Improvements in Systems of Controlling Electrically Propelled Railway Trains.
Year: 1898

page_text: printed as amended in accordance with the decision of the Chief Examiner
dated the 31st day of January 1907.
(The Amendments are shown in erased and italic type).
Date of Application (in the United Kingdom), 24th Sept., 1898
Complete Specification Left, 24th Sept., 1898-Accepted, 11th Feb.,
1899
Improvements in Systems of Controlling Electrically Propelled
Railway Trains.
I, FRANK E. CASE, of Schenectady, in the County 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 particu-
larly described and ascertained in and by the following statement :--
In order to obtain the greatest tractive and accelerating effort on a train pro-
pelled by electric motors, it is necessary to divide the motive force into a number
of units and to apply the several units to the axles of the different cars.
To successfully operate a train having a number of motor-cars, it is necessary
that the controlling be done from a single point on the train; otherwise the motors
of one car may be called upon at times to do an amount of work which differs
materially from the amount being done by the motors of another car.
To reduce the complications of a train system to a minimum and to enable the
train to be conveniently made up of different lengths as may be required, it is
desirable to make each motor-car a complete unit in itself, that is to say, to provide
it with a contact device, motor or motors, and a suitable controlling mechanism,
which is arranged to work in conjunction with other controlling devices on the
train. The system should be so arranged that any number of similar cars may be
coupled together in any desired order or position, and that all the motors of the
train may be controlled from any one of the cars.
Further, it is highly desirable that the contact devices on each car should take
current sufficient for the needs of that particular car only, and that the heavy
currents which actuate the motors should not pass from car to car.
It is the principal object of my invention to provide a system of train control
fulfilling the requirements above set forth, such that from any selected point on the
train all of the machines may be made to act simultaneously and equally, to
accelerate the train or to maintain it in motion in either direction, or to retard it

page_text: evenly and strongly, and that all of these actions, in all cars of the train, may be under
the control of a single motorman.
In carrying out my invention, I prefer to divide the motors of the train into
sets, each set preferably consisting of the motors of a single car, and to govern
each set of motors by a separate set of motor-controlling devices, and, further, to
provide at a number of selected points on the train master controllers so
arranged that each desired master controller will actuate all of the motor
controllers.
It is obvious that, with the arrangement above outlined at any particular time,
the train as a whole will be operated from a single selected point. I prefer
then to provide means sufficient to prevent any successful attempt, from any other
point, to interfere with such operation. To this end I may provide an inter-
locking arrangement, preferable electrically controlled, such that any movement
of either of the master controllers from its off position will automatically lock all
other master controllers of the train. These devices are preferably so arranged that
as long as all of the master controllers are at the off position, any one of
them may be operated, while the operation of that one will lock all of the
others.
I further prefer to provide each master controller with three switches, the
power switch, the reversing switch, and the braking switch, respectively, and to
divide the motor controllers into corresponding switches and divisions."
I also prefer to accomplish a part of the motor control, as the usual series-
parallel and resistance steps, by a number of separate contacts or switch-blades,
while the other steps are provided by the action of controller cylinders or their
equivalents. All of these devices should be controlled or actuated by electro-
magnetic means.
My invention also comprises various details of construction and arrangement, to
be hereinafter more particularly described and claimed.
In the accompanying drawings, which show an embodiment of my invention,
Fig. 1 represents diagrammatically a three car train viewed from below; Fig. 2 is a
diagram illustrating the controllers and cables on a single car; Fig. 3 is an end
elevation of a contact-operating magnet; Fig. 4 is a section of a magnetically-
operated contact taken on the line 4-4 of Fig. 3; Fig. 5 is a detail section of the
stationary and moving contacts, together with the arc-disrupting chute; Fig. 5*
and 5' are details of the contacts; Fig. 6 is an end view of a switch-operating
mechanism; Fig. 7 is a diagram of the motor and controller circuits; Fig. 8 and
Fig. 9 are detail views of a slight modification of the inagnetically-actuated
contacts: Fig. 10 is a diagram of the circuit connections of the modified contacts;
Fig. 10 shows the application of said contacts to the motor circuits; Fig. 11
illustrates diagraminatically the motor and brake combinations; and Fig.12 illustrates
the locking device for the controllers.
Referring to Fig. 1, I have shown each car provided with two motors M, M¹,
mounted respectively on two of the four axles, but the number, may be varied to
suit the traffic conditions. Mounted on those axles which are not provided with
motors, are electro-magnetic brakes M³, of any desired construction, the ones
shown comprising a disc m', which revolves with the axle, and a magnet m which
is prevented from rotating by bar m³, as well understood in the art. By this arrange-
ment, the retarding effect is applied to all the car axles, and consequently a good
distribution of the braking effect is obtained. If all the axles on the vehicle are
provided with electric motors, then the brake-magnets may be mounted in the
usual manner, and the braking effect of both brake-inagnet and generator
obtained from each axle. One or more contact devices M', making contact with
the stationary conductor M5, should be provided for each car. Situated on the
front and rear platforms of the cars are shown master controllers N, so called because
they regulate the operation of the motor controllers On, which are located under
the car or seats, as may be desired,

page_text: Referring to Fig. 2, the relation of the master and motor controllers is clearly
shown. Each motor controller consists of three switches 0, 0, 0, which will be
more fully described in detail later; but for the present it is sufficient to say that
switch O is arranged to couple the motors in series and parallel and to control the
resistance of the circuit; switch O¹ is the ordinary reversing switch, arranged to
establish the proper relation of the motor circuits for forward and backward move-
ment of the car; and switch 0 2 assists, while in one position, to establish the
proper relation to the motor circuits when the motors are employed in propelling
the vehicle, and in the other position, to convert the motors into braking generators
employed to retard the progress of the car, and to apply the brake-magnets.
The master controller consists of three cylindrical switches, N, N', and N², each
provided with a separate actuating handle, and while no interlock mechanism is
shown between the switches, it is to be understood that such a mechanism is
employed, and may be of any of the well-known constructions.
:
Mounted for engagement with the cylinders N, N', and N2 are vertical rows of
stationary brushes 7, 7, 72, which are connected respectively, as will be shown
Since
hereafter, to the various wires of a cable P which extends through the car.
master controllers of the different cars are similar in construction and connected
to the cable in multiple arc relation, similar movements produce similar relations
of the circuits. The switch or power cylinder N, through suitable electro-magnetic
means, to be hereinafter described, controls the action of the series-parallel
motor-switch O; reversing cylinder N' controls the action of the motor-reversing
switch O, and brake cylinder N2 controls the action of the power-brake
switch O*.
The ends of cable P are provided with terininals P¹, which engage similar
terminals on adjacent motor-cars. For simplicity of illustration, no trail-cars are
shown on the train, but it is to be understood that they may be employed and
placed between the motor-cars at the front or rear end of the train, as desired.
Obviously it is possible to place a master controller upon one or more of the trail-
cars, and to omit them froin one or more of the motor-cars, if preferred. When
trail-cars are placed in front of motor-cars, it will 'be necessary to provide them with
a cable P, in order to complete the train connections.
As the master controllers do not vary the notor currents, but only the small
currents necessary for switching purposes, they need not be as large and heavy as
the motor controllers.
The motor controller 0 comprises a plurality of separate electro-magnetically
actuated contacts or switches of the form shown in Figs. 3, 4, and 5. Each contact
is provided with a cup-shaped casting A, arranged to form a part of the magnetic
circuit, and within said casting is mounted an energizing coil A. Secured to the
top of casting A is a cover A2 provided with a downwardly-extending core A³,
On the
slightly hollowed out at its lower end to receive the upper end of core A'.
side of casting A are lugs A by means of which the contacts are secured to a
suitable support. Extending downwardly from the casting are lugs A which
support pivots B² of the switch-blade B, at the same time forming a part of the
magnetic circuit of the blow-out. Connecting the lower ends of the lugs A is a
piece of wood or other insulating material A', forming a support for the stationary
contact B. The core A+ is pivotally secured at its lower end to switch-arın B, and
under normal conditions, that is, when no current is flowing in coil A', is held in
the position shown by a compression spring B³ and by the weighted arm. B'.
spring B³ surrounds a pivot pin Bs, which acts as a guide for the switch-arm, and
at the same time retains the spring in place. The movable core A' is surrounded
by a non-magnetic bushing As and surmounted by a sheet-metal cap A' to prevent
it from sticking to the casting and stationary core A³. The outer and inner ends of
the switch-blade are insulated from each other, as indicated in the drawings, and
connection is established between the outer end of the switch-blade and the motor
circuit by flexible cable B which is wrapped around the pin B² to further
increase the flexibility of the connection. The stationary terininal -B' .consists
The

