Improvements in Controlling Electric Motors and Electrically Propelled Railway Trains.
Year: 1899

page_text: Date of Application, 30th Oct., 1899-Accepted, 27th Oct., 1900
COMPLETE SPECIFICATION.
Improvements in Controlling Electric Motors and Electrically
Propelled Railway Trains.
We, THE BRITISH THOMSON-HOUSTON COMPANY, LIMITED, of 83, Cannon Street,
in the City of London, Electrical Engineers, do hereby declare the nature of
this invention (which has been communicated to us from abroad by Elmer A.
Sperry, residing at Cleveland, in the County of Cuyahoga, State of Ohio, United
States of America, Electrical Engineer, and in what manner the same is to be
performed to be particularly described and ascertained in and by the following
statement:-
The present invention relates to the control of electric motors which are
mounted on separate vehicles, and the several vehicles united mechanically.
In order to give a quick even acceleration to a number of mechanically united
vehicles forming a train, it is preferable to divide the motive force into a number
of units and to distribute the units over the several vehicles forming the train.
This arrangement is preferable to using a single locomotive, for it permits the
utilization for tractive purposes of the weight of each car on the train. In
running trains for suburban or elevated service, the cars are heavily loaded both
night and morning, while the traffic during the remainder of the day is com-
paratively light. Where a single locomotive is used for each train, it must
necessarily be of sufficient power to handle the train when heavily loaded; this
necessitates providing a locomotive largely in excess of what is required for light
load service. By dividing the motive force into a number of separate units and
placing the units on different cars on the train, a system is provided which is
Hexible to the greatest degree, for each car is capable of taking care of its own
load. If the motors on the train are sufficiently powerful, one or more trail cars
having no motors may be added to the train:
In a system of this kind it is necessary to control all of the motors simul-
taneously and correspondingly from a selected point on the train; otherwise the
motor or motors of one car will be doing an amount of work differing from that
of the motor or motors of another car.
Our invention has for its object to provide a system of control for electric
motors which is so arranged that the motors may be simultaneously controlled
from a selected point or any number of such points, and further to provide a
system of control for electric motors which is so arranged that the number
of motors in circuit may be varied without impairing the operation of the system.
In carrying out the invention as applied to electric railways we find it best
to make each car or vehicle a self contained unit, that is to say, each car has
its own motor or motors, contact device, controller and what we term a master
controller," as it is employed to regulate the action of the motor controller.
The various devices above referred to are connected to a cable, and when the
vehicles are united to form a train the ends of the cables are united in such a
The master controllers are
manner that corresponding wires are connected.
connected to the cable in multiple, and are so arranged that any one of them may
66

page_text: be employed to regulate the speed of the train through the medium of the motor
controllers.
The motor controllers should be so arranged that they change the resistance
of the motor circuits, and also the grouping of the motors, though our invention
is applicable to the control of a single motor. In addition to controlling the
motors while driving the load, the motor controllers are employed to regulate the
motors when they are acting. to brake the load. Since the motor controllers
are regulated by electrical means, and since the source of supply derived from a
conductor situated along the line of travel is subject to interruptions, we prefer
to employ a separate source of power for the regulating means, so that the action
of the controllers may be controlled independent of the condition of the external
circuit.
In the accompanying drawings, which show an embodiment of this invention,
Fig. 1 is a front elevation partially in section, of a controller; Fig. 2 is a
section taken on line 2-2 of Fig. 1; Fig. 3 is a section taken on line 3-3 of
Fig. 1; Fig. 4 is a section taken on line 4-4 of Fig. 1; Fig. 5 is a plan view
of the motor reversing the switch; Fig. 5 is a plan view of the same, with
the position of the parts altered; Fig. 6 is a diagram of the circuits of the motor
controller, Fig. 7 is a diagram of circuits and Fig. 8 is a diagrammatic repre-
sentation of a three-car train.
Mounted on each motor-car is a master controller A and a motor controller B;
(Fig. 1). In the present instance these are shown as being mounted within a
common case C, but if desired they may be separarted and mounted in any suit-
able manner. The master controller consists of a cylinder having three contacts
rings. A', A2 and A3 mounted thereon, and making contact with these rings are
three stationary brushes. The cylinder is mounted for rotation on the shaft A
which is provided with suitable bearings, and is actuated by the handle A5.
Loosely mounted on the shaft A' is a frame D, best shown in Figs. 1 and 6,
which carries three contacts d, d¹ and d; the contacts d and dare in electrical
connection with each other, but contact d is insulated from the other contacts
and also from the frame, and is connected to contact-ring A. Mounted on oppo-
site sides of the frame are two adjusting screws D1 and D2. These screws are
engaged by the arm E which is keyed to the shaft A4 when it is desired to
actuate the controller, thus forming a lost-motion connection between the operat-
ing handle and the operative parts of the controller.
