Improvements in and connected with the Control of Electrically Propelled Vehicles and Trains.
Year: 1898

page_text: Date of Application, 16th May, 1898
Complete Specification Left, 16th Feb., 1899-Accepted, 16th Aug., 1899
the Borough of Manhattan, in the City, County & State of New York.]
Improvements in and connected with the Control of Electrically
Propelled Vehicles and Trains.
I, HENRY HARINGTON LEIGH, Assoc.M.Inst.C.E., Fel.Ch. Inst. P.A., F.I.Inst.,
practising as Phillips and Leigh, of No 22, Southampton Buildings, Chancery
Lane, in the Administrative County of London, Engineer and Patent Agent, do
hereby declare the nature of this invention, which invention has been communi-
cated to me by &c., to be as follows:-
This invention relates to improvements in and connected with railway car,
train or rolling-stock traction systems, and the object is to make each car complete
and individualized, so that it can be operated from either platform and be run in
either direction by itself or with unequipped cars, and to provide the cars with
train connections, such that equipped cars shall be interchangeable so that they
can be connected in any number and order and irrespective of which are the
abutting ends, and that the train so formed can be operated from either platform
of any car. With this object in view, the invention may be described as a car
or a train of interchangeable cars, each equipped with driving mechanism, and
means on each car provided with appropriate train connections whereby the
The
driving mechanism of each car of a train can be operated from any car.
system actually employed is electrical, and, viewed in this specific aspect, the
invention consists in providing each car with suitable driving mechanism, as one
or more electric motors or sets of motors, and electrical controller-mechanism
therefor, as a reverser, a controller, or a reverser and controller combined or
separate, and a suitable operator's switch, preferably one on each platform of each
car, for operating the controller-mechanism, and thereby controlling the driving
mechanism, and suitable connections whereby a train of cars may be made up,
and all the controller-mechanisms operated at one time from any operator's
switch. The means for controlling the driving mechanism is in large measure
an adaptation of the methods and apparatus introduced by the communicator
hereof in electric-elevator practice, in which the controller for the driving motor
is operated from the operator's switch through pilot-mechanism. I have made
such additions as are necessitated by the condition that the cars must be suscept-
ible of connection to form, and must be interchangeable in, trains. This involves
not merely suitable train connections, but the conception of an entire train
system, in which each car is provided with a suitable car-system which comprises
means for operating it as a single car, and in which there is provided train
connections whereby a train can be made up in any desired manner and run from
any of the cars, and in which suitable provision is made for isolating any car-

page_text: system without thereby disturbing either the train connections, or the operation
of the train-system as a whole.
In the accompanying drawings, which form a part of the specification,
Figure 1 illustrates diagrammatically a system of control in the open circuit
condition.
Fig. 2 illustrates the same system in condition for movement ahead.
Fig. 3 illustrates the same system in condition for movement backward.
Fig. 4 illustrates the system in open-circuit condition, but modified by the
introduction of a rheostat.
Figs. 5 and 6 are diagrams of pilot-motor controlling systems.
Figs. 7, 8, 9 and 10 are positional diagrams, representing, open, ahead at
intermediate speed, ahead at full speed, and backward at full speed, conditions
of a system, somewhat modified, but in the main that of Fig. 4 combined with the
pilot-motor control.
Figs. 11, 12, 13 and 14 are diagrams of a series-multiple system with pilot-
motor control, the pilot-motor circuits being relayed. The diagrams are
positional, showing respectively open, series, lap-multiple and full-multiple
conditions of the connections for the pilot-motor and other operating circuits.
Fig. 15 illustrates the condition assumed by the system of Figs. 11 to 14 upon
failure and restoration of the line at lap-multiple position.
Figs. 16 to 44 are diagrams illustrating different arrangements of train wires,
with a view to securing proper connections irrespective of the end-relations of
the car when coupled to formi trains.
SYSTEMS OF CONTROL.