page_text: of a spring-supported piece of metal provided at its outer end with a rounded
portion B' with which the switch-blade makes contact. The switch-blade and
fixed brush are provided with arcing points or projections Bs, as shown in
Figs. 3 and 5. The arrangement of the switch-blade and fixed brush is a
particularly desirable one, for it permits a wiping connection between the parts
as they are moved to the position shown by the dotted lines (Fig. 4); yet when
the parts are free to return to their normal position, there is no friction between
them tending to retain them in the closed position; on the contrary, there is
a decided effort exerted by the brush tending to force the switch-blade back to
its full line position. When the circuit is first closed between the switch-arm B
and brush B', the projections B are in contact, but as the switch-blade moves to
its final closed position, as shown in dotted lines (Fig. 4), the projections B' move
away from each other. This particular feature is more fully represented in Figs 5*
and 5b. In the first figure, switch-blade B is just making contact with the fixes
fixed brush B', and the projections B are in contact, these projections, being the
first to close the circuits, are the last to break it, consequently all of the arcing takes
place at this point, and the remainder of the parts are left bright and clean.
Fig. 5 represents the final closed position of the switch-blade, the projections B*
being separated by a definite space. No matter how much arcing takes place at
the projections B, the contact between the parts will always be good, for it is inade
at some distance from the point at which the arc forms.
Screw-threaded to casting A is the blow-out magnet core C, and surrounding the
core is a winding C₁ consisting of a number of turns of flat metal ribbon which is
connected to cable B in any suitable manner. The downwardly-extending lugs A
are connected by a web A having a central opening through which extends the
switch-blade. This web, in connection with lugs A, forms one pole-piece for the
blow-out magnet, and plate C2 forms the other. Plate C2 is hinged on the right-
hand side, to enable it to be swung outward when it is desired to inspect the
contacts, and is retained in position by a screw Ce which enters the core C.
Situated between the metal parts of the blow-out magnet and the switch-blade, are
insulating walls which from form'an open-bottom chamber C³. Extending parallel
to this chamber, in a vertical direction, is a rectangular open-ended chute C, made
of insulating material. The chainber and chute are connected by a rectangular
opening C, through which project the arcing extensions Bs of the switch-blade
and fixed contact brush. By winding coil in the proper direction, the arc
inay be made to travel toward the extensions B8 and into the open-ended
chute C', since an arc, when in a magnetic field, tends to travel at right angles
to the direction of the lines of force. This action causes the arc to be stretched
as shown in dotted lines in Fig. 5, and as the arc is blown farther away from
the contacts by the action of the magnet, it strikes against the side wall of chute C',
and as the progress of the arc in this direction is limited by the wall of the chute,
the arc still being within the influence of the magnetic field, it is expanded in
flattened loops until disrupted; the sides of the loops extending parallel to the side
walls of the chute. By this arrangement, it will be seen that the arc is first blown
to the right for a certain distance, and then by reason of the restriction afforded by
the walls of the chute, the-arc is blown in two directions from a central point and
parallel to the direction of movement of the moving switch-blade or contact B.
In Fig. 6 I have shown the means employed for actuating the motor-reversing
switch O¹. The reversing and power-brake switches of the motor controllers being
similar in construction, except for the number and relation of the contacts, a descrip-
tion of one of them will be sufficient. The reversing switch cylinder O is provided
with a central shaft O2, mounted in suitable bearings, not shown. On the outer
periphery of the cylinder is a plurality of contacts arranged to make and break the
circuit of fixed brushes 0%. The cylinder is actuated by means of iron-clad
electro-magnets O' and O'; these consist of cup-shaped castings O", provided with
detachable covers 0 having inwardly projecting and hollowed out cores. Mounted
upon the top of the switch cylinder is a metal plate Os to which are attached the

page_text: movable magnet cores 0°. By setting the magnets O' and O at an angle to each
other, I am enabled to economize space, and also limit the movement of the cores
by securing them to the switch cylinder at points near the center of movement.
The parts are shown as being mounted on a wooden support D, but any other
forin of support may be employed.
With the parts in the position shown, the power circuit is established, the motors
being connected in the proper manner to propel the car in the forward direction.
The dotted line position represents the reverse of the above.
For operating the separate contacts, and also the motor controller and reversing
switch, I prefer to employ a source of power in addition to that supplied to the
motors, so that in the event of failure of the motor supply from any cause, I am
still able to control the action of any one of the contacts or switches. For braking
the vehicle or train, suitable switch mechanism is provided for converting the
motors into generators and connecting them in local circuit, resistance being
employed tc regulate the flow of current. In addition to these generator brakes,
the separate source of energy employed for actuating the switches and contacts is
utilized for braking purposes; this is accomplished by providing the cars with
suitable brake shoes m, m¹ (Fig. 1), provided with energizing coils, indicated in
diagram at M³ (Fig. 7), and passing a current from the said source through the
coils, suitable regulating means being employed. In operating the brakes, prefer
to close the circuit of the brake-magnets before setting the generator brakes in
action, but this is not essential.
By this arrangement, I obtain the advantage of a double set. of brakes, each
independent of the other, the power of the braking generators decreasing relative
to the decrease in speed of the moving train or vehicle, while the braking effect of
the brake-magnets may be constant or increasing as the current in the breaking
generators decreases. The arrangement possesses a further advantage in that the
brake-magnets will hold the car when stopped on a grade, without the use of hand
or air brakes.
In Fig. 7 the circuits of the controllers and motors are illustrated in detail, also
the storage battery and motor generator used to actuate the contacts and switches.
The storage battery F is charged by means of a motor generator comprising two
separate armatures E, E¹ mechanically coupled by shaft E2. If desired, a single
arinature, having a double winding, may obviously be employed. The motor E,
which is provided with a shunt field winding, is supplied with current from contact-
shoe M. The windings of the motor generator are so arranged that the voltage of
the battery-charging circuit is reduced from that of the line."
Under normal conditions, that is, with the full main line voltage, the motor
generator E will supply the current employed for actuating the separate contacts,
the reversing switch O¹, power-brake switch 02, and the brake-shoes M. At the
same time a certain amount of current will flow through the storage battery to
ground, thus charging the battery. As soon, however, as the potential of the motor-
generator is reduced, due to any cause, the battery F will supply the current for
actuating the separate contacts, switches and brake-magnets. It will be seen that
by this arrangement a reserve or additional source of supply is always at hand, and
in a position to perform any useful work as soon as the voltage of the motor.
generator decreases.
It is evident that any well-known means may be employed on the notor-.
generator, for compensating for variations of main line voltage; but as this feature
forms no part of the present invention, reference thereto will be omitted.
In circuit with the lead from the shoe is a coil E3 which, when the normal current
is flowing through the motor, holds the battery switch F1 closed; but as soon as
the current falls below a certain amount, owing to a partial or complete failure of
the source of supply, the switch automatically opens. By this arrangement, the
battery F, is prevented from converting the generator E' into a motor, and driving
the motor E as a generator to supply current to the line. Battery F is charged
by the generator E', and is connected to ground at one end to brush 19 of the