Mounted on springs on the arm E are two contacts e and e¹ which engage either
the contacts d and d or d and d³, depending upon which way the arm is moved.
Mounted on the outside of the frame is a spring-pressed contact Farranged
to establish electrical connection with the several fixed contacts 1 to 13 inclusive.
Contacts 1 to 7 inclusive form one set employed for braking, and contacts 8
to 13 inclusive form a second set employed for power purposes. The fixed contacts
are supported by brackets F¹ from the cap-plate (as shown in Fig. 1), and are
arranged in the form of a circle, and as the contact I moves over them, current
flows to a corresponding set of contacts 1 to 13 inclusive similar contacts being
given similar reference numerals, but with different exponents, as for example,
contact 1 is connected to contact 1, and so on.
The motor controller is provided with a contact cylinder B¹ which is mounted
for oscillating movement on a shaft B2 carried by bearings B³. The cylinder
is provided with a plurality of contacts which are arranged as shown in Fig. 7,
the set of contacts located on the right hand side of the fixed vertically disposed
row of bushes being employed for power purposes, and the set of contacts located
on the left of said brushes for braking purposes. The cylinders of the master
and motor controllers are so arranged, as will be shown hereinafter, that they
move synchronously in a step by step manner, and the angular position of the
master operating handle A5 indicates by its angular position the position of the
cylinder of the motor controller; the advantage of which will be hereinafter
set forth. For convenience we have shown the master and motor controllers

page_text: mounted within the same casing, but it is evident that they may be disposed
'with respect to each other in any desired manner.
The cylinder of the motor controller is actuated both forward and backward
by means of a spring pilot motor, which consists of a spiral spring so arranged
that it tends to unwind from both ends. In order to restore energy to the
spring, a small electric motor is provided which is arranged to automatically start
into operation as soon as the spring unwinds to a certain extent.
Referring to Figs. 1, 2 and 4 of the drawings, the spring G, constituting the
propelling force or pilot motor for the cylinder B¹, is secured at its outer end
to a lug on the inner side of the bevel-gear H, and is secured at the inner end
to the hub of the combined ratchet and gear I, which in turn is loosely mounted
on the sleeve J¹ of the gear J. The gear J is loosely mounted on the shaft B³.
Meshing with the gear J is a pinion J3 forming a part of the governing device,
to be hereinafter described. On the under side of the gear J is cut a bevel-
gear J, and meshing therewith is a pinion K which is carried by an arm K',
the said arm being rigidly secured to the controller shaft B2. Rigidly attached
to the sleeve J of the gear is an arm I carrying at its outer end a spring pressed
pawl 12 arranged to engage with the ratchet teeth I³ formed on the inside of
the gear I. Meshing with the gear I is a pinion L' carried by the armature
shaft of the spring winding motor L. Meshing with the spur gear H is a
pinion H forming a part of the governing device to be hereinafter described.
On the upper side of the gear H is cut a bevel gear H2 which is arranged to mesh
with the pinion K carried by the arm K¹..
To regulate the action of the spring motor, two governing devices or escape-
ments are provided; since they are similar in construction, only one of them
will be described. Meshing with the gear H is a pinion H₁, and mounted on
the same shaft with the pinion is a skew-gear N¹ which meshes with a similar
skew-gear N2, rigidly mounted on the shaft with the skew-gear N2 is a wheel N
having a number of radially extending arms; in the present instance four arms
are shown, but the number can be varied as desired.
Mounted in a frame secured to the back of the controller casing are two
magnets P and P¹, these magnets are situated on opposite sides of a polarized
armature P2, and the direction of current flowing through their energizing coils
determines the position of the armature. The armature is provided with an
extension P3 having lugs 2 which engage with one or the other of the armed
wheels N and M, according to the position of the armature, and arrest its move-
inent.
Secured to the left hand side of the controller casing is a rectangular frame O
Mounted
which supports the several skew-gears and also the armed wheels.
within the frame O is a U-shaped pivoted lever 01 arranged to move into engage-
ment with the armed escapement wheels when it is desired to check their move-
ment and also that of the cylinder B, and out of engagement when it is desired
to permit the wheels and also the cylinder to move. The lever is normally
held out of engagement with the wheels by the spiral spring 03, and is brought
into operative position by the solenoid magnet 02. In addition to controlling
the action of the wheels the lever 01 is arranged to hold the armature P² in
which ever position it may happen to be when the magnet 02 is de-energized.
