Improvements in or in connection with Electric Motors for Cars or other Vehicles, and in Brakes therefor.
Year: 1898

page_text: Date of Application, 15th Mar., 1898-Accepted, 9th July, 1898
COMPLETE SPECIFICATION.
Improvements in or in connection with Electric Motors for Cars or
other Vehicles, and in Brakes therefor.
A communication by THORSTEN VON ZWEIGBERGK, of 446, Euclid Avenue, Cleve-
land, in the State of Ohio, United States of America, Electrician.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of the Agency for Foreign
Patent Solicitors, 6, Lord Street, Liverpool, and 6, Bank Street, Manchester, both
in the County of Lancaster, 118, New Street, Birmingham, in the County of
Warwick, and 322, High Holborn, in the County of. Middlesex, Civil Engineer, do
hereby declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:
―
One of the objects of the invention is to provide a simple and compact controller
which, while requiring but two operating handles, shall have the capacity of per-
forming the three operations of governing and reversing the motors of a car and
applying a brake thereto.
Another object is to provide between the reversing handle and the reversing
switch a connection of such capacity and so arranged that it shall be thrown out
of engagement when the handle of the governing switch turns on the current,
thus preventing any operation by the reversing handle. This disengagement
of the reversing handle from its switch allows the use of that switch for the
electric brake and the operation of it by the backward movement of the handle of
the governing switch. To accomplish such operation is a third object of the
invention.
A fourth object is to combine with the controller a very simple and efficient
means of cutting out when desired either motor or the cross connection between
the two for equalizing the brake.
A fifth object is to provide a simple and effective blow out for putting out.
sparks at the controller contacts.
The invention consists of the means employed for attaining the objects above
set out and other minor objects, and it may be best described as consisting of
the combinations of parts hereinafter specified and definitely enumerated in the
claims.
The drawings clearly show the invention. Figure 1 is a front elevation of the
controller, the front cover being removed; and Figure 2 is a side elevation of
the same with the cover in place but a portion of it broken away. Figure 3 is a
top view of the controller; and Figures 4, 5, 6 and 7 are horizontal sections of the
controller on lines 4-4, 5-5, 6-6, 7-7 respectively of Figure 1. Figure 8 is
an enlarged plan of the detent mechanism of the two cylinders, the position of
the two operating levers being indicated by dotted lines. In this view the govern-
ing cylinder is at the off position and the reversing cylinder at the reversing
position, while in Figure 4 where the same mechanism is shown on a smaller
scale, the governing cylinder is at the off position and the reversing cylinder at

page_text: the ahead position. Figure 9 is a plan on an enlarged scale of one of the blow
out coils, the upper half of its enclosing box being removed. Figure 10 is a
side elevation of such coil and its box. complete, and Figure 11 is a vertical
central section of the same. Figure 12 is a diagram showing the development
of the two cylinders, their contact fingers and the connections with the motors
resistances, blow out, electric brakes, etc. The same letters of reference designate
the same parts on all of the figures.
The construction and operation of the controller itself will first be described,
and then its connection with the motors, resistances, blow out and brakes, and
its operation when installed.
66
The controller shown includes a governing and a reversing switch, each con-
sisting of a row of contact fingers and a co-operating contact cylinder,-the term
cylinder" being used in its ordinary acceptation in the controller, art and
meaning a shaft and various contact segments carried thereby, through the
intervention of suitable insulation.
In the governing switch, D represents the shaft of the cylinder, and d¹ to 18
inclusive, the contact segments, which are supported by suitable ribbed arms d
projecting from hubs DI which surround an insulating sleeve D³, which itself
surrounds the shaft. The arrangement of the governing switch (which is of the
series-parallel type) is such that the contact segments or plates d¹ to d¹³ are all
electrically connected together, and the contact plates d¹ to d are electrically
connected together, while the contact plate d18 is insulated from all the others and
is connected with the controller frame, which latter is grounded. The connection
between the contact segments referred to is preferably made by copper strips D³
which are embedded in proximate hubs, while insulating collars D are placed
between those hubs which are not in electrical contact, and beyond the end hubs.
The shaft D is journalled in suitable bearings ee carried by the controller
frame E, and has the usual operating lever or handle D³.
