Improved Controlling System for Electric Railway Vehicles.
Year: 1898

page_text: Date of Application, 1st Mar., 1898-Accepted, 16th Apr., 1898
COMPLETE SPECIFICATION.
Improved Controlling System for Electric Railway Vehicles.
I, SIDNEY HOWE SHORT, of 1184, East Madison Avenue, City of Cleveland, County-
of Cuyahoga, State of Ohio, United States of America, Electrical Engineer, do hereby
declare the nature of my invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:
The object of the invention is to provide a pneumatic system and arrangement for
automatically controlling the motors of electric cars.
A further object is to provide a system wherein one or more cars throughout the
train is equipped with its own controlling and braking apparatus and may be operated
independently when detached from the train, or in co-operation with the other cars.
when connected up in a train therewith.
Further objects of the invention will appear more fully hereinafter.
The invention consists substantially in the construction, combination, location and
relative arrangement of parts, all as will be more fully hereinafter set forth, as shown
in the accompanying drawings and finally specifically pointed out in the appended
claims.
Referring to the accompanying drawings and to the various views and reference
signs appearing thereon.
Fig. 1 is a diagrammatic plan view illustrating a car equipped in accordance with.
the invention, and illustrating the connection between adjacent cars in a train.
Fig. 2, is a similar view of the adjacent car of the train showing the part of such
car broken off from Fig. 1.
"
Fig. 3, is a broken view, partly in vertical section and partly in side elevation, of
the "engineer's" or controlling valve.
Fig. 4, is a top end view of the same with the operating handle removed.
Fig. 5, is a transverse sectional view of the same on the line 5, 5, Fig. 3, looking
in the direction of the arrows.
Fig. 6, is a transverse sectional view of the same on the line 6, 6, Fig. 3, looking
in the direction of the arrows.
'
Fig. 7, is a detail view in transverse section on the line 7, 7, Fig. 3 looking in
the direction of the arrows, with the operating handle removed.
Fig. 8, is a view in central longitudinal section of the air cylinder for actuating the
motor controller.
Figs. 9 and 10 are detail views illustrating various types of motor controllers to the
operation of which the invention is adapted.
Fig. 11, is a diagrammatic view in plan illustrating the application of the principles
of the invention to a train of cars composed of interspersed "motor" and "trailer
cars.<
"
The same part is designated by the same reference sign wherever it occurs
throughout the several views.
In the drawings reference signs A, B, designate respectively the adjacent cars in a
train. As it is designed, in accordance with the principles of the invention, to supply

page_text: one or more of the cars with their own equipment of motors, brake rigging, motor
controllers and the like, and their own pneumatic controlling system, whereby such
cars when detached from the train may proceed upon their way independently
without interfering with the operation of the train or the other cars in the train,
and whereby, when coupled up with other cars in the train, the control of the
equipment of all the cars throughout the train may be effected from any desired
point on any one of the cars of the train, it is deemed sufficient to specifically
describe the construction, arrangement and relative operation of the parts of the
equipment of only one car, and explain the connections between the cars whereby the
desired control of all the cars in the train may be effected from any desired
point.
66
Upon the car is mounted an air tank or reservoir C, marked "air tank," in Fig. 1,
into which air may be compressed in any well known, suitable or desirable manner, as
by means of an air compressor indicated at D, and which may be actuated preferably
by an independent electric motor, or, if desired, from the car or truck axle, or in any
other suitable or convenient manner. The construction and arrangement of air tank
and compressor may be identical with similar apparatus commonly employed in con-
nection with the ordinary air brake mechanism on railway cars, and as such construc-
tion in the specific details thereof is well known and understood and forms no part of
the present invention, specific description and illustration thereof is unnecessary
herein. Mounted on the car and arranged to extend longitudinally thereof are three
pipes, 9, 10 & 11, each communicating at each end of the car in what I shall term an
engineer's" valye E, presently to be more particularly described in detail. Said
pipes are provided at the extremities thereof with connections or pipe couplings F,
which may be of the usual and well known type of Westinghouse air brake hose
couplings, whereby said pipes may be coupled up at each end thereof to the corre-
sponding pipes on the adjacent cars in the train, and as the construction and arrange-
ments of such couplings are well known and understood by persons skilled in the art,
specific description and illustration thereof in the present case is unnecessary.
suitable pipe connection 12, opens communication between air tank C, and one
car pipes, say pipe 10. Mounted on the car are one or more propelling motors G, H,
and also a controller for controlling the motor circuits and resistances R. In the
particular form shown, to which, however, I do not desire to be limited or restricted,
I employ two controllers J, K, on the car, one of which is marked "ahead controller,"
and controls the circuits of the motor for moving the car or train in one direction,
and the other marked "reverse controller," and controls the circuits of the motor for
operating in the reverse direction. In connection with each controller is an air
cylinder L, M, presently to be described more specifically, the function of which is to
effect a proper actuation of the controller. Air cylinder L, is in communication
through pipe connection 13, with car or train pipe 9, while air cylinder M, is in com-
munication through pipe 14, with train or car pipe 11.
A
the
Before proceeding to a specific description of the "engineer's" valve and the air
. cylinder, I will first explain generally the operation of the system embodying the
invention. Air pressure is supplied to the air tank, and from thence to car pipe 10.