This is accomplished by casting a small V-shaped boss o on the lever O, which
is so arranged that it will, when moved to its normal position by the spring 0³,
engage the pin p¹ on the back of the armature extension p³ and force the armature
to remain in the position which it last occupied, the arrangement and bevel
of the boss being such that it will move the armature in the proper direction.
The coils P, P1 and 02 are connected in series and while the direction of
current in coils P and P determines the direction of movement of the armature P²,
the magnet 0, being a solenoid, will attract its core without regard to the
direction of current.
In view of the necessity of having the controller in readiness for instantaneous

page_text: operation, we prefer to render the winding of the spring motor G automatic,
thereby taking the responsibility away from the motorman. To accomplish this,
an electric motor is provided, the circuit of which is controlled by a switch so
arranged that when the spring unwinds to a certain degree it will close, and
after the spring is rewound, will open.
Referring to Fig. 4, G represents the spring motor, and pivotally supported
at one side thereof is a lever Q carrying rollers at its ends, one roller bearing
on the spring G and the other roller bearing on the switch Q. The switch
is pivotally supported, and is maintained either in the open or closed position
by the spring Q2 which is arranged to work over a dead centre. As the motor
spring G unwinds, it expands, so that the lever Q is gradually rotated around its
centre until the spring Q2 passes the dead centre, and the switch is snapped into
its closed position. This will close the circuit of the winding motor, which will
run until the spring G is wound to a point where the spring Q³ raises the arm
to which it is attached, and causes the switch to open by moving the spring Q³
over the dead centre.
The spring is wound by the motor L when its circuit is closed, from the inside.
The arrangements of parts is such that when the motor starts into operation
the gear
I is rotated, through the pinion L', in a direction to wind the spring,
and the ratchet and pawl I2 prevent the motor from affecting the position of
the cylinder.
Since the motor L will invariably be in action at the same time as the cylinder,
it follows that at times the motor is directly assisting the spring; this occurs
when the movement of the gear I, due to the spring is such that it coincides with
the movement imparted to it by the gear 13, and in no way interferes with the
.operation of the controller.
Keyed to the upper end of the controller shaft is an arm R carrying at its
outer end a spring-pressed contact R¹, which is adapted to engage the fixed con-
tacts 1 to 13 inclusive. These contacts are arranged in the form of a circle,
and are carried by suitable brackets secured to the sides C¹ of the casing. As
the arm R moves around it establishes electrical connection with the various
fixed contacts and assists in the starting and stopping of the cylinder, as will
be shown hereafter. Mounted on the shaft, but insulated therefrom, is a ring R³,
by means of which current is carried to and from the moving arm.
In the upper right-hand corner of the controller casing C is mounted a master
reversing switch S arranged to control the action of the motor reversing switch.
The mechanical construction of the reversing switch for the propelling motors
is shown in Fig. 5. Mounted for rotary movement within the casing U is a
gear U, and meshing with the gear is a pinion U2 arranged to drive the armed
wheel or escapement U³. To simplify the drawing, we have omitted the means
employed to drive the gear, but any suitable means may be employed for this
purpose, as an electric or spring motor, or combination of both, as shown in
Fig. 1. The gear and operating mechanism are somewhat simpler than the one
previously described, as the gear is only required to move in one direction.
Pivotally secured at one side of the casing is a spring-pressed arm V carrying a
pin which is arranged to engage with the notches and 2 in the ends of
the links V1 and V2. The arm Vis normally held in the position shown by
the spiral spring V7, and is moved downwards to a point where it will actuate
the levers V and V2 by the roller U6 mounted on the gear U₁. The links V1
and are pivotally secured to the lever V³, and carried by the outer end of
the lever, but insulated therefrom, are the reversing switch contacts V. The
fixed brushes V5 for engaging with the moving contacts V are mounted on a
suitable block of insulation V6.
On the under side of the gear is a flange U³, shown in dotted lines, and this
flange is provided with a depression for receiving the roller W mounted on the
end of the spring-pressed arm W. The spring-pressed arm, in addition to acting
as a stop for the gear, also regulates the action of the escapement wheel U2, by

page_text: reason of the boss W3 engaging with the arms of the wheel. The arm W is
arranged to form the armature of the magnet W₁, and when this magnet is
energized, the arm is withdrawn from the depression in the flange, and also from
engagement with the escapement wheel U2.
At the lower left-hand corner of the casing is placed a circuit breaker com-
prising a magnet coil X and an armature X2, the said armature controlling
the action of the laminated contact X3. The laminated contact is carried by
a bell crank lever X which is held in its closed position by the armature X². The
stud which carries the roller U6 extends through the gear and mounted thereon
is a roller U. This roller is intended to close the circuit-breaker by engaging
the bell-crank lever X and forcing it downward. We have indicated the roller U4
in its dotted line position, and it will be seen that it rests upon the top of the
lever X.