Suitably insulated and supported are a series of contact fingers u to ul
adapted to engage with the contact plates of the governing cylinder. These
contact fingers are connected with resistances and with the motors in the usual
manner, so that the lever 15 by turning the cylinder into successive positions
connects the motors in series with themselves and with a number of resistances,
and then successively cuts out these resistances, then connects the motors in
parallel through resistances and then cuts out these resistances leaving in its
final position the motor in parallel without resistance.
H represents the shaft of the reversing and braking cylinder. This cylinder
is built of segments h¹ to 27 inclusive, disposed and connected as hereinafter
explained. These segments are carried in the usual manner by suitable arms h
extending from hubs H¹ which are separated by insulating collars H' and surround
an insulated sleeve H2 which itself surrounds the shaft H. This shaft is journalled
in suitable bearings 2 and 3 carried by the controller frame, and is independent
of the shaft J of the reversing lever hereinafter referred to, and is adapted to
be turned on its axis without regard to that lever.
"The shaft H carries at its upper end the detent wheel, or as it is usually called
indicator wheel K rigidly secured to it, and has notches with which a spring
pressed roller is adapted to engage. The hub k of this indicator wheel projects
above the shaft H so as to leave a central recess, and in this recess loosely stands
the shaft J with which the reversing lever j engages.
This shaft J is also
journalled in a suitable bearing carried by the frame.
Between the bearing e and the hub k is a sleeve N loose on the shaft J but
compelled to rotate with it by a spline 1 on the shaft taking into a longitudinal
groove n in the sleeve. On the under side of this sleeve is a projection n¹ adapted
when the sleeve is in its lowest position to engage with a correspondingly shaped
notch in hub k. On the upper side of the sleeve N is a projection n² which is
adapted, when the sleeve is elevated, to engage with either of a pair of notches

page_text: ande on the under side of the bearing e. From this construction it follows that if
the sleeve N is in its lowest position the shaft J and hence the reversing lever j
is in rigid engagement with the shaft H. and capable of operating the reversing
cylinder, whereas: if the sleeve N is elevated the shaft J and the operating lever j
are not only disengaged from the shaft H but are locked in place by the pro-.
jection n engaging with one of the notches in the stationary bearing. e.
Surrounding the sleeve N is an annular groove n³ into which take pins -
projecting inward from a yoke or lever P, which is pivoted on a horizontal pivoti
to lugs projecting from the frame. This lever is therefore adapted to shift the
sleeve along the shaft J.
AT
.
is
Surrounding the shaft D of the governing controller, above its detent wheel L,
is a cam in the form of a collar O having projecting rims o¹ 02 which, at a
certain point, incline downward as at 03 and thus leave between them a cam
groove : The downward bend o³ in this cam groove is on the side which is
next to the lever P, when the lever D5 is at its off position. Into this groove.
projects a roller p-carried by the lever P: · This roller, being in the depression!o³
of the cam groove, when the operating handle D5 is at the off position; then-
holds the lever P in its lowest position, which is when the sleeve N is in' engage-
ment with the hub of the detent wheel K on the shaft H. When; however, the
operating lever D³ is turned in either direction from the off position, the
roller p¹, is elevated by the higher portion of the groove o coming beneath it-and
this elevates the sleeve N into engagement with one of the notches in the
bearing et; thus releasing the shaft Hand locking the shaft J-and- the lever j.
"From the description just given it will be apparent that whenever the lever D5
is at working position, that is, when there is any current on, the lever
necessarily disconnected from the reversing cylinder and locked in position. It
is therefore not only impossible to reverse the motors while the current is on,
but it is impossible to displace the reversing lever. If desired, the rim o' of the
cam O may be omitted and a spring acting downward 'on the lever P substituted
therefore.
When the governing lever is at the off position, if the reversing lever is turned
to, its off position, which is between the ahead and the reverse positions, the
projection will come under the bearing between the notches e5 and 'e This
prevents the elevation of the sleeve when in this position, and the sleeve holds the
lever P and its roller pin stationary position, and this roller prevents the
rotation of the collar O and thereby locks the governing cylinder against move-
ment. The lever jis removable only in its off position, and preferably the
lever 15 also, as is customary; but, as shown, when the lever is at its 'off
position, the lever D³ can not be turned'even if left on, and thus if the motorman
is obliged to leave his car, he may simply set the reversing lever at the off
position, and he can then take off this lever, which is much smaller than the
lever D, and put it in his pocket.