By suitably manipulating the "engineer's" valve, the air pressure is admitted to
either one or the other of train pipes 9, 11. These pipes 9, 11, as above explained, are
⚫ coupled to corresponding pipes on each car throughout the train, and hence by the
manipulation of the "engineer's" valve pressure is supplied to one or the other of
these pipes throughout the train, and hence to one or the other of the air cylinders on
each motor car throughout the train, thereby effecting an actuation, as will presently
be more fully explained in detail, of all the corresponding motor controllers
throughout the train, and by arranging a controller or "engineer's" valve at each end
of each car, each valve being connected to the train pipes 9, 10 & 11, on the same
car therewith, it will be seen that all the motors throughout the train are controlled
from any desired point on any one of the cars of the train. It will also be seen that
any motor car may be detached from the train, whereupon such car may proceed
independently of the train. Of course the pipes 9, 10 & 11, on a detached car must

page_text: be closed at the ends thereof and also the ends of these pipes on the end cars of the
train must be closed in order to prevent the escape of air pressure adinitted thereto
from pipe 10. This may be effected in the usual manner, by angle cocks, or in any
other convenient way. If desired, the train pipe of the braking system, which is
indicated at P, Figs. 1 & 2, and which may be of the usual arrangement employed in
the Westinghouse air brake system, may be supplied with air pressure from the air
cylinder C, which furnished the pressure for effecting the actuation of the controllers.
This may be effected by coupling the brake pipe P, with car pipe 10, as through
connection 15. An engineer's brake valve 15', controls this connection. Thus it will
be seen that the manipulation of any of the "engineer's" valves E throughout the
train controls the air pressure which effects the actuation of all the motor
controllers, and the manipulation of one of the engineer's brake valves 15¹, will from
the same source of air pressure control the air pressure for the braking system
throughout the train.
With this general and preliminary explanation of the arrangement, function and
operation of the apparatus, I will now proceed to a detailed description of the
main controlling or "engineer's" valve, particular reference being had
Figs. 3, 4, 5, 6 & 7.
to
This valve comprises a casing 16, communicating through pipe connections 17, 18
& 19, with the train or car pipes 9, 10 & 11, connection 18, leading to pipe 10, and
connections 17 & 19, leading respectively to pipes 9 & 11. In casing 16, are formed
one or more valve seats adapted to receive valves therein. In the particular form
shown, to which, however, I do not desire to be limited or restricted, I employ rotary
valves 20, 21, two of such valves being shown, though it is evident that one or more
than two valves may, if desired, be employed. Each valve is provided with a stem
having a squared or other suitably shaped head 22, 23, adapted to receive the hubs.
of the operating handles 24, 25. Each valve is provided with a central chamber or
passage 26, 27, (see Fig. 6), opening to the outer air and hence forming an exhaust..
passage. A radial opening 28, 29, is formed through the wall of the valves, and an
elongated peripheral passage 30, 31, is formed in the exterior surface of the valves, all
as most clearly shown in Fig. 6. . The passages 30, 31, are of suitable extent and
arrangement to open communication respectively between connections 18 & 17, or 19,..
as the case may be, whereas the radial openings or ports 28, 29, are arranged to open
pipes 17 or 19, to exhaust through the passages. 26 or 27, when the levers 24, 25, are
turned to suitable position.
From this description it will be seen that when arm 24, designated "ahead," in
Fig. 6, occupies the position as indicated by dotted lines in said view of the drawings
or the position indicated by the line marked "ahead pos.," Fig. 4, communication is
established between pipe connections 18 & 17, and hence also between pipes 10 & 9,
thereby admitting air pressure from reservoir C, to the air cylinder L, throughout
the car or train, and when said lever is moved to the "exhaust." position, as indicated
in Fig. 4, communication between connections 17 & 18, is cut off and port opening 28,.
is brought into register with passage 32, thereby opening said connection 17, and
hence also pipe 9, to exhaust through passage 26, in valve 20, and when the lever 24,
stands in the "off" position, as indicated in Fig. 4, all communication from the pipes.
is cut off. In the same manner the lever 25, may be suitably manipulated. so as to
open communication between connections 18 & 19, thereby admitting air pressure to-
pipe 11, or said pipe may be opened to exhaust, or all the pipe connections may be
entirely cut off. In the relative positions of the levers 24, 25, as indicated in Fig. 6,
the connection 17, and hence also train pipe 9, is open to air pressure, while
connection 19, and hence also train pipe 11, is open to exhaust.
The valves 20, 21, may be efficiently held to their seats in any suitable or convenient
manner, as by means of springs 33, 34, interposed between adjusting set nuts 35,
and loose washers 36, said nuts being mounted on the projecting ends of the valves
and washers bearing against the underside of the valve casing. By adjusting the
set nuts 35, the tension of springs 33, 34, is adjusted and regulated, thereby adjusting
and regulating the degree of pressure by which the valves are held to their seats.

page_text: It is important that when the motorman or engineer leaves his station, the
operating levers 24, 25, be removed from the valve stems, in order to prevent
unauthorized or malicious tampering with the controlling system. To this end the
handles are made removable from the valve stem heads 22, 23. But in executing
this safety precaution it is important that the valves be left in such position that all
train or car pipe connections are cut off so that no air can escape from them. In
order to accomplish this desirable result, the handles are provided with hooks 37,
arranged to extend underneath a flange 38, formed on the valve cap or cover.
or opening 39, is formed through this flange and through which slot the hook 37,
must pass in removing the handle. The slot or opening 39, is so relatively positioned
that when the handle is turned to such a position that hook 37, registers with such
slot or opening, thereby permitting the handle to be removed, the valve occupies a
position such as to entirely close the connections controlled thereby.