Situated in the upper right hand corner of the casing are two electro-magnets Y
and Y, and pivotally supported between these magnets is an armature Y². The
armature is formed with an extension. and in this extension are slots y acting as
guides for the pins u¹ and u².
Assuming that it is desired to actuate the reversing switch, the coils Y and W
are momentarily energized by moving the handle S¹ (Fig. 1); this causes the
armature extension to be moved to the position shown in Fig. 5, and the lever W
to be brought to the position shown in dotted lines in Fig. 5, and the gear begins
to rotate; this causes the roller U6 to depress the lever V and the pin will
engage with the notch 2, causing the link V2 to force the right hand end of the
lever V3 down, and the contacts V carried at the lower end of the lever will
be moved into engagement with the fixed brushes V5. The arm V will be
returned by means of the spiral spring V7 as the gear continues to rotate and as
soon as the depression in the flange formed in the back of the gear arrives
opposite the roller W2, the arm W, due to the de-energizing of the magnet W¹,
will move toward the right under the action of the spring W, the projection
or boss W³ will intercept the arms of the escapement wheel U2, and the gear will
come to a standstill.
If, for any reason, the circuit breaker opens, it can readily be reset by
momentarily energizing the magnet coils WI; this will start the gear U₁ into
operation, but will not change the position of the reversing switch, and as soon
as the roller U moves the lever X to the position shown, it will be locked by
the armature X2.
Since
The mechanical action of the motor controller will now be described.
the cylinder B is arranged to establish certain connections when moved in one
direction from a central position, and certain other connections when moved in
the opposite direction, and since the propelling force is a spiral spring capable
of transmitting motion to the cylinder from either end, the direction of motion
imparted by one end being the reverse of that imparted by the other, to actuate
the controller in one direction means that it is necessary to hold the inner end of
the spring and to permit the outer end to travel and to actuate the controller in
the opposite direction means that it is necessary to hold the outer end of the spring
and to permit the inner end to travel.
Assuming that it is desired to move the controller cylinder in a clockwise
direction, the circuit through the coils P; P and 02 is momentarily closed in a
direction to cause the armature P2 to assume the position shown in Fig. 3. As
soon as the circuit is interrupted the pivoted lever 0¹ releases the escapement
wheels N, M, but the escapement wheel N is prevented from turning by the projec-
tion of the extension P³. With the parts as described, the outer end of the
spring motor G is held against movement by the escapement wheel N, but the
inner end is free to move. As the spring unwinds, motion is transmitted to the
gear I, thence through the ratchet and pawl 12 and hub J¹ to the gears J and J.
As the escapement wheel M is free, the gears J and J2 begin to rotate, and
motion is transmitted to the arm K' through the pinion K. The bevel gear H*

page_text: being stationary, it acts as a rack for the pinion, and as the latter moves over the
gear while turning under the action of the bevel gear J2, the angular movement
given to the arm K¹ is in the same direction, but only half the amount of that
of the gear J and J. So long as either escapement wheel is free to turn, the
cylinder will move in the direction permitted by the free escapemnt wheel under
the action of the arm K¹, but as soon as current is permitted to flow through the
magnets P, P1 and 02, the arm 01 is attracted thereby intercepting the arms of
both escapement wheels and indirectly preventing any further rotation of the
cylinder B. It is evident that the opening and closing of the circuit through
the coils can be so timed that the controller cylinder will move any desired
amount and establish certain circuit relations.
Assuming that it is desired to operate the cylinder in the reverse direction,
the inner end of the spring motor Ġ is secured against rotation by locking the
escapement wheel M. This permits the other end of the spring to travel in an
anti-clock-wise direction, and motion is transmitted directly to the gears H and H²,
thence to the pinion K, arm K and to the cylinder. The spring motor will
continue to run until its movement is arrested by stopping the escapement
wheel.
:
From the above description it will be seen that the controller cylinder can be
actuated either forward or back from a central position, and while we prefer to use
the cylinder to establish power connections when moved in one direction, and
brake connections in the other, the arrangement may be modified to give a
forward or backward rotation of the propelling motors, or any other connections
desired.