In its general features the train-system comprises an operator's switch, prefer-
ably one upon each platform of each car, and at diagonal corners thereof, and
because of its preferred location called a platform switch, which preferably
is connected directly with the line; train connections connected with the plat-
form switch; and relays connected with the train connections and the platform
switch, which relays either control the connections of the driving motors directly,
or control pilots which operate the controller-mechanisms for the motors, the
driving motors being connected to the line through contacts controlled by the
relays, but otherwise independently of the relay circuit, so that they are con-
nected to line around the platform switches and train connections and are inde-
pendent thereof, except for the relay-contacts controlled thereby. In practice all
of the relays are grounded and are connected with the train connections in
multiple, as are all of the platform switches, so that each platform switch is
connected with all of the relay coils, and each driving-motor circuit is connected
with the line in multiple with the platform switches and with each other, and
independently of the train connections. Each fully-equipped car, in addition to
its motor and platform switches, is equipped with one or more controller-
mechanisms for its motor or motors, and these, with the relays which operate the
reversers and controllers, and all the connections therefor, including the platform
switches, and the motors and their connections, constitute a complete car-system.
Each car is also provided with its appropriate part of the train connections. The
train connections and the individual car-systems constitute the complete train-
system. In all of the train-systems illustrated the opening of the platform switch
causes the circuits of the driving motors to open immediately at the reversers.
The train connections are such that the cars can be coupled without regard to
number or sequence or end-relation and that like hand movement of the platform
switch at either end of any car shall produce like track movement of the car or
train. But if a car is turned end for end in a train, the rotation of the driving
motor or motors thereon must be reversed, if the direction of movement of the car
which is turned end for end is to be the same as that of the rest of the train. This
is accomplished by properly pairing the ends of the train-wires, either by location
or formation, as will be explained later on. Reference will be had to each
system of control, beginning with the simplest.

page_text: The
(a). In the system illustrated in Figs. 1 to 3, for simplicity, only one motor M
is shown on each car. The controller-mechanism is merely a reverser.
armature of the motor is connected with the reverser, which, as shown, consists
of two coils R R and contacts controlled thereby. Each brush of the motor
armature is connected to two contact points 1 and 2. The field is connected at
one side to the ground at G, and at the other side to two contact points 3, which
lie in juxtaposition with points 1. The line L is connected with two contacts 4
which lie in juxtaposition with points 2. Each reverser coil is provided with a
plunger, which carries a connecting plate 5, whereby the pairs of points 1 and 3,
or 2 and 4 are connected, according as the plunger is down or raised. Therefore,
if one of the coils of the reverser is energized and the other not, one brush of the
armature is connected to the line and the other to the field-coil, and through the
field-coil to the ground. The coils of the reverser are grounded at G and are
connected one to one train wire a and the other to the other b. The two halves
of the reverser are distinct from each other. There is a platform switch shown
for each platform. The handle P of the platform switch in use is connected to
the line L and by moving it in one direction or the other, it can be brought
in contact with one or the other of two contact points, one connected with the
train wire a and the other with the train wire b. There are also provided
springs 6 for bringing the handle, when released, to the open position of the
switch.
j
The train connections consist of the train wires a and b and suitable couplings
therefor, each train wire terminating in a plug 7 at one end and a socket 8 at
the other end, there being the plug of one wire and the socket of the other at each
end of the car. The different motors are connected to the line in multiple and
the connections of the motors to the line are around the train connections and the
platform switches and are independent thereof, except as they control the contacts
at the reverser. The coils R and R³ are relay coils and the contacts 1, 3, 5,
and 2, 4, 5 are relay contacts.
This system is shown in Figure 1, in the open-circuit position, when none of
the motors are connected to the line; in Fig. 2, in the position for driving the
train ahead, the platform switch at the front end of the right-hand car being
shown as closed on train-wire a, the relay contacts 2, 4, 5 on each car being shown
as closed by coil R¹, and the other parts of the system in the same position
which they occupy in Figure 1; in Fig. 3, in the position of the parts for
backing the train, the platform switch on the front end of the right-hand car
being closed to wire b and the other parts of the system being shown in the same
position which they occupy in Figure 1. In Fig. 4 the controller-mechanism is
shown as consisting of a controller-rheostat 9 inserted in connection with the
reverser, the parts being in the open-circuit position.
Switches 10, 11, 12 and 13 in this and other systems will be described later.