A slot
In the proper operation of the apparatus it is important that at no time should air
pressure from the air tank, be admitted simultaneously to both train pipes 9 & 11,
for such action would result in both the "ahead" and "reversing " air cylinders on
cach car being simultaneously charged with pressure, thereby actuating both con-
trollers of each motor, but in opposite directions, thus resulting in short-circuiting the
current. In order to avoid this objection it is necessary to provide means whereby
one of the valves cannot be operated until and unless the other valve occupies a
position such as to open the train pipe controlled thereby to exhaust. Many
specifically different arrangements for accomplishing this purpose may be employed
and still fall within the spirit and scope of my invention. While therefore I have
shown, and will now describe, a specific construction and arrangement for accomplish-
ing the desired object, I do not desire to be limited or restricted thereto. In the
particular form shown, I mount on each valve stem a disk 40, 41, having semi-circular
seats or depressions 42, 43, formed in the periphery thereof. Suitably mounted in
the cap plate or cover of the valve, and at a point intermediate the stems of
valves 20, 21, is a pintle or stud 44, upon which is piyotally mounted at one end
thereof the levers 45, 46, (see particularly Figs. 3 & 5), carrying at their outer ends
anti-friction rollers 47, 48, arranged to engage the peripheries of disks 40, 41, and
when said disks occupy suitable positions, to be received in the recesses or seats 42, 43,
therein. These plates are arranged in such relative position that the meeting edges
'thereof abut against each other when said levers are rocked toward each other. Any
suitable means may be provided for normally and yieldingly spreading said levers
apart or away from each other. In the form shown a spring 49, accomplishes this
purpose. From this construction the arrangement, it will be seen that when the
roller carried in the outer end of one of the levers 45, 46, is seated in a depression or
seat 42, 43, in a disk 40, 41, the other lever may be rocked so as to permit its roller
to ride out of the seats or depressions 42, 43, in the other disk, thereby permitting
said roller to ride over and clear the projections between said depressions or seats,
and hence enabling the valve to be rotated. On the other hand, it will be seen that
unless the roller carried in the outer end of one of the arms is seated in a depression
or seat 42, 43, the other valve cannot be operated, because the meeting edges or
faces of the levers 45, 46, would abut against each other before the rollers are in a
position to clear the projections between the seats. The seats or depressions in the
disks or ratchet wheels 40, 41, are so relatively arranged that only when one valve is
in "exhaust" position can the other valve be turned, and therefore the valves are
interlocked and prevented from being properly actuated relative to each other until
one of the valves, at least, is in a position to open the car or train pipe connected
therewith to exhaust, but when such point is reached the other valve may then be
actuated. Therefore, by this construction the danger is avoided of actuating both
controllers on any of the motor cars at the same time.
+
I will now describe the construction and arrangement of the air cylinder and
devices for actuating the controllers, particular reference being had to Fig. 8, wherein
reference sign Q, designates a controller box in which is arranged a series of contact
segments indicated at Q1, Fig. 8, through which the motor circuits, resistances and

page_text: connections are controlled, to secure the necessary variations in speed and power.
A contact arm Q2, arranged to move over the contact segments Q¹, serves to effect
the desired circuit variations through the segment contacts Q1¹. Switch arm Q², may
be mounted on a shaft 50, upon which is mounted a pinion 51, which is arranged to
be engaged and actuated by a rack 52, attached to and moving with a piston or
plunger 53, operating within the air cylinder L. A spring 54, arranged in said
cylinder and bearing at one end upon the plunger or piston 53, and at the other end
against the end wall or head of the cylinder L, serves to oppose the movement of the
plunger or piston and its connected rack under the influence of the air pressure
admitted to such cylinder, as will presently be more fully explained, and normally
acts to maintain said plunger or piston and rack at one limit of their movement
when said air cylinder is exhausted of air pressure, this normal position of the plunger
and rack corresponding to the "off" position of the controller arm Q, thereby
breaking all the motor circuits, and hence all current is cut off from the motor or
motors controlled thereby. The pipe connection 13, above referred to, which is
connected to train or car pipe 9, serves to admit air pressure to air cylinder L, when
such pressure is admitted to pipe 9, from air tank C, by suitably manipulating the
controlling or "engineer's" valve 20. The air enters the air cylinder L, from pipe
connection 13, through the following path: From pipe 13, through passage 55, into
chamber 56, through passage 57, passage 58, passage 59, and into the air cylinder L,
behind the piston or plunger 53, at the point 60. Passage 57, is controlled by a
plug or needle valve 61, normally held slightly raised from its seat but which may
be adjusted as may be desired, to regulate the degree of rapidity with which the air
pressure is admitted therethrough. Passage 58, is controlled by an outwardly seating
check valve 62, which operates to prevent air pressure from escaping therethrough
from the air cylinder L. And passage 59, is controlled by an automatically actuated
valve W, the purpose and function of which will be presently more fully explained.