page_text: master controller at the other. All the batteries and motor generators on the train
are connected in multiple between cable-wire 19 and the ground by this arrange-
ment, as soon as the circuit of a master controller is completed all the batteries and
motor generators E' on the train unite to supply current to actuate the switches
and contacts.
In order to facilitate the reading of the diagram of connection in Fig. 7, all
wires and brushes which are in electrical connection and the contacts controlled
thereby, are given the same reference numeral, but with different exponents; for
example, brush 1 of power cylinder N is connected to cable-wire 1, and cable
wire is connected to wire 1, which in turn furnishes current to the magnet coil
operating the switch contact 14
The operation of my invention is as follows: assuming that it is desired to
propel the car or train forward, the left-hand set of contacts on reversing switch N¹
is moved into engagement with brushes 13 and 23, which causes switch O₁ to
move to the position shown; switch N is moved into engagement with the vertical
line of stationary brushes at the position 1-1, and current flows from the storage
battery F and motor generator E', to brush 19, to brush 1, by means of the contacts
on cylinder N to cable-wire 1°, by wire 1 through two energizing switch coils, each
of which corresponds to coil A₁ of the switch shown in Fig. 4, to ground. This
causes the switch-blades to close the circuit of the first two contacts T and 1,
A second circuit is from brush 19, by cross-connected contact to brush 3, to
cable-wire 3, thence through wire 3 and switch coil to ground. This energizes
the switch inagnets and closes the motor circuit at 34.
A third circuit is from brush 19, by cross-connected contacts on the cylinder to
brush 11, by cable-wire 11 to wire 11ª, through the switch coil connected therewith
to ground. This causes the motor circuit to be closed at 11ª, and the motor circuit
is as follows: from contact-shoe M to contacts T and I", through section R² of the
resistance R (the first section R¹ being employed only for braking purposes), to
wire 21, to switch 02, to reversing switch O¹, to armature of motor M, to reversing
switch 01, to switch O³, thence, through the field of motor M to contact 11ª, by
wire 22 to switch 0%, to reversing switch O¹, to armature of motor M', to reversing
switch O', to switch O, by cross connection to field of motor M', to ground. With
the circuits arranged as above, the two motors are connected in series, as indicated
at 50, Fig. 11, with full resistance. The different resistance coils R are preferably
graded, (those shown at the left in the drawing being of highest resistance), as is
common in all controllers in which the resistances are thrown in multiple with
each other. I have indicated this roughly in in the drawing by the different lengths
of the coils. At the time the power circuit is first closed, a circuit is completed
from the battery F and motor generator E', through the brake shoes M³ in a
direction to de-energize then. This brake-shoe circuit is as follows: from battery F
and motor generator E¹ to brush 19, by cross-connected contacts on cylinder 'N to
brush 16, to cable-wire 16, to auxiliary resistance R', to switch O, thence through
the brake-shoes in the direction indicated by the dotted arrow, to switch 02, and
to ground. This circuit is only closed momentarily, and acts to de-energize the
brake-inagnets so that they will release their hold on the brake discs; the relation
of the brake magnets and separate source of supply is shown at 51, Fig. 11.
To increase the speed of the motors, switch cylinder N is moved to the left, and
as each contact thereon engages with its corresponding stationary brush, an
additional switch coil is energized, which closes the circuit of one of the resistance
contacts. The resistance circuit is thus gradually decreased by cutting in sections
of resistance in multiple, until the brushes rest on line 7-7, and the resistance is
short-circuited at 9 This is the last series running position. After this the
resistance is cut back into circuit step-by step, to a sufficient amount, one motor is
shunted, as more fully shown hereinafter, and the motors are connected in multiple
With the brushes resting on line 8-8, the circuit is as follows: from the separate
source of supply, to brush 19, by cross-connection on cylinder N to brush 1, to cable

page_text: wire 1°, by wire 1* to the switch coils, and thence to ground. This closes the circuit
of the first two contacts Tª and 1ª.
A second circuit is from brush 19, by cross-connected contacts to brush 3, to cable-
wire 3, thence through wire 3ª and switch coil to ground; this closes contact 3ª.
A third path is from brush 19, by cross-connected contacts to brush 4, to cable-
wire 4, thence through wire 4* and switch coil to ground; this closes contact 44.
A fourth circuit is from brush 19, by cross-connected contacts to brush 10, to
cable-wire 10, wire 10, through its switch coil to ground; this closes contact 10d.
A fifth circuit is from brush 19, by cross-connected contacts to brush 12, to cable-
wire 12, wire 12* and switch coil to ground; this closes contact 124.
With the circuits arranged as above, the motor circuit will be as follows: from
contact-shoe M to contacts T and 14, to contacts 3" and 4", through two sections of
resistance in multiple, to switch 02, to reversing switch O¹, to the armature of
motor M, to reversing switch 0¹, to switch O², thence, through the field of motor M,
to contact 12 and to ground.
The second circuit is from point con wire 21, by contact 10 to wire 22, to
switch 02, tothe reversing switch 'O', to the armature of motor M', reversing switch 01,
switch 0, by cross-connection to the field of motor MI, and to ground. With
the connections as above, the motors are connected in multiple with full resistance
for that position, as shown at 52, Fig. 11. A further movement of the cylinder N
cuts out step after step of resistance R.
The reversing switch 01, indicated in diagram 'as consisting of twelve contacts and
eight relatively movable brushes, is operated by means of coils O' and 05, which are
connected respectively to brushes 13 and 14 of the master reversing switch N¹. If
the motors are propelling the car forward, the brushes will rest on the vertical line
of contacts now situated on the left; if the motors are propelling the car backward,
the brushes will rest on the line of contacts now situated on the right. The circuit
for these coils, assuming the car to be propelled forward, is, from battery F to
wire 23, by cross-connected contacts to brush 13, to coil O* to ground. This will
establish the relation of contacts and brushes which is shown in the figures.
Assuming that it is desired to reverse the motors, cylinders N and N2 are brought
to the off position, and reversing switch N' is moved to a point where the brushes
will rest on the contacts now situated on the right. The circuit will then be from
battery F by wire 23ª to brush 23, by cross-connected contact to brush 14, through
coil 0, to ground. This will energize the magnet, and its core will be attracted, and
the reversing switch moved to the point where the upper line of contacts will be in
engagement with the first row of brushes, and the third line of contacts in engage-
ment with the lower row of brushes.
For operating the power-brake switch O, I have shown a slightly different
arrangement of the circuits; the object being to cut the actuating coils out of circuit
as soon as they have performed their work.
Assuming that the parts are as shown in the diagram, Fig. 7, and that it is
desired to move the switch 02 to a position where it will establish proper braking
connections, the master controller brake switch N is moved to a point where the
brushes will rest on line 1-1, and the circuit is from battery F or generator E¹, or
both, as the case may be, by wire 23 to brush 23b, by cross-connected contacts_to
brush 15 to cable-wire 15, by wire 15, through a contact on switch O. to coil BC,
to ground. As soon as coil BC is energized, it will attract its core, and throw the
switch to a position where the upper line of contacts will be in engagement with
the stationary row of brushes. As soon as the switch assumes its new position, the
circuit of the coil BC is interrupted, and the switch contact will pass from under-
neath the brushes and the circuit of the coil PC is partially completed by the
contact now situated directly above the brush connected to coil PC. With this
arrangement, the coil PC is in position to receive current as soon as it is desired to
throw the switch 02 to its power position, yet neither of the switch coils is consuming
energy. By this arrangement I can make the coils comparatively small, and of low
self-induction, so that there will be no time lost between the closing of the circuit