Referring to Figs. 6, 7 and 8, the circuit connections will be described. For
convenience the circuits of the master controller will be considered separate from
those of the motor controller. In Fig. 8 is shown a three car train each car being
provided with current collecting device 50 which makes contart with a conduc-
tor 51. This conductor may for example, be an over head trolley wire, a third rail-
conductor, or a sectional conductor. Extending through each car on the train is
a cable 52. The ends of the cable are provided with suitable connecting devices 53,
so arranged that when connected like conductors are united. Each car is pro-
vided with one or more motors 54, and an electric braking device 55. As shown,
the motor is mounted on one axle, and the braking magnet or braking device,
on another axle; this arrangement is preferable as it distributes the braking
effect over the car. The master controller A and the motor controllers B are
connected to the cable 52 in multiple. As shown, each car is provided with two
master and two motor controllers located on the front and rear platforms respec-
tively. This is a preferred arrangement as it permits a car to be operated as a
single unit either from the front or rear platform, and at same time permits
it to be joined with other cars to form a train, and the controlling accomplished
from any point on the train.
Assuming that the parts are at rest and that it is desired to start the train:
the arm of the master controller (Fig. 6) is moved to the left until the contacts c
and e rest upon the contacts d and d², and the circuit will be as follows: from
the nositive side of the battery T, by wire 15 to the contact ring A³, to the
contact e, to the contact d, to contact F, to contact 1, by wire 17 to contact 1",
to contact R¹, through the arm R to the contact ring R2, thence
through the coils P, P1 and 02 in a direction indicated by the full-
line arrow, through the wire 14 to the contact ring A', to the contact d, to the
contact e, to the contact ring A2 and by wire 16 to the negative side of the
battery. This energizes the magnets and P in a direction to move the
armature Pupward, and the projection f engages with the arms of the escape-
ment wheel M. A continued movement of the master controller to the contact 13
will interrupt the circuit above described, and the coil 02 will be de-energized,
thus permitting the pivoted lever to withdraw from engagement with the
escapement wheel N coils P and P¹ will also be de-energized, but this will not

page_text: affect the armature På after it has once assumed its position. As soon as this
is done, the spring motor & starts into operation and unwinds from the inner
end, and the arm of the motor controller travels until the contact R', carried
thereby, reaches the fixed contact 13" as soon as this occurs the circuit is again
established through the coil 02, and the pivoted lever is brought into engage-
ment with the escapement wheel M. To continue the movement in this direction,
the master controller is advanced step by step, and the motor controller will
follow.
Assuming that the parts are at rest at the off position, and that it is desired
to move the motor controller in the opposite direction to that previously described,
the arm E of the master controller is moved to a point where the contacts e
and el engage with the contacts d', d² on the frame 1), and the circuit is as
follows: from the positive side of the storage battery T, by wire 15 to contact
ring A3, to contact e to contact d², to contact ring A¹ by wire 14 to coil 02
of the governing device, thence through the coils P and P in series to ring Ra
on the master controller, thence through the arm R, the spring-pressed con-
tact R¹ to wire 17, to contact 1, to contact F, to contact d₁, to contact e¹, to
ring A², by wire 16 to the negative side of the battery. This will cause the
armature 1 of the governing device to be attracted, and as soon as the frame D
with its contact is moved off of the contact L by means of the handle A³,
spring 03 to withdraw the pivoted lever O¹ from engagement with the escapement
the circuit of the solenoid magnet 02 will be interrupted. This permits the
wheels. The escapement wheel N, being retained by the projection p, is held
against engagement, but the wheel M being free to rotate, the controller is
started into operation and continues so until the contact R' of the motor con-
troller rests on the contact 2. The master controller contact F having been
previously advanced to contact 2, as soon as the contact R¹ arrives at contact 2ª,
a circuit is established which energizes the coil 02, and the pivoted lever O
is brought into engagement with the escapement wheel M, and further movement
of the controller is prevented. To advance the motor controller in the same
direction, the master controller is moved forward until the contact F rests on
the fixed contact 3. As soon as this is done the motor controller will start into
operation, and run until the contact R¹ rests on fixed contact 3ª, which completes
the circuit of the coil O2 and stops further movement of the cylinder as before.
It will be seen that by this arrangement the position of the operating handle
of the master controller indicates the position of the cylinder of the motor con-
troller; that is to say, the angular movement of the master and motor controllers
is the same. This is not a necessary arrangement, but a desirable one, for it
indicates to the motorman the position of the motor controllers. By this arrange-
ment it will be seen that all of the motor controllers which are connected to the
cable 52 in multiple will be advanced in a step-by-step manner, and in syn-
chronism with the master controller. For the purpose of illustration it has been
considered that the master controller is located on the front platform of the first
car in the train; but if desired, this switch may be located at any convenient
point on the first car, or upon any other car of the train, and the control effected
from that point.