Thus air pressure is admitted to air cylinder L, behind the piston or plunger 53, thereby
slowly moving said piston and its rack in a direction to rotate pinion 51, and to rock
arın Q, and in a direction to compress spring 54. As above stated, the speed with
which this rocking movement of arm Q2, is effected can be readily adjusted by
adjusting the distance through which needle valve 61, is raised from its seat, thus
permitting the air to enter the cylinder I, through a shorter or a longer period of
time. This movement of piston 53, and its rack 52, and hence also of the switch
arm, continues slowly and steadily until finally the piston comes in contact with the
shoulder 63, in the end of the air cylinder L, whereupon the further movement of
said piston is arrested. In this position the controller arm will be rocked to "
position and the motors will be running at full speed. As soon as the air pressure is
relieved from pipe connection 13, and pipe 9, by the opening of the "engineer's'
valve to exhaust said pipe 9, the air pressure in air cylinder L, is also opened to
exhaust in the following manner: A reduction of pressure in the space 56, causes a
small piston 64, arranged therein, and having a stem 65, arranged to project into an
opening 66, which communicates with the air cylinder L, to be unseated, or rather to
move under the influence of the pressure exerted upon the end of stem 65, by
pressure contained in air cylinder L, in a direction to withdraw said stem 65, from
passage or opening 66, thereby uncovering an exhaust opening 67, for air cylinder L,
hence permitting said air cylinder to exhaust rapidly. Of course it will be seen that
no exhaust from cylinder L, can occur through passages 60, 59, 58, and 57, by reason
of the check valve 62. The piston or plunger 53, is provided with a plug 68,
arranged to enter the opening or passage 66, when said piston or plunger approaches
the limit of its movement during exhaust, thereby cutting off further exhaust of air
behind said piston or plunger, and hence cushioning said piston or plunger in the
cylinder L, by compressing a small portion of air thus retained in the air cylinder.
Similarly a small plug 69, carried by piston 64, is arranged to enter passage 57,
thereby also slightly cushioning said piston 64, by compressing the air retained in,
passage 57, and passage 58. Thus plug 69, also serves the purpose of closing
passage 57, against the admission of air pressure therethrough from the train pipe
on
"
"

page_text: connection 13, until said piston 64, is moved in a position to cut off the exhaust
port 67, of air cylinder L, thereby cutting off the exhaust of said air cylinder before
a new supply of air pressure is admitted thereto.
By the provision of auxiliary piston 64, arranged and operating in the manner above
.described, it will be readily seen that when it is desired to move the controllers to
"off" position the air pressure in train pipe 9, is reduced by suitably manipulating
one of the "engineer's" valves so as to open said pipe to exhaust. This causes a
reduction of pressure in the chamber 56, of each cylinder L, throughout the train,
and hence each auxiliary valve. 64, is moved in a direction to unclose the exhaust
passage 67.
Thus all the air cylinders throughout the train are instantly and
independently opened to exhaust, and hence the main pistons 53, quickly move in
a direction to cause the controllers to move to "off" position. A much more rapid
"off" movement of the controllers is thus effected than would be the case if all the
air cylinders had to exhaust through train pipe 9, and a simultaneous or synchronous
"off" movement of the controllers throughout the train is also secured.
From the foregoing description, it will be seen that a very slow" on " movement of
the controllers is accomplished, while the "off" movement is almost instantaneous
and is simultaneous throughout the train by the sudden and simultaneous release of
air pressure through passage 66, and exhaust port 67, of all the air cylinders through-
out the train. The admission of air into air cylinder L, is easily and readily adjusted
by raising or lowering the needle valve 61, towards or from its seat, thereby regulating
the speed of the "on movement of the controller cylinder.
In the proper operation of the system, it is desirable and important that all the motors
on each car throughout the train operate as nearly synchronously as possible, in order
that each motor may do its proportionate share of work in accelerating the train. I
have disclosed an arrangement wherein not only do I secure uniformity of the
acceleration, but also uniformity in the proportional work done by the motors
throughout the train, whereby one or more motors may not take the load more
rapidly than the cthers. In other words, should the motor controller on any particular
car cause the current to be turned on more rapidly to the particular motors controlled
thereby than the current is being supplied to any other motor or set of motors
throughout the train, it important to arrest the operation of the controller actuating
means until the other motors attain the same current supply, thereby again equally
dividing the current supplied to all the motors, and hence also enabling all the motors
to perform their work proportionately. Many specifically different arrangements may
be employed for accomplishing this purpose. While therefore I have shown, and will
now describe, an arrangement for effecting this purpose, I do not desire to be limited
or restricted thereto. In the particular form shown I provide in passage 59, 60, an
automatically actuated valve W, and I arrange this valve to be actuated automatically
by the current supplied to each motor. This may be accomplished by mounting said
valve W, on a lever 70, pivotally mounted and having attached to one end thereof an
armature 701, arranged to move over the magnetic core 71, of an electro-magnet. As
shown this magnet is U-shaped and the coil 72, is mounted upon one leg thereof.
This coil is included in the circuit 73, of the motor controlled by said air cylinder L.