C.
:
In order that the controller may be able to govern and reverse the motors and
apply the electric brake with simply its two cylinders and without the necessity
of lengthening the shaft of the governing cylinder and putting on several contact
segments below those required for the governing operations, contact plates are
added to the reversing cylinder (on either side of the reverse position) adapted to
reverse the electric brake, and electric brake positions are provided for the
governing cylinder which are back of the off position, and a suitable connection
is supplied between the two cylinders so that when the operating lever, 15 is
turned to one of these electric brake positions the reversing cylinder (from which
the shaft and lever jare disconnected) is turned thereby either into the position
of electric brake ahead or electric brake reverse according as the reversing lever
left it at the ahead or the reverse position..
7.
7
.. 7
The connection between the two cylinders above referred to and its operation
will now be described in detail.
there ago it mod to two my quad an
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page_text: Referring more particularly to Figures 4 and 8 where the detent wheels L
and K are shown in plan, it will be seen that the rollers q and q¹ which engage
with the notches of these detent wheels are carried by independent arms Q and Q¹
which for simplicity of construction are pivoted on one pivot at q² and are forced
into position by one spring q3 surrounding the studs q which project toward each
other from lugs q on the backs of arms Q and Q¹.
This move-
If the lever 15 is revolved to the right it turns the governing cylinder through
four series positions and three parallel positions until its movement is stopped by
the projection of the indicator wheel engaging with the roller q.
ment is totally independent of the reversing cylinder. When the lever D is
brought back to the off position the reversing lever j is released and thrown into
engagement with the reversing cylinder and the latter may be turned to, reverse
the motors by means of that lever. Between the ahead and reverse positions of
this reverse lever is the off position at which it may stop if desired and at which
it locks the lever D5 as stated.
In the indicator wheel K on the side next to the indicator wheel L are a pair of
notches and³. These notches are in such position that one or the other of
them is engaged by the projection of the indicator wheel L when the latter is
moved from the off position to the first electric brake position. Thus, if, as
shown in Figure 8, the reversing lever has left the indicator wheel K in the
reverse position (the car thus moving backward). the projection engages with
the notch and before the lever D5 has come into the first electric brake position
the indicator wheel K is turned to the right a distance sufficient to bring it into the
electric brake reverse position, that is, the last indicator notch comes into
engagement with the roller and the last row of contact segments (13_h21) into
engagement with the contact fingers. This leaves the electric brake so connected
up that it is applied through two resistances. These resistances are cut out as
the lever D is moved to the 2nd and 3rd electric brake positions.
is
When the lever D is brought back to the off position it brings back the
indicator wheel K and the cylinder secured thereto to its former position. If
in this position the reversing lever is set at the ahead position, the notch
brought into the position formerly occupied by the notch, and if now the
lever D³ is turned to the electric brake position, the projection engages with the
notch and swings the reversing cylinder into the position of electric brake
ahead, which is the position where the third indicator notch engages with the
roller q. It will thus be seen that if the reversing lever leaves the reversing
cylinder at the ahead position that cylinder is in position to be turned into the
electric brake ahead position by the movement of the lever D5 to the electric
brake position, while if. the reversing lever leaves its cylinder at the reverse
position, that cylinder will be turned to the electric brake reverse position by the
same movement of the lever D³. Therefore, in ordinary running, the lever 15 is
the only one that need be handled, its forward movement governing the motors
and its rearward movement the electric brake; and when the car is to be
reversed, the one reversing movement of the lever j leaves the lever D³ in position
to perform the same operation for the rearward movement of the car.
In order to prevent water which may leak through the top plate of the con-
troller around the shafts, from reaching the contacts, there are tightly secured to
the shafts D and H, above their respective bearings e and e, flaring collars D
and H6.