The master reversing switch S normally stands at the off position, and when it
is desired to operate the motor reversing switch the fingers of the switch S are
moved into engagement with either the upper or the lower contacts, and a
circuit is created from the positive side of the storage battery T, through the coil Y
or Y' and the coil W₁ to the negative side of the battery after the switch-energiz-
ing coils have been energized long enough to permit the starting of the gear U¹
shown in Fig. 5, the circuit is interrupted, and as soon as the depression in the
flange on the back of the gear arrives opposite the roller on the spring arm W,
the lug Wintercepts the arm of the escapement wheel U³, and further move-
ment of the gear is prevented.
The motor L for winding the spring G is series wound, and is connected from

page_text: the positive to the negative side of the battery T to the snap switch Q. By
using the storage battery T in the manner described it will be seen that the
controllers may be operated in either direction from a central position, whether
current is being supplied to the cars by the conductor 51 or not.
This is a very
important feature, for without that it might happen that the motor controllers,
on the various cars were at their full speed position when the circuit breakers
at the station opened, and if the circuit at the station was re-established after
the motors had come to a standstill or practically so, the shock to the motors
caused by supplying them with maximum current at full potential would be
extremely liable to injure them.
Referring to Fig. 7, circuits of the motor controller will be described, as
arranged, the contacts situated on the right of the vertical row of fixed brushes
are intended to establish the power circuit relations of the motors, and the con-
tacts on the left to establish the braking connections of the motors.
Assuming that the contacts on the right have been advanced to a point where
the brushes rest upon the line 1-1, the circuit will be as follows: from the
supply conductor 51 through the contact device 50, through the laminated con-
tacts X3 of the circuit-breaker, through the coil, X' to the wire 56, to the brush 56,
thence to the contact on the cylinder, and by cross connection to the brush 57,
thence to all the sections of resistance 58 to the brush 58, thence by cross-
connected contacts on the cylinder to brush 59, to brush 59ª, thence by cross-
connected contacts to brush 60, to brush 60 on the reversing switch and,
assuming that the contacts on the right are in circuit with the brushes, to the
contact 61, through the armature of motor 54 to the wire 62, to the brush 62,
thence by the contact on the reversing switch to the brush 63, to the brush 63
on the master controller, and by cross-connected contacts on the cylinder to
brush 64, thence through the field of motor 54 to the ground. With the circuits
as described, each motor on the train is connected, in series with a resistance,
between the source of supply and ground. The conductor 56 extends throughout
the train, and the collectors 50 on the several cars are connected in multiple
therewith; by this arrangement we are enabled to preserve the current supply
to the motors ont the various cars under all running conditions for if the
collecting device of one car is momentarily insulated or establishes a poor con-
nection with the supply conductor current will be supplied to the motors on that
car by means of the other collecting devices on the train.
If it is desired to increase the speed of the train, the contact cylinders are
advanced step by step in the manner previously described, which cuts out one
section after another of the resistance 58 until finally each motor is connected
directly between the source of supply and the ground.
For the purpose of retarding the train when it is desired to stop, we convert
the motors commonly employed for propelling into generators, and supply the
current thus generated to the brake-shoe 55.
Assuming that it is desired to brake the train the master controller is moved
to a point where it causes the motor controller to move in the opposite direction
to that previously described, and, assuming that the contact cylinder has moved
to a point where the vertical row of brushes rests on the line a--a, the circuit
is as follows: from the positive brush of the motor 54 to brush 61, thence by
contact on the reversing switch to brush 60ª, to brush 60, thence by cross-con-
nected contacts on the cylinder to brush 64, through the field of the motor 54
to ground, thence to the ground connection of the contact-shoe 55, through the
shoe to the wire 65 to the brush 65, thence through the cross connected contacts
on the cylinder to brush 57, thence through all the sections of resistance 58 to
brush 58, thence by cross-connected contacts to brush 59, to brush 59%, by cross-
connected contacts to brush 63ª, to brush 63 on the reversing switch, by contact
on the reversing on the reversing switch to brush 62ª, and thence to the negative
brush of the armature of motor 54.
The contacts on the lower portion of the left-hand side of the cylinder are

page_text: reversed relative to those on the right. This is to reverse the direction of current
flowing through the armature at the time the motor is converted into a generator
for braking purposes. By reversing the relation of the field and armature con-
nections on the cylinder, we avoid the necessity of shifting the main motor revers-
ing switch.
To
With the circuits arranged as described, the motors have been converted into
generators, and are supplying current to the brake magnets of the train.
increase the pressure of the brakes, one section after another of the resistance 58
is cut out of circuit. To return the controller to the off position, the reverse
of the operation above described is employed.
It will be obvious that any preferred form of motor controller may be adapted
for use with our invention.
Having now particularly described and ascertained the nature of our said
invention (as communicated to us from abroad) and in what manner the same
is to be performed, we declare that what we claim is:)-
1 The combination of a vehicle, a motor mounted thereon, a controller for
regulating the motor, and a spring motor for driving the controller.