(b). Another simple system embodying the broad features of my invention
consists in providing pilot-control for the driving motors. For simplicity, in
the first illustrations given, Figs. 5 and 6, the driving motors and the switches of
the driving motors are omitted, the pilot motors, the pilot-motor switches, the
platform switches and the train connections alone being shown. This approxi-
mates very closely to the communicator's clevator practice, wherein a number of
elevators are each provided with a car switch and all are connected to a switch board
at some other point, as in the basement of a building, from which any one of the
elevators can be operated. In the system of Figs. 5 and 6 each platform switch
is provided with three contacts, viz., ahead connected to wire a, stop or coast
connected to wire c and back connected to wire b, and corresponding points of all
the platform switches are connected through train connections which include a
third train wire c. Each platform switch is connected to its pilot motor through
a switch 14. In Fig. 6 each platform switch is connected to the train
wires through a switch 15. In Figs. 5 and 6 the wires connecting the pilot motor
and platform switch on any car are connected to the train wires through another

page_text: switch 16. In the arrangement shown in Fig. 5, any number of the pilot motors
can be operated from any platform switch and any pilot-motor or platform switch
can, if desired, be cut off without impairing the train-system.
In the arrangement shown in Fig. 6, the switch 16 is between the pilot motor
and the platform switch as well as between the pilot motor and the train wires,
and a pilot motor on any car can be cut off without cutting off the platform switch
of the car.
When any one of the platform switches is closed all of the pilot motors are
connected to the line through pilot motor switches operated by the pilot motors
themselves. The pilot motors are provided with two field coils 17, 18, oppositely
wound, or may be provided with a single field and the two armature-coils
oppositely wound. A terminal of one of these fields is connected to a brush 19
which bears on an elongated contact plate 20 on the pilot-motor switch, and a
terminal of the other field connected to a brush 21 which bears upon another
elongated contact plate 22 on the pilot-motor switch. These two elongated plates
are separated by a strip of insulation 233, and mounted on a reciprocating block
which is mounted on the screw shaft of the pilot motor. As will appear hereafter,
the elongated contacts and their separating strips of insulation are limit contacts
to cause the pilot motors, if allowed to run long enough, to stop automatically
and independently. On the other side of the elongated plates are mounted three
brushes, 24, 25, 26. One of these, 24, which normally bears upon one of the
elongated plates, is connected to the forward contact of the platform switch,
another, 25, which normally bears upon the other elongated plate, is connected
to the back contact of the platform switch, and the third, 26, which is inter-
mediate, and normally bears upon the insulating strip 23 between the elongated
contact plates, is connected to the coast contact of the platform switch. If the
platform switch is closed at any contact, the pilot-motor rotates in one direction
or the other, but always in such direction as to bring the intermediate insulation
under the contact through which the circuit is closed, the pilot motor running
until the circuit is automatically broken, if the platform switch is kept closed so
long. The pilot-motor may be reversed by closing either of the other two
contacts. If, after the switch has been moved to one side or the other from coast
position, as by closure of the forward contact, the coast contact be closed, the
pilot-motor will run until the intermediate insulation is brought under the coast
contact on the pilot motor switch; and if the back contact is closed, the pilot-
motor will run till the pilot-motor switch is entirely reversed and automatically
stops at the opposite extreme, if the platform switch is kept closed so long. Thus
it appears that each controller is operated or controlled by the cooperation of
the platform switch and the pilot-motor switch which is in effect an automatic
stop-switch and in conjunction with the pilot-motor is an automatic stop for the
controller. A magnetic brake 27 acting on the pilot-motor shaft 28 stops the
pilot-motor and the main switch as soon as the circuit is opened.