The normal position of this valve is to open passage 59, to its fullest extent and
spring 74, interposed between adjusting nuts 75, on a rod 76, which is attached to
'said lever 70, and a convenient part of the casing of air cylinder L, serving to hold
said valve in its normal position. If more than the proper proportion of current is
passing through the motor circuit 73, the increased energization of the electro-magnet
causes armature 70', to move, thus moving lever 70, against spring 74, and in a
.direction to cause said valve W, to close, more or less, the passage 59, thereby more or
less cutting off the supply of air pressure to the cylinder L, and hence arresting the
supply of more current to the motor until such current has dropped below the
maximum quantity required by reason of the development of counter-electro-motive
'force, thus weakening the effect of magnet 72, thereby permitting spring 74, to move
.said valve W, in the opposite direction to open again said passage 59, thus again
admitting air to the air cylinder, whereupon the piston 53, and its rack 52, will resume

page_text: their operation of effecting an actuation of the controller cylinder towards the "on"
position. The wire 73, should be placed in circuit with only one motor where two or
more motors are mounted on each car, and especially where a series parallel control is
employed, and the valve-controlling magnet 72, should be adjusted to shut off or close
passage 59, at a point where the safe maximum accelerating current for one motor is
reached, thereby producing practically uniform acceleration for the entire train,
regardless of the motor combinations.
:
I have specifically described the construction and arrangement for actuating
pneumatically only one of the controllers on a motor car. But it is to be understood
that the other or "reversing" controller is actuated in the same manner and
by a similar arrangement of apparatus from air pressure supplied through train
pipe 11.
In Figs. 1, 2 & 8, I have shown the invention as applied to the operation of a con-
troller employing a rocking switch arm. In Fig. 9, I have indicated a type of
controller wherein the motor circuits are governed by a movable switch arm 85,
arranged to move over relatively stationary contacts 86, the rod 87, of piston 53,
being connected to and actuating said switch arm. In Fig. 10, I have shown the
movable contacts of the motor controller carried by the rod 871, of the air cylinder,
the co-operating contacts 88, being arranged in position for said piston rod 871, to
slide thereover.
:
I have shown in diagram in Figs. 1 & 2, the trolley or contact-making devices for
completing circuit from the supply conductor to the car and the translating devices
carried thereby. The trolleys or collectors T, may be of the usual and ordinary con-
struction and arrangement, electrically connected through connection 77, current.
being supplied therefrom to the motors through connection 78, containing the usual
automatic circuit-breaking lightning-arresting devices indicated at 79.
I have not deemed it necessary to specifically show and describe the various leads
of the motor circuits in the specific detail thereof with reference to the arrangement
of the movable and relatively stationary contacts of the controller, as such arrange-
ments are well known and understood by persons skilled in the art.
As a safety appliance whereby in case of accident or for other purpose it may be
desired to suddenly and quickly arrest the car or train, I have shown an emergency
arrangement at S, Figs. 1 & 2, comprising valves 80, 81, valve 80, being arranged to
open car pipe 9, to the atmosphere, and valve 81, being arranged to open air brake
train pipe P, to the atmosphere. These valves are suitably connected to a cord or
rope 82, arranged to extend throughout the length of the car or train after the
fashion of a bell rope, whereby should an emergency arise said valves may be
simultaneously opened, thereby immediately exhausting air pressure from the con-
trolling system and also from the braking system, and hence immediately shutting
off all the motors on the train and simultaneously applying the brakes. This idea
may also be embodied in an arrangement wherein is insured an exhaust of the par-
ticular controller train pipe which may be in service, as by coupling a valve 80¹, to
the other controller train pipe 11. It will be remembered that while one controller
train pipe is in service the other is opened to exhaust; therefore, in the arrangement
just described, an opening to exhaust of the particular pipe in service, whichever it
may be, is insured.
Preferably, and as shown, the pipe 10, is also arranged to extend throughout the
entire train, and to this end this pipe is also adapted to be detachably coupled at the
ends thereof to the ends of the corresponding sections of said pipe on the adjacent
cars. This is advantageous for the reason that all the air reservoirs throughout the
train are thus coupled up and pressure for service application is drawn from all the
reservoirs of the train and not from any one particular reservoir, and hence the size
and capacity of the individual compressors and reservoirs may be reduced to a point
such as will be sufficient to operate only one motor car, and at most, a single
additional trailer. From this it will be seen that each reservoir throughout the train
supplies its proper proportion of pressure for the work of operating the controllers..

page_text: "
"
In Fig. 11, I have shown the invention applied to a train made up indiscriminately
of what are known as "motor cars and "trailers," that is, cars not equipped with
motors may be interspersed throughout the train with cars equipped with motors.
For instance, the cars A¹, are shown as " motor cars, and cars B¹, are shown as
"trailers." In the practical handling of trains, however, it is desirable to avoid the
necessity of a particular arrangement of the cars in a train, as such necessity would
require frequent shifting and manipulation of the individual cars in making up a
train. In a system of control in accordance with my invention, and as above
described, such objection is avoided, because the pipes 9, 10 & 11, extend throughout
the train and each car thereof, and an “engineer's" valve E, is placed at each end of
each car,
whether it is a " motor car or a "trailer," and hence, so long as there is a
"
motor car in the train, the proper control thereof may be effected from any desired
point, and it is wholly immaterial whether the "motor" car is in advance or behind
the "trailer," so far as the operation of the system is concerned.
<
From the foregoing description, it will be seen that I provide an exceedingly
simple and efficient controlling system, and at but a small additional cost above the
cost of the air brake equipments which are usually employed. It will also be seen
that by exhausting the air simultaneously from both controller cylinder train pipes
and the air brake train pipe the entire train may be instantly stopped in case of
accident. It will also be seen that unless the whole controlling apparatus as well as
the air brake apparatus are in perfect working condition the train cannot be operated,
and unless the air brake is in working order air cannot be procured with which to
turn on the current. It will also be seen that all the controllers throughout the
train may be simultaneously actuated pneumatically from any car of the train.