2-The combination of a vehicle, a motor mounted thereon, a controller for
regulating the motor, and a spring for driving the controller both forward and
back in a step-by-step manner.
3 The combination of a motor, a controller therefor, a spring motor for
actuating the controller both forward and back, and means for controlling the
motor.
4 The combination of a motor, a controller therefor and a spring motor for
actuating the controller, arranged to unwind from both ends.
5 The combination of a vehicle, a motor mounted thereon, a controller for
regulating the motor, a spring motor for driving the controller, and an electric
motor for winding the spring.
6 The combination of a vehicle, a motor mounted thereon, a controller for
regulating the motor, a spring motor for driving the controller, an electric motor
for winding the spring, and means for automatically starting the electric motor
into operation.
7 The combination of a vehicle, a motor mounted thereon, a controller for
regulating the motor, a spring motor for driving the controller, an electric motor
for winding the spring, and a means for controlling the electric motor, which is
dependent upon the condition of the spring motor.
8 The combination of a motor, a controller therefor a spring motor for actuating
the controller, arranged to unwind from both ends, and means for securing one
end of the spring while the other end unwinds.
9 The combination of a motor, a controller therefor, a spring motor for
actuating the controller, and means for stopping the spring motor at predetermined
times corresponding with the step on the controller.
10 The combination of a motor, a controller therefor a spring motor for
actuating the controller arranged to unwind from both ends, and means for
stopping the spring motor at predetermined times corresponding with the steps
on the controller, irrespective of the unwinding of the spring.
11-The combination of a vehicle, a propelling motor, a spring driven con-
troller for starting, a stopping and controlling the motor, having a number of
running points, and a master controller for regulating the motor controller,
which has a number of running positions corresponding to that of the motor
controller.
12-In a system of control the combination of a number of vehicles mechanic-
ally united, motors mounted on certain of the vehicles and arranged to drive
the vehicles as a common load, a spring driven controller for each motor car, and
a master controller capable of regulating all of the motor controllers.
13 In a system of control, the combination of a number of vehicles mechanic-

page_text: ally united, motors mounted on certain of the vehicles and arranged to drive
the vehicles as a common load, a spring-driven motor controller for each motor
car, a master controller for regulating the motor controllers, and a cable extending
through the vehicle to which the master controller is connected, the said cable
being electrically separated from the motor circuits.
14, In a system of control, the combination of a number of vehicles mechanic-
ally united, motors mounted on certain of the. vehicles and arranged to drive
the vehicles as a common load, a motor controller for each motor car, a spring
motor for driving the motor controllers, a master controller for regulating the
motor controller, connections for the motors, and connections for the master con-
troller which are electrically independent. of the motor connections.
15 In a system of train control, the combination of a number of vehicles
which are mechanically united, motors on two or more of the vehicles, a motor
controller for each vehicle having motors mounted thereon, a spring motor for
driving each motor controller, and means uniting the motor controllers in such
a manner that they can be controlled from a single point.
16 The combination of a plurality of motor cars united to form a train or
portion of a train, a controller on each motor car, consisting of a double set of
contacts arranged to establish connection with a single set of contacts, a spring
motor for actuating the double set of contacts, and a master controller. for
establishing similar circuit connections with all of the motor cars simultaneously.
17 In a train system, the combination with a number of cars provided with
separate controllers, dynamo-electric machines controlled by said controllers for
propelling the said cars, and for positively retarding the motion of said cars
without absorbing energy from the line, a spring motor for driving the motor
controllers forward and back, and means for simultaneously operating all of said
controllers from a selected point.
"
18 In a train control system, the combination with a plurality of sets of brakes
and motors, of a plurality of controllers, each adapted to regulate one set of
brakes and motors, a spring motor for each motor controller capable of driving
it forward and backward, and means for simultaneously controlling the operation
of all of the spring motors from a selected point.
19 In a controller system, the combination of a master controller, comprising
'a set of fixed contacts and a set of contacts movable with respect thereto, a
master reversing switch, a motor controller comprising power and brake contacts,
and a spring motor controlled by the master controller for regulating the action
of the motor controller.
20-In a system of control for electric motors, the combination of a master
controller, having a set of fixed contacts, and an arm mounted for engagement
therewith, a motor controller having a set of contacts and an arm mounted for
engagement therewith, and means for producing corresponding movements of the
arms.
21 In a system of control for electric motors, the combination of a motor
controller, means for actuating the controller, means for regulating the action
of the controller, and a relay for controlling said means.
22 In a system of control for electric motors, the combination of a motor
controller, means for actuating the controller, and a polarized relay for regulating
the action of the motor controller.