page_text: and the actuation of the switch O'. While I have not shown this arrangement
applied to the reversing switch, it is of course evident that such an arrangement
can be applied; or the arrangement shown in connection with the reversing switch
could be employed for actuating the power-brake switch.
Assuming that it is desired to arrest the movement of the train, switch N is
brought to the off position, and the brake circuit closed by advancing the master
controller brake switch Na to a point where the stationary brushes rest on line 1-1 ;
the circuit is then as follows; from the battery F, by wire 23, to brush 23", by
cross connection to brush 12b, to cable-wire 12, to wire 12* and its switch coil, to
ground. This closes contact 124, which connects one end of the field of motor N to
ground. A second circuit is from brush 23" by cross-connection to brush 16, to
cable-wire 16, thence through the auxiliary resistance R, to switch 02, thence
through the brake shoes M3 in the direction indicated by the full-line arrow, to the
switch O. The circuit divides here, at point 33, one path being through the field
of motor M to ground, the second path being, by way of connection 30, through the
field of motor M, to contact 12 to ground, and to the negative side of the battery.
With the circuits thus arranged, the two fields are connected in multiple and
grounded at one end and united at the other end, and connected to the brake-
shoes Ms; the battery F and generator E' supplying current to energize the brake-
shoes and field-magnets as indicated at 53, Fig. 11.
A further movement of the brake switch N2 to the left will cut out one section
after another of the auxiliary resistance R', which increases the power of the
brakes. When the brake cylinder N2 has advanced to a position where the
vertical row of brushes rests on line 4-4, the motors M, M', which have been
converted into generators by the shifting of switch 02, are coupled in a local circuit
with a certain amount of resistance, and the circuit of the master controller is as
follows: from battery F, and generator E¹, by wire 23* to brush 23", by cross-
connected contacts to brush 2b, to cable-wire 2°, wire 2", to its switch coil; to ground.
This closes contact 24, and the circuit of first section of resistance R.. A second
circuit is from brush 23h, by cross-connected contacts to brush 10, to cable-wire 10°,
wire 10 and its switch coil, to ground; this closes the circuit at contact 10, and the
circuit of the motors now acting as generators, is as follows: starting at point 30,
on switch 02, to reversing switch 01, to the armature of motor M, to the reversing
switch, to point 31 on switch 02, where the circuit. divides. One path is through
wire 32 to the first resistance point, through the first section of resistance, through
contact 10d, wire 22, switch 02, by cross-connected contacts, to ground.
A second path is from point 30, to the field of motor M, to contact 12ª, to
ground. A third path is from contact 34 on switch O to the reversing switch O¹,
to the armature of motor M', to reversing switch O¹, to switch 0%, to point 31,
where it unites with the current from the armature of motor M, and passes
through the resistance to ground. A fourth path is from point 33 on switch O² to
the field of motor M, and to ground.
The
With this arrangement of circuits, the motors are grounded at one end and
connected in multiplo, with an equalizer f between the fields and armatures.
two motors are controlled by the resistance R, which is grounded on one end. The
circuit of the brake-shoes remains unchanged, so that further description is
unnecessary.
A further movement of the cylinder N2 to the left will decrease the resistance of
the brake circuit by cutting one section after another of resistance into multiple
with the one already in circuit. The circuits as described above are illustrated at 54,
in Fig. 11.
When the cylinder №2 has advanced to a position where the brushes rest on
line 13-13, the power of the brake shoes is decreased by cutting in the first two
sections of the resistance R*.
It will be noticed that as soon as the brake cylinder N2 is thrown, the field-
magnets of both inotors are energized from the battery F and generator E¹; this
provides for a certain amount of field excitation at all times, in a direction to
assist the excitation due to the armature current,

page_text: As only a small current is required to de-energize the brake-imagnets, the
resistance R is of considerable amount; and in order to decrease the effect of
said resistance when it is employed for regulating the brake-shoes, without
increasing the number of cable-wires and controller brushes, a short-circuiting
contact 35 is mounted on switch 0, and when the switch is thrown by energizing
coil BC, the last section of resistance R is cut out of circuit.
The circuit is normally complete through the master brake-switch N° by the
contacts thereon, and brushes 235 and 20. By this arrangement the power-brake
switch 02 will be returned to the proper position for establishing the power circuit
of the motors as soon as the brake circuit is interrupted. Assuming that the
power-brake switch O2 is at the brake position, as soon as brush 20³ engages with
contact 37, a circuit is completed from battery F and generator E¹ to wire 23*,
brush 23", by cross-connected contacts to brush 20", to cable-wire 20°, to contact 38
on switch 0%, coil PC, and to ground. This will cause coil PC to attract its core
and the power-brake switch O will be moved to its power position, the circuit of
coil PC interrupted, and the circuit of coil BC completed at this point, and in
readiness to receive current for throwing switch O to its brake position.
1
In the ordinary arrangement of electric brakes, the brake-magnets are connected
in circuit with the motors in such manner that the current from the armature
passes through them. With a construction of this kind, the power of the brake
decreases as the speed of the vehicle decreases; but by iny invention I am
enabled to maintain any predetermined braking effect by utilizing the battery F
and generator E'. This will hold the car or train upon a grade after the generators.
have ceased to work.
By employing braking generator and brake-magnets energized from a separate
source, and operating them in conjunction, as for example, in the manner
described above, I am enabled to obtain a much smoother braking effect than
heretofore, besides furnishing a certain field excitation for the motors, so that they
will be ready to act instantly as braking generators. Assuming that battery F and
generator E are designed to furnish 125 volts, and that the circuit is closed
through the brake-shoes and motor fields, there will be a certain drop in voltage
due to the resistance of the field-inagnet coils, amounting to one or two volts ;
but when the armature circuits of the braking generators are coupled in series
with the fields and are forcing a large current through the magnet coils, there will
be a drop of potential across the terininals of the field-magnets which will be
proportional to the current flowing therein, and the effective voltage of the
separate source of supply will be decreased by an amount depending upon said
drop; this will cause a decrease in the retarding effect of the brake-magnets by an
amount corresponding to the increase of current in the armature."
As soon,
however, as the braking effect of the generators decreases, due to variations in
speed in the vehicle and changes of resistance in the armature circuits, the
retarding effect of the brake-magnets will again increase. By this arrangement,
it will be seen that the total braking effect of a train can be made much more
smooth and gradual than in the ordinary manner.
In changing the motors from series to parallel relation, there is a certain amount
of danger of short-circuiting of the motors, due to careless manipulation of the
controller cylinders. To prevent this, I provide an electro-magnetic interlock
between certain of the switches or contacts, so arranged that their operation is
automatic, and the improper connections cannot be established, no matter how
carelessly the controller is handled.
In Fig. 10ª I have illustrated the connections of the motors at the time they are
going froin series to parallel. It will be seen that a shunt is momentarily thrown
around the second motor by ground-wire 12 before the motors are connected in
parallel, as shown by the dotted line 36. If, by reason of improper manipulation,
wire 36 is connected from the second motor to the trolley before the circuit at
contact 11 is opened, there will be a short-circuit for the resistance R to ground
through wire 36 and contact 11ª and wire 12. To avoid this, I use special switches