Many variations in the details of construction and arrangement would readily
suggest themselves to persons skilled in the art and still fall within the spirit and
scope of my invention. I do not desire, therefore, to be limited or restricted to the
exact details of construction and arrangement shown and described.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is ==
1. In a system of controlling motors in a train of cars, a controller for each
car, fluid pressure mechanism for simultaneously actuating said controllers, and
means mounted on each car of the train for controlling said fluid pressure mechanism,
as and for the purpose set forth.
2. In a train of several cars, motors mounted on one or more of the cars of the
train, a motor controller mounted on each motor car, a fluid pressure mechanism
for actuating all of the controllers throughout the train, and means located on each
car of the train for controlling said fluid pressure mechanism, as and for the
purpose set forth.
3. In a system of controlling motors in a train of cars, a controller for each
motor, fluid pressure mechanism for simultaneously actuating the controllers
throughout the train, and manually actuated means located on each car of the train
for controlling said fluid pressure mechanism, as and for the purpose set forth.
4. In a system of controlling motors in a train of cars, a controller for each
motor, fluid pressure actuated mechanism for each controller, a source of fluid
pressure, a train pipe extending throughout the train and communicating with
all the controller actuating mechanisms throughout the train, and means mounted
on each car of the train for controlling communication between said source of fluid
pressure and said controller train pipe, as and for the purpose set forth.
pressure,
5. In a pneumatic controlling system for electric cars, a source of fluid
a motor controlling mechanism, means for supplying pressure to said motor con-
trolling mechanism, in combination with means for automatically controlling the
supply of pressure from said source of fluid pressure to said motor controlling
mechanism, as and for the purpose set forth.

page_text: 6. In a pneumatic controlling system for electric cars, a source of fluid pressure, a
motor controlling mechanism and means for supplying pressure to said controlling
mechanism, in combination with a valve arranged to automatically control the supply
of pressure to said motor controlling mechanism, as and for the purpose set
forth.
7. The combination with a car, a propelling motor mounted thereon, a pressure
actuated controller for said motor, an air pipe for supplying pressure to said motor
controller, a valve for controlling the admission of pressure to said pipe, and means
for controlling the pressure in said pipe, as and for the purpose set forth.
8. The combination with a car, a propelling motor mounted thereon, a pressure
actuated mechanism for controlling said motor, an air tank or reservoir mounted on
said car, a controller pipe communicating with said tank, a valve device arranged to
control the admission of pressure to said pipe, and electrically operated means for
regulating said pressure, as and for the purpose set forth.
9. The combination with a car, a propelling motor mounted thereon, a controller
for governing the circuits of said motor when operating in one direction, a separate
controller for governing the circuits of said motor when operating in the opposite
direction, and means for actuating said controllers, as and for the purpose set
forth.
"
10. The combination with a car, a propelling motor mounted thereon, a controller
for governing the "ahead" movements of said motor, a separate controller for
governing the "reverse movements of said motor, and means whereby when
one of said controllers is actuated the other is locked, as and for the purpose set
forth.
11. The combination with a car, a propelling motor mounted thereon, a pressure
" controller
actuated ahead" controller for said motor, a pressure actuated "reverse
for said motor, a pressure tank, pipes for supplying pressure therefrom to said
controllers, and a valve device arranged to control the admission of pressure from said
tank to said pipes, as and for the purpose set forth.
12. The combination with a plurality of cars in a train, a propelling motor mounted
on one or more of the cars, a pneumatically actuated controller for each motor,
connections extending throughout the train for synchronously operating said
controller actuating means, and means mounted on each car of the train for
controlling the supply of pressure to the controller actuating means throughout the
train, as and for the purpose set forth.
13. The combination with a plurality of cars in a train, a propelling motor mounted
on one or more of the cars, a pneumatically actuated controller for each motor,
connections extending throughout the train for simultaneously supplying pressure
to said controller actuating means, means mounted on each car of the train for
controlling the admission of pressure to the controller actuating means throughout
the train, and means mounted on each car for automatically controlling the supply of
pressure to the controller actuating means on the same car therewith, as and for the
purpose set forth.
14. The combination with a plurality of cars in a train, a propelling motor on
one or more of the cars, a pressure actuated controller for each motor, a controller
pipe arranged to be connected up throughout the train for supplying pressure to said
controllers, a pressure storage tank, a valve device for controlling the communication
between said tank and pipe, and means for automatically regulating the supply of
pressure to each controller actuating means, as and for the purpose set forth.
15. The combination with a plurality of cars in a train, a propelling motor on
one or more of the cars, a pair of pressure actuated controllers for each motor, a
train pipe for each controller, the controller pipes of one car adapted to be coupled
up to the controller pipes of the next car, a pressure storage tank, and a valve
device arranged to control the communication between said tank and said pipes,
whereby when pressure is supplied to either of the controller pipes pressure is
exhausted from the other of said pipes, as and for the purpose set forth.

page_text: 16. The combination with two or more cars in a train, a propelling motor mounted
on one or more of said cars, a controller for the circuits of each motor, an air
cylinder for actuating said controller, a pipe arranged to extend the length of the
train and communicating with each cylinder, a pressure storage tank mounted on one
or more of the cars, a second pipe arranged to extend throughout the length of the
train and communicating with all of said tanks, and a valve device arranged at
each end of each car for controlling the communication between said pipes and to the
atmosphere, as and for the purpose set forth.