There is illustrated in Figs. 7, 8, 9 and 10 a simple arrangement for operating a
driving-motor by means of a controller-mechanism which consists of a combined
reverser and controller rheostat for the driving-motor, operated by means of a
pilot-motor, the parts being shown in several positions, viz., the open, lap or slow
speed ahead, full-speed ahead, and full-speed back positions. Referring first to
the open position, Fig. 7, it will be seen that a controller-rheostat 29 is con-
nected between the line and the driving motor in connection with a reverser,
substantially as in Fig. 4. The arm 30 of the controller is con-
nected electrically to the line, and is mechanically connected to the
pilot-motor shaft by worm-gearing 31. As the pilot-motor is run in
one direction of the other, the arm of the rheostat will be rotated in one
direction or the other. The arm of the rheostat actuates a reverser-arm 32,
opening the reverser when the arm of the rheostat is at zero position, and closing
the reverser on one side or the other when the arm of the rheostat moves to
the right or left from the zero position. If the arms of the rheostats are moved to

page_text: the right, from the position shown in Fig. 7 to the position shown in Fig. 8, and
the platform switch be then opened, the driving motors will be connected to the
line in multiple through the arms of the rheostat, and through so much of the
resistance of the rheostat as may be left in the circuit. If the platform switch is
kept closed long enough to permit the full movement of the pilot-motor switches
and the rheostat-arms, permitted by the limit contacts or automatic stops of the
pilot motor switch, the entire resistance of the rheostats will be cut out, and the
system will be brought into the position of full speed ahead, illustrated in Fig: 9.
If the rheostat-arms be moved from the position of rest in the opposite direction
by closure of the reverse or back contact of a platform switch, the rheostat-arms
will close the reversers on the opposite contacts to those already described, and
will move around until a part, or, if the platform switch be closed so long, all
of the resistance of the rheostats is cut out, and the system will be in the position
of full speed backward, illustrated in Fig. 10. If allowed to run so long, the
pilot motors independently and automatically stop, each when the controller-
mechanism reaches any one of certain definite positions, viz., the open position,
or either of the full-speed positions.
It will be observed that in all of the forms shown in Figs. 7 to 10, wherein the
pilot motor actuates the reverser, the pilot-motor circuits are distinct from the
driving-motor circuits, as in Figures 1 to 3. Both the pilot-motor and reverser
circuits are relay circuits. It is necessary to provide means for preventing the
different pilot-motors from being connected up differently at the same time, owing
to differences in their speed. This can be done by synchronizing devices for the
pilot-motors, if desired, but it is simpler and better to relay the pilot-motor
circuits, as will be explained in connection with Figs. 11 to 15.
(c). In the system shown in Figs. 11 to 15 the reverser and controller are
separate. In case of emergency, the circuit can be instantly cut off at the reverser
by operating the platform switch, without waiting for the return of the controller
to open position. The general arrangement for controlling the driving motors on
the different cars is what is known as the series-multiple arrangement. There are
two motors M, M, on each car, the two motors being operated together on the
series-multiple plan. This is effected through a controller-mechanism consisting
of a reverser and a main switch separate from the reverser and operated by a pilot
motor, the main switch comprising a pilot-motor switch and a controller or
motor-circuit varying switch for the driving motors. The controller is a series-
multiple controller and is supplied with contacts for throwing the two motors
in series, then cutting one of them out, and finally throwing the two together in
multiple, according to series-multiple practice. Each car is equipped with a
reverser, a pilot-motor, and a main switch for each pair of driving motors, or for
four motors if used on one car and with two platform switches. As in the system
above described, in which there is a reverser operated by the pilot, the
platform switches are provided with contacts, each of which corresponds to a
certain position of the main switch. The platform switches are also provided with
reverser-contacts. Corresponding points of all of the platform switches on each
of the cars are connected through the train connections, so that a given effect
will be produced or the system be brought into a given condition on all of the cars,
by closure of any one of the platform switches upon the proper point for the proper
length of time, each pilot-motor automatically, and independently stopping and
causing the main switch, including the controller, to stop in certain definite
positions. In order to prevent disturbance of operation through lack of
synchronism in the various pilot-motor switches on the different cars, the pilot-
motor switches are operated from the platform switches and the train connections
through relays which control contacts in circuits connected to the pilot-motors
and the pilot-motor switches, and which are independent of the train connections,
except as the relay contacts are controlled by means of the platform switches and
the train connections. Besides these relays there are safeties, which will be fully
described.

page_text: CONTROL OF DIRECTION.