page_text: For contacts 10 and 11ª. These are shown in detail in Figs. 8, 9 and 10.
Switch-arm B and its actuating core A+ are constructed the same as already
described. In addition to this, a piece of insulating material e, carrying the con-
ducting strip e¹, is mounted on the under side of the weighted arm B, and is
arranged to open and close the circuit of the contacts 9, g¹, which are secured to
one side of the insulating block A'.
In Fig. 10 the arrangement of the circuits is shown. Current enters by wire 11ª,
passes from contact g to contact g', through strip e¹, to coil 11°, to ground. This
will energize coil 11°, which will attract its core and open the circuit between the
contacts h and h¹. This will also close the circuit between switch-blade B and
brush B'; and so long as coil 11° remains energized, the circuit of coil 10° cannot
be closed, even though brush 10 rests upon the contact cylinder. As soon, how-
ever, as coil 11° is de-energized, the weighted arm B* will cause the switch to open,
and close the circuit between the contacts h and h¹. After this the circuit of
coil 10° may be energized in the ordinary manner. If, on the other hand, the con-
troller cylinder is travelling in the opposite direction and the circuit of coil 10° is
completed, the circuit between this switch-blade and brush will be closed, and the
circuits of coil 11 will remain open until coil 10° is de-energized.
In Fig: 12 is shown the means employed to prevent the simultaneous operation
of two switches on the same train. I have shown this device applied to the reversing
switch, for it is customary to provide a mechanical interlock between the
reversing switch and the other controller switches, so arranged that when the
reversing switch is at its off position, all the circuits are interrupted. Assuming
that switch N¹ is located on the controlling car, and that it is moved to a position
where the contacts rest on the proper brushes to establish a forward movement of
the train, the notched disc n, which is rigidly secured to the operating shaft of N',
will take the position shown. A magnet 37 is provided for each switch, and is
provided with a pivoted armature 38, which is retained in the raised position by
spring 39 as long as no current flows in inagnet coil 40. The hooked end of
armature 38 is arranged to engage, when the magnet coil is energized, with the
notch 41 in disc n, and retain the switch in the open-circuit position.
: It is desirable to employ two reversing switches on each car, and to locate them
at opposite ends; with this arrangement the coils 40 are connected in series, and
if the power circuit is closed, current flows from battery For motor generator E¹,
through the coils 40 to cable-wire 19°, to wire 23" (Fig. 7), brush 23, by cross-con-
nected contacts to brush 13, to coil 04, and to ground; or to brush 23b, if the brake
circuit is closed; or brush 19 if the power circuit is closed.
Normally any one of the master controllers may be operated, as the armatures 38
are raised by the springs 39, but when one of the switches N', for example, the one
located at the head of the train, is thrown to an operative position, current flows
from all the batteries and motor generators on the train in multiple through cable-
wire 19, and energizes the magnet coils 40 which attract the armatures 38, and
lock all the master controllers on the train, excepting only the ono in actual
operation, shown on the left in Fig. 12. As soon as the circuit of wire 19° is inter-
rupted, the armatures will assume their normal position and release the switches.
By this arrangement, any switch on the train may be operated, and the remaining
switches locked against improper manipulation.
It will be seen that I divide the motors of the train into a number of sets, each
operated by a separate controller. In the form shown, two motors constitute a set,
but my invention is not limited thereto, as each controller may operate one, two,
four, or any desired number of motors. In general, I prefer to provide a separate
controller for each car, whatever may be the number of motors mounted thereon.
I can, and preferably do, wind the contact magnet coils A' in such direction that
their magneto-motive forces assist the magnetization of the blow-out magnets.
An additional advantage of my system is that it allows the brakes to be fed from
a source of supply of fairly constant potential as distinguished from the ordinary
method of feeding them with current from the braking generators. In the last

page_text: mentioned arrangement, the current in the brake-shoe falls off at just the time
when the braking action of the generator decreases, which may be objectionable.
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 instantaneously
assume the corresponding position without any appreciable time interval inter-
vening, 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.
Certain types of train control systems have been proposed in which, upon an
interruption or upon an interruption and restoration of the main current circuit,
the motor controllers are automatically brought back to zero. The result of such an
arrangement is that, at or after every slight momentary interruption of the power
circuit of any car, the controller of that particular car begins to run back. It
follows that upon the restoration of the power circuit, the controller of that par-
ticular car may be placed in a position different from the position of controllers
on other cars of the train, so that the different cars receive different accelerations,
and a "pulling and hauling" action takes place, which is exceedingly disagreeable
and wasteful of current. It will be seen that with my improved system I supply
current to the motor controllers at all times from the auxiliary source, and
maintain them in operative condition whether the power circuit is open or
closed.
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―
In-a-controller-for-electric-motors, the-combination of a plurality of separately
netuated-contacts-for-changing-the--resistance--of-the-motor--eireuit,--and--electro-
magnets-for-controlling-the-contacts.
2 In-a-controller-for-electric motors, the combination-of-a-plurality of separately
actuated-contacts-for-changing-the-grouping-of-the-motors-from-series-to--parallel;
and-an-electro-magnet-for-controlling-the-contacts.
3-The-combination,-with-a--plurality-of--motors;--of-a-plurality--of--separately-
netuated-contacts-for-making-the-series-parallel-connections-and--electro-magnetie
means, controllable-from-a-distance, for-controlling-their-action.
4-The-combination-of-a-motor,-a-controller--therefor,-comprising-a-plurality-of
separate-electrically-actuated-contacts,-and-a-master-controller-for-regulating--the
operation-of-said-contacts.
1 a. The combination of a plurality of motors, a plurality of master controllers
connected by a cable in multiple arc relation, and separate individually-actuated
contacts regulated by the master controllers for controlling the motors.
6-In-an-electric-controllers-the-combination-of-a-plurality-of--separate--electro-
magnetically-operated-contacts-for-grouping the motors-in-series-or-parallel-relation,
and-a-master-controller-for-regulating-the-operation-of-the-separate-contacts.
In-a-train-system;-the-combination--of-a-number-of-cars-united-to-form--a
train, motors-for-propelling-the-train-mounted-upon-more-than-one--of-the--ears;
separate-electrically-actuated-contacts-for-controlling the-operation-of-the-motors,
and-a-master-controller-for-regulating-the-operation-of-said-contacts.
S_In-a-train-system, the combination of a number--of-ears--united--to--form--a
train-motors-for-propelling-the-train-mounted upon-more--than--one-of the-ears,-a
plurality-of-separate electrically-netuated-eontaets-for-changing-the-grouping-of-the
motors;-a-master-controller-mounted-on-each-motor-ear,--and--connections--whereby
2. In a train system, the combination of a number of cars united to form a
train, motors for propelling the train mounted upon more than one of the cars,
a plurality of separately-actuated contacts for changing the resistance of the
circuits of the motors, mechanism for operating said contacts, a master controller
the-master-controllers-may-operate-the-motor-controllers-of-the-train.