17. The combination with a car, a propelling motor mounted thereon, a controller
therefor, a pressure actuated means for effecting the movements of said controller, a
pipe arranged to extend throughout the length of the car and communicating with
said controller actuating means, a pipe arranged to extend throughout the length
of the car for supplying pressure to the brake mechanism, a pressure storage tank, a
supply pipe communicating therewith and extending throughout the length of the
car, a valve device arranged at each end of the car for controlling the communication
between said controller and supply pipes and to the atmosphere, and an independent
valve for controlling said brake pipe, as and for the purpose set forth.
18. The combination with a car, a propelling motor mounted thereon, a controller
for controlling the "ahead" movements of said motor, a controller for controlling
"
the " reverse movements of said motor, pipes communicating respectively with
said controllers, a pressure storage tank, and a common valve device for controlling
the communication between said pipes and said tank, whereby when pressure is
admitted to one of said pipes it is exhausted from the other, as and for the purpose
set forth.
"
19. The combination with a car, a propelling motor mounted thereon, two
controllers for said motor, one controlling the "ahead movements and the other
the * reverse
movements of said motor, pipes arranged to extend throughout the
length of the car and respectively communicating with the actuating means of said
controllers, a brake pipe mounted on the car for supplying pressure to the brake
mechanism, a storage tank, a delivery pipe communicating therewith, a valve device
árranged at each end of the car for controlling the communication between said
supply pipe and said control pipes, and an independent valve for controlling the
communication between said supply and brake pipes, as and for the purpose
set forth.
20. The combination with two or more cars in a train, a propelling motor mounted
on each car, two controllers for each motor, one controlling the "ahead" movements
and the other the "reverse" novements of said motor, pipes arranged to be detachably
coupled up throughout the entire train and respectively communicating with the
actuating devices for said controllers, a storage tank, and a common valve device
arranged to respectively open communication between said pipes and said tank, as
and for the purpose set forth.
"
21. The combination with two or more cars in a train, a propelling motor mounted
on each car, two controllers for each motor, one controlling the "ahead movements
and the other the " reverse movements of said motor, pressure actuated devices for
operating said controllers, pipes mounted on each car and communicating respectively
with the controller actuating devices on that car, the controller pipes of one car
adapted to be detachably connected to the corresponding controller pipes of the
adjacent car throughout the train, a storage tank mounted on each car, a supply pipe
also mounted on each car and communicating with said tank, and a valve device
mounted on each car for controlling the admission of pressure from said supply
pipe to said controller pipes, as and for the purpose set forth.
22. The combination with a car, a propelling notor mounted thereon, a controller
for controlling the "ahead" movements of said motor and a controller for controlling
99
the " reverse movements of said motor, independent pressure actuated means for
effecting the movements of said controllers, a storage tank, a valve device for con-
trolling the communication between said controller actuating means and said tank,
said valve device comprising two valves, and means for locking one of said valves

page_text: until the other of said valves is moved to a position corresponding to the "off"
position of the controller governed thereby, as and for the purpose set forth.
23. The combination with a car, a propelling motor mounted thereon, an "ahead"
controller and a "reverse" controller for said motor, an air cylinder for actuating each
of said controllers, an air tauk, a double valve for controlling the air pressure supplied
from said tank to said cylinders, and means for locking one of said valves during the
operation of the other, as and for the purpose set forth.
"
24. The combination with a car, a motor mounted thereon, an "ahead" controller
and a <<
reverse controller for said motor, an independent air cylinder for actuating
each of said controllers, an air tank, a valve device for controlling the supply of air
therefrom to said cylinders, comprising two valves, a notched disk mounted on the
stem of each of said valves, and locking pawls arranged to engage said disks, as and
for the purpose set forth.
25. A double valve device comprising two valves, disks mounted on the stem of
each valve, said disks provided with peripheral seats or depressions, pivotally mounted
pawl arms arranged to peripherally engage said disks, and operating handles for said
valves, as and for the purpose set forth.
26. In a double valve device, two valves having peripherally recessed disks mounted
on the stems thereof, a pair of pawl arms pivotally mounted at one end and arranged
to engage the peripheral seats in said disks at the other end, and means for yieldingly
spreading said pawl arms apart whereby one of said valve stems is locked against
movement until the other has been moved into a predetermined position, as and for
the purpose set forth.
27. In a valve device, a valve having a notched flange, a detachable operating
handle for said valve, said handle provided with a hook arranged to engage underneath
said notched flange, whereby said handle is prevented from being removed until it is
moved to a predetermined position, as and for the purpose set forth.
28. The combination with a car, of a propelling motor mounted thereon, a con-
troller for said motor, an air cylinder, means for admitting and exhausting air
pressure to and from said cylinder, a piston arranged in said cylinder, means actuated
by the movements of said piston for effecting the movements of said controller, and
means actuated by the amount of current supplied to the motor for controlling the
supply of air to said cylinder, as and for the purpose. set forth.
29. The combination with a car, a motor mounted thereon, a controller therefor,
an air cylinder, means for supplying air pressure thereto and exhausting same
therefrom, a piston mounted in said cylinder, means actuated by the movements of
said piston for effecting the movements of said controller, a valve arranged to control
the admission of air to said cylinder, and means arranged in the notor circuit for
actuating said valve, as and for the purpose set forth.