23 The combination with an electric car and its motors, of a controller having
a cylinder adapted to connect the motors for acceleration by its rotation in one
direction, and to cause the retardation of the car by its rotation in another
direction, and a spring arranged to move the controller in both directions.
24 The combination with a shaft; of means for actuating it, in either direction,
a pair of stops so arranged that both may be active, or one may be released
while the other is active, and means for controlling the action of the stops.
25 In a controller, the combination of a set of moving contacts, a motor for
driving the contacts, and an electrically controlled escapement.

page_text: 26 In a controller, the combination of a set of moving contacts, a motor for
driving the contacts both forward and back, an escapement for regulating the
forward movement of the contacts, a second escapement for regulating the back-
ward movement of the contacts, and means for controlling the escapements.
27-The combination with a shaft, of a spring arranged to impart movement
to the shaft, and means for automatically restoring energy to the spring after
its effective strength has decreased by a certain amount.
28 The combination with a shaft, of a spring motor arranged to drive a shaft,
gearing loosely mounted on the shaft and connected to the motor, and means for
transmitting motion from the gearing to the shaft.
29 The combination with a shaft, of a spring motor arranged to drive the
shaft, gearing loosely mounted on the shaft and connected to the motor, means
for transmitting motion from the gearing to the shaft, and means for governing
the speed at which the shaft travels.
30 The combination with a shaft of a spring motor a pair of gears loosely
mounted on the shaft, means for holding one of the gears while the other is
moving, and gearing between the said gears and the shaft, whereby the angular
movement of the shaft is less than the angular movement of the pair of gears.
31 The combination with a shaft of a spring motor, a pair of gears loosely
mounted on the shaft, means for holding one of the gears while the other is
moving, a pinion arranged to mesh with both gears, and an arm for imparting
movement to the shaft, which is secured to the pinion and the arm, as set forth.
32 In a system of distance control or electric motors, the combination of a
motor, a controller therefore, a pilot motor for driving the motor controller, a
master controller, and an escapement for controlling the movements of the pilot
motor, which is controlled by the master controller.
33 In a system of distance control for electrically actuated devices, the com-
bination of a motor capable of movement in two directions, means for determining
the direction of movement of the motor, and means for stopping the motor
irrespective of its direction of movement.
34 In a system of distance control for electrically actuated devices, the com-
bination of a motor capable of movement in two directions, means for determining
the direc..on of rotation of the motor, an escapement for regulating one movement
of the motor, a second escapement for regulating the movement of the motor in
the opposite direction, and means for stopping the escapements.
35 In a system of distance control for electrically actuated devices, the com-
bination of a motor capable of movement in two directions, a polarized relay for
determining the direction of rotation of the motor, escapements for regulating the
direction of movement of the motor, means for stopping the motor, and electrical
means controllable from a distance for controlling the means employed to stop
the motor.
36 In an electric switch, the combination of fixed and moving contacts, a magnet
for determining the direction of movement of the contacts, a motor actuating the
switch and a magnet which controls the starting and stopping of the motor.
37-In an electric switch, the combination of fixed brushes, moving contacts
adapted to engage therewith, links for moving the contacts, a lever for actuating
the links, and means for determining which link will engage with the lever.
38-In an electric switch, the combination of fixed brushes, moving contacts
adapted to engage therewith, links for moving the contacts, a lever for actuating
the links, means for determining which link will engage with the lever, and a
motor for moving the lever.
39 In a combined switch and circuit breaker, the combination of means for
actuating the switch, means for closing the circuit breaker, and means for ensuring
the closing of the breaker each time the switch is moved.
40 The combination of a switch, a circuit breaker, and a common means
for actuating the switch and closing the breaker, so arranged that the switch

page_text: may be closed without affecting the breaker or the breaker closed without affect-
ing the switch.
41 The combination of an automatic circuit breaker, a tripping coil therefor,
a switch, a motor for closing the circuit breaker and switch, means for locking
the switch in place except on overload, and means for ensuring the enclosing
of the circuit breaker each time the switch is actuated.
42 The combination of a spring motor arranged to drive a given load, with
means for rewinding the spring comprising an electric motor and a circuit-closing
device which is actuated upon by the expansion of the spring.
43 The combination of a spring motor arranged to unwind from both ends,
with means for rewinding the spring, comprising an electric motor the circuit of
which is controlled by a switch that is controlled by the expansion of one of the
turns of the spring.
Dated this 25th day of October 1899
THE BRITISH THOMSON-HOUSTON CO. LTD.,
J. J. MANHEIM,
A. R. MONKS,
Directors,
ALFRED CLEMENTS,