page_text: on each motor-car, and electrical connections between the master controllers and
the said mechanism, which are independent of the inotor circuits.
10 The combination-of-a-plurality of--motor--ears--united--to--form--a--train-at
controller on-each-motor-ear-comprising a plurality of separate-electrically actuated
connections--on--all
contacts,-and-a-master-controller-for-establishing-similar-eireuit-
the-motor-ears-simultaneously.
11
train,
In-a-train-system;-the-combination-of-a--plurality-of--cars-united--to-form-a
each-provided-with-its-own-eontaet-device-and-motors-a-controller--for--the
motors, comprising-a-plurality-of-separately-actuated-contacts, a-master--controller
for-regulating-the-motor-controllers,-and-connections-between-all-of-the-master-con-
trollers-on-the train.
12 The combination-of-a-plurality-of-motors-for-propelling--a-ear;-a-controller
comprising-a-plurality-of-separately-netunted-contnets--for-changing--the--resistanee
of-the-eirenits-of-the-motors;-meehanism-for-operating-said-eontaets,-a-master--con-
troller;-and--electrical--connections--between--the--master--controller--and--the--said
mechanism;-which-are-independent-of-the-motor-eireuits.
13 The-combination-of-a-plurality-of-motors,--a--contact--device--for--supplying
enrrent-thereto,-a-controller-having-a-plurality-of--separate--magnetically--netuated
contacts;-for-changing-the-motor-eireuits,-a-plurality-of-master-controllers for regu-
lating-the-motor-controllers-and-electrical-connections-between-the-magnets--of--the
master-controllers,-which-are-independent-of-the-motor-circuits.
14 In-an-eleetrie-controller;-the-combination-of-a-plurality of separate--contacts
for-changing-the-resistance-of-the-motor-eireuit,-a-blow-out-magnet, and-an-electro-
15-In-e--controller;--the--combination--of--a--plurality of--separately--aetuated
magnet-for-actuating-the-contacts-and-assisting-to-energize-the-blow-out-magnet:
magnetically-controlled-contacts;-with-means-for-blowing-out-the-are-formed-at-the
contacts.
16 In--e--controller---the--eombination--of--a--plurality--of--separately--aeinated
contacts,-a-blow-out-magnet,-and-shunt-wound-magnets-for-netnating-the-contacts,
so-arranged-that-they-assist-the-blow-ont-magnet-to-disrupt-the-ares-formed-between
contacts:
17 In-a-controller--the--combination--of--a--plurality--of--separately--netnated
magnetically-controlled-contacts,-and-means-for-returning-the-contacts-to-their--off
position-as-seen-as-the-enrrent-eeases-to-flow-in-the-operating-magnets.
18 In-a-controller;--the--combination--of-a--plurality-of--stationary--contacts,
separately-aetuated-moving-contacts-for-closing-the-eireuit-of--the-stationary--eon-
taets,-and-electro-magnets-for-controlling-the-moving-contacts-and-holding-them-in
engagement-with-the-stationary-contacts, the arrangement-being-such-that-as-soon
as-current-eeases--to-pass-through-the--magnets,-the--contacts-will-return-to--their
open-position.
10 In-a-train-system-of-control;-the-combination-of-a-controller-for-each-motor-
ear,-comprising a plurality-of-separately-actuated-contacts-for-regulating-the-motor
eireuits,-electro-magnets-for-controlling-the-contacts.-the--arrangement--being--such.
that-as-soon-as-current-ceases-to-pass-through-the--coils,-the--motor--eirenit-will--be
interrupted-at-the-contacts,-and-a-master-controller-for-regulating-the-operation-of
the-separate-contacts.
20 In-a-train-system,-the-combination-with-a--plurality-of--cars-supplied--with
motors-and-with-motor-controllers,-of--a--master--controller,--and--electro--magnetie
magnetically-controlled-means-whereby-the-motor-controllers--assume-at-all--times
positions-corresponding to the position-of-the-master-controllers,-and-are-maintained
in-rigid-synchronism-therewith, irrespective-of-the-direction-of-motion-of-the-master
controllers.
21 The combination-of-a-plarality-of-motors, a-controller-therefor,-comprising-a
plurality-of-separately-netuated--contacts-for-regulating-the-motor--circuits;-and
such-that-as-soon-as-current-eeases-to-pass-through-the-coils,-the-meter-eirenit-will
be-interrupted-at-the-contacts;-and-a-master-controller-for-regulating-the-operation
electro-magnets-for-controlling-the-operation-of-the-contacts, the-arrangement-being
of-the-separate-contacts:

page_text: 3-22 In a train system, the combination with a number of cars provided
with separate controllers comprising separately actuated contacts, of means con-
trolled by said controllers for propelling said cars, and for positively retarding
the motion of said cars, and means for simultaneously operating all the said
controllers froin a selected point, substantially as described.
23
In-a-train-system,-the--combination--with--a--number--of-ears-provided--with
ears;-and-for-positively-retarding-the-motion-of-said--care-without--absorbing--power
from-the-line-and-means-for-simultaneously-operating-all-the-said--controllers-from
separate-controllers,--of-means--controlled-by-said-controllers for-propelling--said
a-selected-point.
4-In-a-train-system, the combination-with-a-plurality of motors--or-sets-of
motore;-of-a-plurality-of-controllers,-each-adapted-to-conneet--and--regnlate--one-set
of-meters-for-positively-necelerating--the--train--or-for--retarding--it-by-acting--as
braking-generators;-and-means-for-simultaneously-operating-all-the-controllers-from
a-selected-point.
4-25 In a train-control system, the combination with a plurality of sets of
brakes and motors, of a plurality of controllers comprising separately actuated
contacts, each controller being adapted to regulate one set of breaks and motors,
and means for simultaneously controlling the operation of all the controllers from
a selected point, substantially as described.
26
In-a-train-control-system,-the--combination--with-a--plurality-of-brakes--and
motors,-or-sets-of-brakes-and-motors;-of-a-plurality-of-controllers;-each--adapted--to
regulate-one-set-of-motors-for-power-and-braking-purposes;-and--also-to-apply one
set-of-brakes,-and-means-for-simultaneously-operating--all-the-controllers--from--a
selected-point:
27-In-a-controller-system-for-dynamo-electrie-machines-employed-for-propelling
controlling-the-machines-when-employed-for-propelling-and-braking--purposes;-and
and-braking-purposes,-the-combination-of-n-set-of-separately--actuated contacts--for
n-master-controller-for-regulating-the-operation-of-said-eontnets.
#s In-a-controller-system;-the-combination-of--n-master-controller;--comprising
power,-reversing-and-brake-switches,-a-motor-controller-comprising power, reversing
and-brake-switches;-and-means-controlled-by-the-master--controller--for-regulating
the-action-of-the-motor-controller.
20 In-a-controller-system;-the-combination--of-a-master--controller--comprising
power,-reversing-and-brake-switches, a-motor--controller--containing--a-plurality--of
separately-actuated-contacts;-and-means-controlled-by-the-power-and-brake-switches
for-actuating-the-contacts.
30 In-a-controller-system-for-dynamo-electrie-machines, employed-for-propelling
and--braking--purposes;--the--combination--of--a--master--controller,--comprising--a
plurality-of-switches,-a-motor-controller-comprising-a-plurality-of-separate--electro-
magnetically-aetuated-contacts,-a-reversing-switch;-a-power--brake-switch-separate
therefrom,-and-electro-magnets-controlled-by-the-master--controller-for-controlling
the-switches:
31 In-a-controller-for-dynamo-electrie-machines-employed-for-propelling--and
braking-purposes;-the-combination-of-a-master-controller-comprising-power;-revers-
ing-and-brake-switches;-and-means-connecting--the--master-and-motor--controllers;
whereby-the-operation-of-a--master-controller-switch--produces--the--operation-of--a
corresponding-motor-controller-switch-
32 In-a-controller-for-dynamo--electrie-machines-employed--for-propelling-and
braking-purposes;-the-combination-of-a-master-controller-comprising-power-revers-
controller-comprising-power,-reversing-and-brake-switches-for-changing-the--motor
eonnections,-and-electrical-connections-between-similar-switches-of-the--master--and
motor-controller;-whereby-the-elosing-of-a--master--controller--switch--produces--the
ing-and-brake-switches,-each-provided-with-a--separate-operating handle, a-motor
elesing-of-a-similar-motor-controller-switch:
33. In-a-controller-for-electric-motors, the combination-of--a--plurality--of-sepa-
rately-uetuated-eontacts-for-controlling-and-regulating-the--motors--when--they-are