30. The combination with two or more cars in a train, a motor mounted on one or
more of the cars, an air cylinder mounted on each motor car and having a piston,
means actuated by the movements of said piston for controlling the circuits of said
motor on that car, means for admitting air pressure to each of said cylinders
simultaneously throughout the train, and means actuated by variations in the current
supplied to each motor throughout the train for automatically controlling the supply
of air pressure to the individual air cylinders throughout the train, whereby the action
of all the motors throughout the train are synchronized, as and for the purpose set
forth.
31. A motor controller, an air cylinder for actuating the same, means for
supplying air pressure to said cylinder, a valve controlling said air pressure supply,
a magnet arranged in the motor circuit, and means actuated by variations in the
strength of the current traversing said magnet for automatically actuating said
valve, as and for the purpose set forth.
32. The combination with a car, a propelling motor mounted thereon, a
pneumatically actuated controller for governing the "ahead" move:nents of said
motor, an independent pneumatically actuated controller for governing the "reverse
movements of said motor, an air pressure tank carried by the car, independent pipes
9:

page_text: for delivering pressure from said tank to said controller actuating means, and means
whereby when pressure is supplied to one of said pipes it is exhausted from the other,
in combination with a brake pipe for supplying air pressure to the brake mechanism,
a safety exhaust valve for each of said pipes, and a controlling rope for simultaneously
actuating said valves, as and for the purpose set forth.
33. The motor controller, an air cylinder, a piston mounted therein, means
actuated by the movements of said piston for effecting the movements of said
controller, a valve arranged to control the supply of air pressure to said cylinder, a
spring arranged to hold said valve in normally open position, and electrically
operated means for closing said valve, said electrical means being arranged in the
motor circuit, as and for the purpose set forth.
34. An air cylinder having a piston, a casing communicating with said cylinder, a
supply pipe communicating with said casing, a supply passage formed in said
casing and delivering from said pipe to said cylinder, an exhaust passage formed in
said casing and communicating with said cylinder, a plunger arranged to close said
exhaust passage, a piston for actuating said plunger, said piston arranged in said
supply passage, in combination with a motor controller, and means actuated by the
movements of said cylinder piston for effecting the movements of said controller, as
and for the purpose set forth.
35. An air cylinder having a piston, a casing a passage therein communicating
with a source of fluid supply and delivering into said cylinder, means for adjusting
the area for the opening of said passage, an outwardly seating check valve arranged
in said passage, an exhaust passage formed in said casing, means actuated by fall
of pressure in said passage for opening said exhaust passage, a motor controller, and
means actuated by the movements of said piston for actuating said controller, as and
for the purpose set forth.
36. An air cylinder having a piston, a casing having a passage communicating with
a source of fluid supply and delivering into said cylinder, an exhaust passage
communicating with said cylinder, a plunger for opening and closing said exhaust
passage, a piston arranged to actuate said plunger, said piston arranged in said supply
passage, a plug carried by said cylinder piston arranged to enter said exhaust passage
as said piston approaches the limit of its movement, whereby said piston is cushioned,
in combination with a motor controller, and means actuated by the movements of said
piston for moving said controller, as and for the purpose set forth.
37. In a pneumatic controlling system for a train of cars, a propelling motor
mounted on one or more of the cars, a controller for each motor, pressure actuated
mechanism for actuating said controllers, connections extending throughout the train
for supplying pressure to said controller actuating means, and means actuated by
reduction of pressure in said connections for simultaneously opening each controller
actuating means directly and independently to the atmosphere, as and for the purpose
set forth.
38. In a pneumatic controlling system for a train of cars, a propelling motor
mounted on one or more of the cars, a controller for each motor, an air cylinder
mounted on each motor car and having a piston, a source of air pressure, a train pipe
communicating between said source of fluid pressure and the air cylinders throughout
the train, a passage opening direct communication between each cylinder and
the outer air, means actuated by the reduction in pressure in said train pipe for
simultaneously opening said passages, and connections between said pistons and
controllers for actuating the latter, as and for the purpose set forth.
39. In a pneumatic controlling system for a train of cars, a propelling motor
mounted on one or more of the cars, a controller for each motor, an air cylinder
mounted on each car and having a piston, a source of air pressure, a train pipe
communicating between said source of fluid pressure and the air cylinders throughout
the train, a passage opening direct communication between each cylinder and the
outer air, a plunger arranged to control said passage, said plungers arranged to be
moved simultaneously to close said passages when pressure is supplied to said train

page_text: pipe and to simultaneously open said passages when pressure is exhausted from said
train pipe, as and for the purpose set forth.
40. The combination with a car, a propelling motor mounted thereon, a controller
for said inotor, pressure actuated devices for effecting the movements of said
controller, an air pressure tank carried by the car, a supply pipe for delivering air
pressure therefrom to said controller actuating devices, a brake pipe for supplying air
pressure to the brake mechanism, a safety exhaust valve for each of said pipes, and a
controlling rope for simultaneously actuating said valves, as and for the purpose set
forth.
ated this and day of February 1808
SIDNEY HOWE SHORT.
Haseltine Lake & Co.,
45, Southampton Buildings, London, W.C., Agents for the Applicant.