The support for these bearings is a walled or dished plate e projecting forward
from the rear of the frame and inclined rearwardly. The caps of the bearings e
and project rearwardly on each side of the shafts, and have in their upper
surfaces U-shaped grooves e8 which are beneath the collars D and H and
project over the plate e'. The result of this construction is that water trickling
down the sides of the shaft is caused by the collars to drip into the U-shaped
groove e³, and by it conveyed to the plate e, or to drip directly onto the plate e,
and is conveyed by the latter out of the frame through an orifice e³..

page_text: A very simple and efficient blow out is provided to destroy the sparks at the
controller contacts. This consists of a series of coils standing in the space between
the contacts and adapted to be connected in the circuit and throw their lines of
force directly through the contacts in a vertical direction, that is, parallel with
the controller shaft. These coils are suitable connected together, and as they have
no cores, may be termed collectively the solenoid. They are designated by G.
The construction and connection of one of the solenoid coils referred to is
shown in detail in Figures 9, 10 and 11, and will now be described. These coils
consist of one or more ribbons of wire g wound with interposed strips of asbestos.g¹
into a spiral of preferably the elliptical form shown. The ends of the wire,
ribbon project a suitable distance. and are properly wrapped with insulating
covers and insulated from the rest of the coil by pieces of mica g³. The
drawing shows two ribbons of wire g wound together (for ease of manipulation)
and the different coils connected in series. When the controller is built for very
heavy work, to save wire and to render it of such size that it may be easily coiled
and installed, it is preferred to wind each coil with two, three or more ribbons
and connect the coils in series in sets of two or three, and the sets in parallel.
This allows the use, for the main conductors, of large vertical bars, with much
lighter conductors running from one to the other through the solenoid coils.
The coils are contained in suitable boxes G¹ made of insulating material.
These boxes consist preferably of two plates g and g of the shape shown in the.
drawing, having in their proximate faces open ended recesses g of the general
elliptical shape shown. The bottoms of these recesses are lined with plates of
mica and between these plates there is just sufficient space to snugly receive
the coil of wire ribbons..
After the coil has been inserted in the box the latter is fastened together by
glue and dowel pins 98, and a suitably shaped plug g of insulated material is
placed in the otherwise open end of the box. A suitable bracket G2 is secured to
the box and screwed to an upright wood strip G3 which is itself carried by the
wood block G which carries the contact fingers. This strip G³ has slots or
orifices G opposite the boxes G₁ and through these slots project the ends of
the wires g. These ends are bent in opposite directions and the proximate ends of
the wires of two boxes are secured together by suitable metallic sleeves g10. The
coils may be thus connected together all in series, or all in parallel or partly
each. At the top and bottom connections are made with proper conductors
leading to suitable terminals. A projecting strip G preferably of wood, covers the
ends of the ribbons and the sleeves g. It will thus be seen that the coils are
thoroughly protected at all points.
The solenoid is preferably connected so that it is in the main line when there
is any resistance in that line, thus furnishing part of the governing resistance,
but when the controller is in its last series or parallel position, the solenoid is
thrown onto a shunt circuit so as not to cut down the effective work of the current.
This connection is illustrated in the diagram (Figure 12) and will be hereinafter
referred to.
The operation of the controller for the series and parallel positions and of the
reversing switch for the ahead and reverse positions will be readily understood by
those skilled in the art; from Figure 12, where the controller is represented as
connected with two motors, the solenoid, and the resistance R which may be in
the circuit in its entirety (¹) or only as to its portion. 2, or its portion.
R1, R2, R3, R represent the conductors leading to this resistance, and Z that to
the solenoid. A¹, A A¹. A², A A2 and F¹, FF, F2, FF2 represent the conductors
to and from the respective armatures and fields of the motors. T represents the
conductor from the trolley and S that to the automatic switch for the electric
brake. The contact fingers for the governing cylinder are represented by u¹ to ull
inclusive, and those for the reversing and braking cylinder by el to 9 inclusive.
Of the latter, the fingers v¹, №5 and are adapted to be held out of the path of

page_text: their corresponding segments, thus cutting out the lines they represent, as, herein-
after explained. C₁ represents a conductor leading from contact fingers u² and us
to contact finger v.' And C2 represents a conductor leading from contact finger u
to contact finger v9.