page_text: employed-for-propelling-and-braking-purposes,-a-switch-controlling-the--operation
of-the-separate-contacts-when-the-motors-are-connected-for-propelling,-and-a-second
switch-mechanically-separate-from-the-first-for-controlling-the-action-of-the--sepa-
rate-contaets-when-the-motors-are-connected-for-retarding.
34-In-a-controller-for-electrie-motors,-the--combination--of-a--plurality-of-sepa-
employed-for-propelling-and-braking-purposes;-&-switch--eontrolling--the--operation
rately-netuated-contacts-for-controlling-and-regulating the motors--when-they-are
of-the-separate-eentnets-when-the-motors-are-connected-for-propelling, and a second
switch-mechanically-separate-from-the-first-for-controlling the action of the separate
eontaets-when-the-motors-are-connected-for-retarding-and-electro-magnetie--means
for-controlling-said-eontaets-and-switches-from-a-distant-point.
35 In-a-train-system,-the-eombination-of-a-number-of-motor--ears,--each--motor
ear-forming-a-separate-unit-and provided-with-a-master-and-a--motor--controller,
each-of-said-controllers-being-provided-with-power,-brake--and--reversing--switches,
means-for-operating-the-master-switches;-electrical-connections--between-the-corre-
sponding-switches-of-the--master--and--motor--controllers, whereby-the-elosing--of--a
master-switch-produces-a-similar-closing-of-a-motor-switch;-and-electrical-connes-
tions-extending-through-the-train-to-which--the--master--controllers--are--conneeted,
the-arrangement-being-such-that-the-elesing-of-a-master-switch--causes--the--elosing
36-In--a--system--of--motor--control;--the--combination-of-a-master-controller,-a
motor-controller-regulated-by-the-master-controller-for--regulating--the--motors, a
source-of-supply-for-the-motors;-and-an-additional-source-of-supply-for-sapplying
of-all-the-corresponding-motor-switches-on-the-train.
eurrent-for-controlling-the-motor-controller-
37 In-a-system-of-motor-control,-the-combination-of-a--master-controller,-com-
prising-a-plurality-of-switches,-a-motor-controller-comprising-a-plurality-of--similar
switches-for-regulating-the-action-of-the-motors-when-employed-for-propeiling and
braking-purposes;-u-souree-of-supply-for-the--motors,--and--an--additional-source--of
supply-for-supplying
current-for-actuating-the-motor-switches;-and-means-whereby
the-netion-of-the-motor-switches-is-controlled-by the master-switches:
5-38 In a system of train control, the combination of a number of motor-
cars, provided with master controllers consisting of power, brake and reversing
switches, and a motor controller comprising separately actuated contacts for each
motor-car, consisting of corresponding brake, power and reversing switches,
electrical connections between corresponding switches, a source of supply for each
motor-car, independent of the current supplied to the motors, for actuating the
motor switches, and a cable connecting all of the master controller switches, the
relation of the controllers and separate sources of supply being such that
the closing of a master switch at any point on the train causes the closing of all
corresponding motor switches on the train.
30 In-an-electrically-propelled-vehicle,-the-combination-of-a-controller-for--con-
verting-the-motor-or-motors-into-generators-and-ineluding-them-in--a--local--eirenit,
the-brake-magnets-from-a-sonree-of-supply-independent-of-the--eurrent--induced-in
one-or-more-electric-brakes-mounted-in-u-suitable manner;-and-means-for-energizing
the-generators, during-the-time-that-the-motors-are-acting-as--generators-to-retard
the-progress-of-the-vehiele, and--means--for--controlling--the--said--controllers--and
energizing-means-from-a-distance.
40 In-an-electric-train-system,-the-combination-of-a-number-of-motor-ears;-each
provided-with-means-for-converting-its-motors-into-generators for-braking-the-train;
the-motor-eirenits-of-one-ear-being-independent of those of the--adjacent--ear,-and
means-situated-at-a-selected-point-for--controlling--the--action--of--all--the--braking
generators:
41 In-an-eleetrie-train-system, the-combination-of-a-number-of-motor-ears--each
provided-with-means-for-converting the--motors--inte--generators--for--braking--the
train,-and-magnetically-controlled-brakes-supplied-from-a-separate-sonree-of-energy,
and-a-master-controller-located-at-a-selected-point-on-the-train-for--controlling--the
action-of-the-braking-generators,-and-also-of-the-brakes:

page_text: 42 In--a-system-of-electric-brakes;-the-combination-of-a-braking-generator,
magnetically-operated-brakes;-a-separate-source-of-power-for-the-brakes,-means--for
elosing-the-generator-on-a-local-eireuit,-and--means-for-maintaining--the--eirenit--of
the-brakes-elosed-during-the-time-that-the-generator-is-acting-to-brake-the-vehiele.
43-In-a-system-of-electric-brakes,-the-combination-of-a-braking-generator-and-a
storage-battery-brake;-and-means-for-elosing-the-generators-on-a-local--eirenit, the
eireuit-of-the-storage-battery-brakes-and-the-generators-being-so-arranged--that--the
power-of-the-battery-brakes-decreases-at-the-time-the-power-of-the-generator
inereases,-and-inereases-as-the-power-of-the-generator--brake-decreases,
slowing-of-the-ear.
brakes
due--to--the
44-In-a-system-of-electric-brakes,-the-combination-of a dynamo-electrie-machine,
an-electrically-controlled-brake;-a-source--of-supply-for-the--brake--independent-of
that-of-the-dynamo-electrie-machine,-and-means-for-elosing-the-eirenit-of-the-brake
through-the-field-magnet-of-the-dyname-eieetrie-machine
45 In-a-system-of-electric-brakes,-the--combination--of-a-plurality-of-dynamo-
electrie-machines,-electro-magnetically controlled brakes, a-seuree-of-supply-for-the
brakes-independent-of-that-of-the-dynamo-electrie-machine,--means-for-converting
the--machines-into-generators-for--braking-purposes,--and--means--for--elosing-the
eirenit-between-the-separate-souree-of-supply-and-the-fields-of-the--generators--to
provide-them-with-an-initial-excitation.
46-In-a-system-of-electric-brakes,-the--combination--of-a--plurality-of-dynamo-
eleetrie-machines;-electro-magnetically-controlled-brakes,-a-souree-of-supply-for-the
brakes-independent-of-that-of-the-dynamo-electrie-machines, -means-for--converting
the-machines-into-generators-and-conneeting-them-in-multiple-in-a--local--grounded
eirenit,-contacts-for-closing-the-eireuit-between-the-separate--source--of-supply--and
the-brake-magnets,-and-contacts-for--conneeting-the-separate-souree--of-supply--te
ground-in-sueh-manner-that-the-eurrent-passes-through-the-magnets-of-the--brakes
und-the-fields-of-the-generators.
47-In-a-system-of-electric-brakes;-the-combination-of-a-controller-for-regulating
controlled-brakes,-and-contacts-on-the-master-controller-for-regulating-the-passage
the-motors,-u-master-controller-for-regulating--the--motor--controller, -electrically-
of-current-from-the-battery-to-release-the-brakes:
48 In-a-system-of-electric-brakes;-the-combination-of-a-controller, for-converting
the-motors-into-generators-for-braking-the-vehiele-and-for-regulating-them-when-so
connected, brake-magnets,-storage-battery-and-eontaets-on-the-controller-for-com-
pleting-the-battery-eireuit-through-the-brake-magnets-in-a-direction-to--deenergize
them.
6-40 In a system of motor control, the combination of a master controller, a
motor controller containing a pivoted switch, and electro-magnetic means controlled
by the master controller for actuating the switch, substantially as described and
illustrated.
50-ln-an-eleetrie-controller-the-combination-of-a-motor-switch; electro-magnets
for-aetuating-the-switch-a-master-controller--for-regulating--the--operation--of--the
switch;-and-eontacts-on-the-switch-so-arranged-that-when-it-is-moved-to-one-position
it-breaks-the-eirenit-of-the-magnet-which-enused-its-operation.
61 In-a-system-of-control--tor--eleetrie--motors;--the-combination--of-a--meter
switch;-eleetre-magnets-for-aetuating-the-switch;-a-master-controller-for-regulating
the-operation-of-the-switch;-and-contacts-on-the-switch-so-arranged-that--when--the
switch-is-moved-to-one-position-it-breaks-the-eirenit-of-the-magnet-which-enused-its
operation;-but-establishes-the-eireuit-of-the-magnet-which-moves-it-in-the--opposite
direction.
33-In--an-electrie--switch--the--combination--of--fixed--and--moving-contnets;-a
magnet-for-blowing-the-are-formed-between-the-contacts-in-a-direction-at--an-angle
with-the-direction-of-movement-of-the-contuets,-and-an-are-restraining-chute situated
at-one-side-of-the-contuets;-into-which-the-are-is-blown.
53 In-an-eleetrie--switch--the---combination-of-fixed-and--moving--contacts,--a
magnet-for-blowing-the-are-formed-between-the-contacts-in-a-direction-at-an--angle

