination with an electric controlling device, having a plurality of
individually-operated and separate moving contacts, of weights connected with
the contacts and arranged with lost-motion connections to store energy, and to
act upon the moving contacts by a sudden impulse or blow.
32 In an electric controlling device, the combination, with a moving contact
actuated by power, of a weighted lever having a lost-motion connection with
the contact, and means for operating the lever by the source of power.
33 In an electric controller having individually and separately-operated
contacts, the combination of a source of fluid pressure, a piston, a weighted
lever operated thereby, a moving contact, a lost-motion connection between the
lever and contact, and means for controlling the action of the fluid pressure
upon the piston.
34--As a means for controlling the application of fluid pressure to a device to
be operated thereby, a balanced valve admitting or cutting off the fluid under
pressure, means for normally holding the valve in the cut-off position, and a
solenoid or similar electrical device for bringing the valve to the admitting
position.
35 The apparatus described for controlling the admission or cut-off of air
under pressure to a fluid-pressure actuated device, comprising a balanced valve,
means for holding the valve in one position, and a solenoid or similar electrical
device for moving the valve as desired.
36 A device for controlling the application of a fluid, such as air under pressure,
comprising one or more valves for admitting or cutting off the fluid supply,
electro-magnetic. devices for controlling the operation of the valves, and a switch
for including the electro-magnetic devices in any desired order or combination
in a circuit from a suitable source of electric current.
37 In an electric switch, the combination of a moving terminal, one or more
fixed terminals, and a retarding means acting upon the moving terminal while
it is passing over the fixed terminals, but leaving it otherwise free to move.
38 In an electric switch, the combination of a moving terminal having an
off position of positions in which it is normally retained, one or more elongated
contacts in the path of the moving terminal, and retarding means acting upon
the moving terminal while passing over the elongated contacts and leaving it
free to move at other times.
39 In an electric switch, the combination of an over set" moving terminal
having two off positions, in one or the other of which it is normally retained, in
combination with elongated contacts, one or more, in the path of the moving
terminal, and a dash-pot connected to said terminal and affecting its motion

page_text: while passing over the elongated contacts, all arranged to secure a time allowance
in the closed position of the switch, without interfering with its prompt closure.
40 The combination with a number of coils which when energized actuate any
desired mechanism, of a switch having one or more terminals connected to the
coils, and a retarding means connected to the moving terminal of the switch,
so arranged that the switch will promptly close, secure a time allowance in its
closed position, and finally open.
41-The combination in an electric apparatus, of a switch for shifting the motor
circuits, electro-magnetic mechanism operating the switch, a second switch naving
fixed contacts connected to the electro-magnet coils, a moving contact, and a
retarding means acting upon the moving contact, while the latter is passing over
the fixed contact, but leaving it otherwise free to move, whereby the correct
position of the motor-controlling switch is secured by giving a time allowance to
the electro-magnetic mechanism.
42 In a controlling device operating a number of resistances, the combination
of a number of separately-actuated contacts for including the resistances in circuit
as desired, a contact for short-circuiting them, and means for opening the resistance
contacts when the short circuiting contact is operated.
43 In a controlling device operating a number of resistances, the combination
of contacts for including the resistances in circuit as desired, a contact for short-
oircuiting one or all of the resistances, means for opening the circuit of the
short-circuited resistances, and means for including the resistances again in
circuit when the short-circuit is opened.
44 In a controlling device for electric motors having electro-magnetically-
operated contacts for regulating the circuit of the motors, the combination of
means for short-circuiting some of the contacts with means for then de-energizing
the magnet coils of the contacts which are short-circuited; whereby the electro-
magnet coils carry current only while the contacts which they respectively operate
are required to be in circuit.
45 In a controlling device having separate electro-magnetically-operated con-
tacts, the combination of a switch for connecting the coils of the electro-magnets
in any desired manner, and connections for short-circuiting some of the contacts
operated by the coils, the arrangement of the switch and its co-operating contacts
being such that the circuits of the electro-magnet coils operating the short-
circuited contacts are opened during the time the contacts are short-circuited,
so that the coils carry current only while their respective contacts are required
to be in circuit.
46 In a switch for connecting the coils of electro-magnets, a coil operating a
contact making a short-circuit around one or more contacts operated by the
switch, and contacts and connections whereby a desired number of the short-cir-
cuited contacts are opened when the short-circuiting contact is thrown, and closed
when the short-circuiting contact is opened.
47 In a train system, a plurality of cars equipped with motors and motor
controllers, one or more master controllers for operating the motor controllers, and
means whereby, upon the interruption of the power circuit, the motor controllers
will, upon the restoration of the circuit, be instantaneously restored to the position
which they occupied before the interruption.
48 In a controller system, the combination of a master controller, a motor
switch
controller containing a plurality of separately-actuated contacts and a
independent of said contacts, means for operating the contacts and the switch,
and means controlled by the master controller for regulating the action of the
separate contacts and also of the switch.
49 In a controller system, the combination of a master controller, a motor
controller containing a plurality of separately-actuated contacts and a switch
independent of said contacts, means for operating the contacts and the switch,
and electro-magnetic means whereby the master controller regulates the action of
the separate contacts and also of the switch.

page_text: 50 In a train system, the 'combination of a number of motor-cars, a motor
controller for each motor-car, comprising a plurality of switches, a plurality of
master controllers each containing a switch corresponding to each switch of any
one of the motor controllers, and connections such that the operation of any one
of the master-controller switches will cause the operation of the corresponding
switch of each one of the motor controllers:
51 In a train system, the combination of a number of motor-cars, a controller
for each motor-car, comprising a plurality of switches, a master controller for
each motor-car comprising a plurality of switches corresponding to those of the
motor controller, electrical connections between the master and motor controller
switches, whereby the operation of the motor switches is controlled, and electrical
connections between the corresponding master controller switches of the train.
52 In a train system; the combination of a number of motor-cars, each provided
with a master controller comprising power, reversing and brake contacts, a motor
controller comprising, power, reversing and brake contacts, and means controlled
by each one of the master controllers for operating all of the motor controllers.
Dated this 23rd day of Santember 1898