The course of the current for the first position of the controller will now be
described as illustrative. When the governing cylinder is in position No. 4
series and the reversing cylinders in position ahead, the current comes from the
trolley via T to contact finger u, to contact plate 2, to contact plated to
contact finger u³, through the total resistance r and through the blow-out "G
to the conductor Z, to the conductor C to the contact finger 1, to the contact plate g',
to contact plate through the armature of motor No. 1, to contact
plate thence to contact plate h and through the field of motor No. 1-to contact
finger, thence to contact finger ulo, contact plates d", "d", contact finger u
to conductor C and from thence to contact finger contact "plate ho,
contact plate 6 through the armature of motor No. 2, to contact plate
ht
thence to contact plate 5 and through the field of motor No. 2 to the ground.
At positions 2 and 3 portions of the resistance are cut out, and the movement to
position 4 first cuts out all the resistance (including the solenoid) and then leaves
the solenoid on a shunt circuit. At positions 5, 6, and 7, the motors are con-
nected in corresponding manner but in parallel. When the reversing cylinder is
at its reverse position the motors are as otherwise, but reversed.
In order to provide simple and effective means for cutting out one or the other
of the motors, the contact fingers and 9, which are terminals of the direct
connections from the governing cylinder, are endowed with the capacity of being
withdrawn entirely from the path of the reversing cylinder, and hooks V are
provided which are adapted to take over pins
thus retain them in this withdrawn position.
an equalizing cross connection between the
positions is cut out in a similar manner.
projecting from these fingers and
Contact finger which establishes
motor fields for the electric brake
•
Suppose motor No. 1 burns out, the motorman simply opens his controller case,
withdraws the contact fingers v¹ and v5 and hooks them back out of the way. He
then runs his car on the parallel positions 5, 6 and 7, and, the circuit being broken
via the conductor C, the whole current passes via the conductor C through the
motor No. 2, while the reversing and braking is accomplished as before. When
motor No. 2 burns out, contact fingers and are withdrawn.
.
The connection and operation of the brake will now be described. In the
diagram (Figure 12) there is indicated at B1 B2 brake shoes for each axle of the
motor car, and B3 B4 B5 B6 indicate similar shoes on two trail cars. This brake
operates in the usual manner of an electric brake, that is, by the current generated
by the movement of the motor armature flowing through field coils carried by the
brake shoe which find an armature in a disk secured to the axle and hence retard
or stop that disk and the axle. Thus, in turning on the electric brake, the
électric brake terminal indicated at S is substituted for the trolley terminal and
the current is reversed by the reversing cylinder.
The clectric' brake portion. of the governing switch shown is such as to connect
the motors in parallel, though if desired, they might be connected. in series. If
they are connected in parallel it is necessary that there be a cross connection
between their fields when they are braking, to equalize their currents and prevent
the greater current generated by one motor from flowing back and 'counteracting
the current from the other motor. This cross connection; however, is only desir-
able when the motors are operating as generators for the electric brake. The
cross connection is therefore established at the, reversing cylinder and by means
of the contact segment 17 connected with the segment his and the portion
of the segment (said segments adapted to engage with the field terminal of
motor No. 2) and the contact finger 5 which is connected with the field of motor
No. 1 but is 'adapted to be cut out. When this finger 5 is not cut out, there is,

page_text: therefore, in each of the electric brake positions, a cross connection from Fa
through 18 and h¹, or through " and to and to TF. When either motor
is burned out, the contact finger is cut out, thus destroying this cross connection
and preventing the grounding of the brake current.
In order to automatically govern the electric brake there is provided between
the terminal S and the brake an automatic switch S¹, capable of increasing the
resistance to the brake current when the latter rises too high either from the
operator's cutting out resistance too quickly or from the too rapid revolution.
of the motor armatures. This switch consists of a magnet s in circuit with the
brake through a resistance, and one or more armatures adapted to short circuit
a whole or a portion of the resistance. In the form shown in the drawing there
are two armatures, and three paths in parallel are thus provided for the current;
the first and least resisting being via the conductor s¹ to the armature s², to the
conductors and the magnet; the second being through a portion of the resist-
ance to the conductor so, the armature s, conductor so to the magnet; and the
third being through the whole resistance via the lines s and $10 to the magnet.