page_text: with-the-direction--of--movement--of-the--contacts;--and--an--are--restraining--chute
situated-at-one-side-of-the-eontacts,-and-provided-with--open-ends,--into--which--the
are-is-blown.
54-In--an--eleetrie--switch;--the--combination--of-fixed--and--moving-contacts;-n
chamber-in-which-the-contacts-are-mounted;-an-are-restraining-chute-provided-with
an-opening;-and-a-blow-out-magnet-for-blowing-the-are-from-the-chamber-into--the
ure-restraining-enute.
-In--an-electrie--switch,--the--combination-of--fixed-and-moving-contacts;-an
open--ended--ehamber--in--which--the--contacts--are-mounted;--an--open-ended-ure-
restraining-chute,-a-passage-between-the--chamber--and--the--chute:--and-a--magnet
for-blowing-the-ares-formed-at-the-eontaets-through-the-passage-into-the-chute.
56-In-nn-electrie-switch;-the-combination-of-fixed-and-moving--contnets;-contnet
surfnees-on-the-contacts,-and-areing-projections--on-the-contnets;-so--arranged--that
ther-are-the-last-point-to-break-eireuit--when--the--eontaets-are--separated,-whereby
the-contnet-surfaces-are-protected-from-injury.
-In-an-electric-switch;-the-combination of fixed--and--moving--contacts;-areing
projections--on--the--contacts;--an--are-restraining-chute-into-which-the-projections
extend;-and-a-magnet-for-blowing-the-are-along-the-projections-into-the-chute.
58 In-an-electrie-switch;-the-combination-of-fixed--and--moving-eontaets;-areing
projections-en-both-contaets-arranged-to-proteet-the-eontaet--surfaces;-an--insulated
chamber-surrounding-the-contacts;-an-are-restraining--ehnte--extending--parallel--to
the-chamber;-and-an-opening-conneeting-the-chamber-and-chute-through-which-the
projections-extend.
59-In-an-electric-switch;-the-combination-with-a-resilient-or--spring-supported
terminal;-of-a-moving-contact-arranged-to-make-a-wiping-or-sliding--contact--there-
with-the-arrangement-being-sneh-that--when--the-moving--contact--is--released,--the
terminal-assists-the-opening-of-the-eirenit.
60. In-an-electrie-switen;-the-combination-of-n--switch--blade--a-fixed--terminat
having-a-free-outer-end;-and-a-spring-for-supporting-the-terminal-and-assisting-the
opening-of-the-switch-blade;-the-switchblade-and-terminal-being-so-arranged--that;
as-the-switch-blade--is--moved--to--a--position--to--elose--the--eireuit;-the-terminal-is
displaeed;-resulting-in-a-sliding-connection-between-the-parts.
61-In-an-electro-magnetically-aetuated-switch,-the--combination--of-an--eieetre-
magnet,-a--switch-contact--aetuated-thereby,--and--means--controlled--by--n--seeond
electro-magnet;-for-interrupting-the-eirenit-of-the-first-mentioned-magnet.
62-As--a--means--for--preventing--the--simultaneous--operation-of-two-electro-
magnetically-aetuated-switches;-the-combination-of-n-magnet-coil-for--each--switch;
'and-means-controlled-by-each-switch-for-making--and--breaking-the--eirenit--of--the
other-magnet-coil;-the-arrangements-being--sueh--that--when--one--switch--eoil--is
energized-the-eirenit-of-the-coil-of-the-other-switch-is-interrupted.
63 As--a--means--for--preventing--the--simultaneous--operation--of--two-electro-
magnetically-aetuated-switches,-the-combination-of-switch-blades-arranged-to-make
and-break-electrie-eirenits;-n-eoil-for-aetuating-each-switch,-and-a-contact-controlled
by-each-switch-for-making-and-breaking-the-eirenit-of-the-other-netuating-coil.
64-The-combination-of-a-plurality-of-switches,-an-electro-magnetically-controlled
loeking-device-for-each-switch,-and--means--se--arranged--that--when--one--of--said
switches;-is-in-operation,-the-remainder-are-locked-against-movement:
65-The-combination--of-a--pair--of--switches--mounted--on--the-same--vehiele;--an
electro-magnetically-operated-foeking-device--for--each-switch--coils-for-operating
said-devices-conneeted-with-a-source-of-supply-and-means-controlled-by-the-switch
which-is-in-operation-for-closing-the--eireuit--of--the--magnet--eoil--on--the--second
switch.
66 In-a-train-system;-the-combination-of-a-plurality of switches--mounted--on
separate-ears,-a-wire-extending-through-the-train, an electro-magnetically controlled
leeking-device-for-each-switch;-an-energizing-coil-for-each-of-said-devices,--a-souree
of-supply derived-from-each-ear-for-energizing--the-coil-or-coils-of-that-ear,--and
means-for-closing-the-eireuit-of-all-the-coile-from-a-selected-point.

page_text: 67-In-a-system-of-electric-brakes;-the-combination-of-a-braking-generator, a
bruke-magnet-supplied-from-a-separate-souree-of--power, and--means--controlled--by
the-eurrent-flowing-in-the-generator-eireuit,-for-regulating the-action-of-the-brake-
magnet.
68 In-a-system-of-electric-braking, the--combination-of-a-braking-generator,-a
brake-magnet-supplied-frem-a-separate-souree-of-power, and an electrical connection
between-the-braking-generator-and-the-magnet,-so-arranged-that-the--effect-of-the
brake-magnet-is-varied-in-a-manner-corresponding-to-changes-in-the-braking-effect
of-the-generator.
60 In-a-system-of-electric-braking;-the-combination-of-a-braking--generator;-a
brake-magnet-supplied-from-a-storage-battery,-means-for-completing-the--eireuit-ot
the-braking-generator;-and-means--for--closing--the--eirenit-of--the--brake--magnet
through-the-field-of-the-generator,-so-that-the-changes-of-current-in-the-field-of-the
generator-will-produce-corresponding-changes-in-the-braking-effect-of-the-magnet.
70-The-method-of-disrupting-an-are-formed-between-two--eontaets,--which--con-
sists-in-subjeeting-the-are-to-a-magnetic-field-and-causing-it-to-move-in-a-direction
at-right-angles-to-the-direction-of-movement-of-the-contacts;-and-finally-stretching
the-are-in-a-direction-parallel-to-the-movement-of-the-contacts.
-The-method-of-disrupting-an-are-formed--between--moving--contacts,--which
eonsists-in-subjeeting-the-are-to-a-magnetie-field--and--causing--it--to--more--in--an
angular-direction-along-the-surface-of-the-contacts; and finally stretching-the--are
while-in-the-same-magnetie-field,-in-a-direction-parallel-to-the-direction--of--move-
ment-of-the-eontaets.
2-The-method-of-disrupting-the-are-formed--on--opening--an--eleetrie--eireuit,
which-consists-in-elongating-the-are-to-a-length-greater-than-the--distance--between
terminals,-in-a-direction-substantially-parallel-to-the--direction--in--which--the--are
first-tends-to-form-
78-The-eombination-in-a-train-system,-of-a-plurality-of-brakes-on-different-ears,
and-a-substantially-constant-potential-source--of-supply-for-actuating all-of--said
brakes:
74-The-eombination-in-a-train-system-of-a-plurality-of-brakes-on-different-ears;
a-substantially-constant-potential-souree-of-supply-for-actuating-all-of-said-brakes,
and-means-for-controlling-all-of-the-brakes-from-a-single-point.
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 for preventing an interruption of the power circuit from affecting the
position of the motor controllers, substantially as described.