When the current first flows it passes mostly along the first of these paths. As
the current increases in strength the magnet draws the armature s² away from its
contact point and leaves the current flowing mostly through the second path. If
the current's strength increases still more the second path is opened and the
current flows through the whole resistance . The spring resisting the move-
ment of the armature 2 is weaker than the spring 8 which resists the movement
of the armature s7, which results in the first mentioned path being opened first.
As the force of the current dies down the resistance is short-circuited by the.
armatures coming back to their original positions.
on,
Inasmuch as the current generated by the motors when the brake is thrown
builds up very rapidly, owing to the initial rapid rotation of the armatures,
then falls as the braking action begins to decrease the speed, and rises as the
governing resistance is cut out, and again falls, it will be seen that such an
automatic switch is very desirable for preventing the current rising too high on
the one hand, and for preventing it being wasted in overcoming useless resistance
on the other.
When there is no trail car, the current passes from the brake on the motor car
direct to the ground. In order to provide for the application of electric brakes
on the trailer however, a spring jack W is provided between each brake and its
ground connection. This jack has two terminals ww¹, normally in contact with
each other, and thus, when there is no car following, closing the circuit from the
brake to the ground.. When, however, a trailer is attached, a plug W', having
a terminal and a proximate bar of insulation w³, is inserted between the
springs and w¹. The spring w2 is connected with the electric brake on the
trailer, and it thus carries the current from the electric brake on the motor car to
that on the trailer, while the insulating bar w holds the spring w out of action.
The current thus goes to the ground from the trailer. If a second trailer is used,
it is plugged into the first trailer's ground-connection in a similar manner. Thus
the electric brakes, no matter how many are used, are all in series, the current
going to the ground from the last one.
:
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed, as communicated
to me by my foreign correspondent, I declare that what I claim is:―
+
T
1. The controller substantially as herein shown and described.
2. The blow out for a controller substantially as herein shown and described.
3. The method of applying an electric brake, substantially as herein shown and
described.
4. The combination with an electric brake and a controller of an automatic
switch, substantially as herein shown and described.

page_text: 5. In the controller shown, the means for protecting the parts from water, sub-
stantially as described.
6. The method substantially as herein shown and described, of rendering the
reversing lever incapable of inopportunely reversing the motors.
7. In a controller, the combination of a governing switch, a reversing switch, a
reversing lever, and a disengagable connection between the reversing lever and
reversing switch, and means whereby such connection is disengaged when the
governing switch is in an operating position, substantially as described.
8. In a controller having a governing switch, the combination of a reversing
cylinder, a reversing lever, a shaft for the same, a connecting device adapted to
lock said shaft to the reversing cylinder or to a.stationary member, mechanism
controlled by said governing switch for so operating said connecting device,
substantially as described.
9. In a controller, the combination of a governing switch, a reversing switch, a
reversing lever, a disengagable connection between the reversing lever and the
reversing switch, and a cam operated by the governing switch for governing
said disengagable connection, substantially as described.
10. In a controller, the combination of a governing cylinder, a reversing cylinder,
a reversing lever, a shaft for the same independent of the shaft of the reversing
cylinder, a sleeve on the shaft of the reversing lever adapted to connect the same
with the reversing cylinder, a cam on the governing cylinder consisting of a plate
having a depression in it, a roller or pin engaging said cam and operating to
withdraw said connection from engagement with the reversing cylinder, the de-
pression in said cam being so placed with reference to the contact segments of the
governing cylinder that said roller lies in said depression when the governing
cylinder is in its off position, substantially as described.
11. In a controller, the combination of a reversing cylinder, a reversing lever,
a shaft for the latter independent of the shaft of the reversing cylinder, and a
disengagable connection adapted to lock the shaft of the reversing lever to the
shaft of the reversing cylinder, substantially as described.
12. In a controller, the combination of a reversing cylinder, a reversing lever,
a shaft for the latter independent of the reversing cylinder, a locking device
adapted to lock said shaft to the reversing cylinder or to release the reversing
cylinder and lock said shaft to a stationary member, substantially as described.
13. The combination, with the governing controller, a motor and an electric
brake, of a reversing switch having four positions, namely, an ahead position, an
electric brake ahead position, a reversing position, an electric brake reversing
position, substantially as described.
14. The combination of a pair of motors and a reversing controller having four
positions, said positions operating to connect the motors in one direction or in the
reversing direction or to connect them in either direction and add a cross con-
nection between their fields, substantially as described.
15. A reversing controller having contact fingers and at least three rows of
relatively movable contact plates, the first and last rows of contact plates operating
to connect in the same order the contact fingers with which both rows may
engage, which order is alternate with respect to the connections caused by the
intermediate row of contact plates, substantially as described.
16. The combination of a controller having a governing switch for governing
a motor and applying an electric brake, and a reversing switch having four
positions for the motor and for the electric brake, and a connection between the
two switches, such that when the governing switch is turned to an electric brake
position, the reversing switch is automatically turned to an electric brake position,
substantially as described.
17. In a controller, in combination, a governing switch, a reversing switch, a
reversing lever, adapted to move the reversing switch into two positions, and a
connection between the reversing switch and the governing switch whereby the

page_text: latter may move the reversing switch into another position independently of the
reversing lever, substantially as described.
18. In a controller, in combination, a governing cylinder, a reversing cylinder,
a notched plate on one of the cylinders and a projection on the other adapted to
engage with the notch in certain positions of the cylinders, said governing
cylinder having positions where it governs the electric brake and said reversing
cylinder having positions where it reverses the electric brake, substantially as
described.
19. A solenoid coil for a controller blow-out consisting of the ribbon g wound
into a spiral form with interposed insulating material g¹ and a box of insulated
material enclosing said coil, said box consisting of a recessed plate and a cover
therefor, substantially as described.
20. A suitably protected solenoid coil for a controller blow-out consisting of a
spirally wound ribbon of metal g, interposed resistance gl, two recessed plates g*
and go embracing the coil, plates of mica or similar material g' on each side of the
coil, pins 9 connecting the two plates together, substantially as described.
21. The combination, with a pair of motors and an electric brake, of a cross
connection between the two motors, said cross connection being by means of a
contact finger and a contact plate of a controller which are brought into engage-
ment at an electric braking position, said contact finger being adapted to be
withdrawn from the path of the surface of the controller cylinder, and mechanism
for retaining the contact finger in this withdrawn position whereby the cross
connection may be cut out, substantially as described.
22. The combination with an electric brake, of a controller adapted to apply the
brake and govern it by cutting out resistance, and an automatic switch included
in the circuit between the controller and the brake and short circuiting a resist-
ance at the time the brake is applied, but adapted to open that short circuit when
the current strength increases to a desired amount, substantially as described.
23. The combination with a motor, an electric brake, and a resistance, of a
controller adapted to apply and govern the motor and brake by means of that
resistance, and an automatic switch in the circuit between the controller and
electric brake adapted to counteract too great an increase of the current strength
caused by too rapid a revolution of the motor or too quick a cutting out of
resistance by the controller, substantially as described.
24. The combination, with a motor, a controller and an electric brake, of an
automatic switch in circuit with the electric brake, said switch comprising a
magnet, armatures therefor and a resistance, said armatures when drawn toward
the magnet being. adapted to cut out paths of less resistance than those thereafter
remaining, the armature which cuts out the path of least resistance being
operated by a less magnetic pull than the other, substantially as described.
25. The combination, with a motor car and one or more trail cars, of a motor
the motor car and electric brakes on each of the cars, said brakes being connected
together in series and being adapted to be connected with the motor, substantially
as described.
on.
26. In combination, a plurality of cars, electric brakes on the different cars
connected together in series, a motor on one of the cars, a conductor leading
from one terminal of the motor to the ground, a conductor leading from the other
terminal of the motor to the first of the electric brakes, and a conductor
leading from the last of the electric brakes to the ground, substantially as
described.
27. The combination, with a motor car and one or more trail cars, of electric
brakes on the different cars, a controller on the motor car governing the motors
and applying the brakes, a ground connection in each car from the electric brake,
a spring jack in this connection, a plug on the trail car having a contact strip
connected with the electric brake on the trailer and a proximate insulating strip
whereby when such plug is inserted in the jack the brake on the trail car is

page_text: connected in series with the brake on the motor car and the current goes from
the brake on the trail car to the ground, substantially as described.
Dated this 14th day of Moral 1909
WM. P. THOMPSON & Co.,
Agents.