The platform switch is provided with a handle which is connected to the line.
and has two directional contacts, a, b. These are strips so placed that when the
handle is moved from open position the switch is always closed at one or the other
of these contacts. Wires lead from these contacts through two solenoids, a³, 13,
forming a part of the reverser, and beyond the solenoids the two wires are united
and are carried to a resistance 32, or, after the reverser operates, to magnetic
contacts 33, through an overload safety-contact 34, through a solenoid 35 of an
automatic safety reverser-relay, and through a cut-out switch 36 on the main-
switch block, to ground G. So long as the platform switch is closed on one
side, the reverser is held in position to connect the armatures of the driving
motors up to the line in one direction, and so long as it is closed on the other side,
the reverser is held in position to connect the armatures of the driving motors
with the line in the other direction. The driving motors are series motors, and
the reversal of their armatures, without reversing their fields, reverses the
direction of rotation of the armatures, and hence the direction of
movement of the train, as in all the other figures. The reverser is
provided with four contact plates 37, 38, 39 and 40, two of which connect with one
of the driving motors and the other two with the other of the driving motors.
There are also magnetic blow-outs 41. The connections of the driving-motor
armatures will be described later with the switches therefor.
CONTROL OF SPEED.
It will be seen that in the platform switch there are three pairs of contacts for
controlling speed, the two contacts of each pair being connected together and
disposed in corresponding positions on the two sides of the switch. On closing
the switch at either side thereof on one of the first pair of speed-controlling
contacts, which will be called hereafter the coast contacts, c, no effect is produced,
except to energize the coast relays, ², when the system is in the normal or initial
position, the wire which leads from each of the coast-relay contacts being
open at the pilot-motor switch. If the platform-switch handle is carried further
around and brought into contact with one of the second or intermediate pair of
speed controlling contacts, which will be called hereafter the series contacts, s, the
corresponding series relay 2 on each of the cars is energized, the series-relay
contacts are closed, and the pilot-motors are each connected with the line in the
circuit through a contact 42, controlled by a throttle solenoid 43, through a
safety-contact 44, closed by an automatic safety reverser solenoid 35, through the
pilot-motor switch, and through the relay to the ground. The brake-magnet
of the pilot-motor is energized and the brake is lifted therefrom and the motor
begins to revolve. In a similar manner, closure of the platform switch at the
third speed-controlling contacts, which will be called the multiple contact m,
energizes the corresponding set of multiple relays m², closes their contacts m³
and causes the operation of the pilot motor and main-switch. It will be seen
from the foregoing general statement that on closure of a platform switch the
reversers and pilot-motors can be operated to bring the system into the various
conditions desired, and now it will be shown what these conditions are, and how
they are brought about.
THE MAIN SWITCH.
The pilot-motor and driving-motor switches and the cut-out switch form what
will be called the main switch. It is divided into sections, which are insulated
from each other. These sections are provided with suitable contact strips or
points, and contact fingers, all of the contact strips or points on any one section
being connected electrically, so that if any two contact fingers are in contact
with any two contact strips or points of one and the same switch-section, the two
contact fingers will be connected electrically. The contacts of the main switch
have a different appearance in different figures of the drawing, but all of the

page_text: contacts are shown completely in Fig. 11, which illustrates the switch in normal
or open position. Fig. 12 illustrates the motors connected in series; Fig. 13
illustrates them in an intermediate or lap position, with the motors connected in
multiple, but with part of the rheostat-resistance in circuit; and Fig. 14 illustrates
the motors connected in multiple with all of the rheostat-resistance cut out.
The series and the multiple arrangements of the two motors are fundamental
arrangements, either of which may be maintained under certain conditions for
any length of time in operating the train. The presence of more or less of the
resistance of the rheostat in circuit with the motors in either of these arrange-
ments introduces only difference of degree, and not in kind, respecting the
arrangements. Therefore, the motors will be spoken of broadly as connected in
series or in multiple, and the contacts which effect these different positions when
maintained for a sufficient length of time, will be spoken of as the series contacts,
or the multiple contacts, in further discussion.
All the contacts of the three sections of the controller are open in the open
position of the switch, the cut-out switch 36 is closed, and the pilot-motor switch
is closed at the series-contact and the multiple contact m, and open at the
coast contact c. When a platform-switch is closed on the series contact,
the series relay contacts is closed and the automatic solenoid 35,
closes the pilot-motor circuit at contact 44, and by lifting contact plate 45,
breaks a ground of switch contact and closes a short circuit around cut-out
switch 36. The pilot-motor moves the main switch. The driving motors are then
connected to the line in series through the following circuit: From the line,
through an overload coil 46, through a magnetic blow-out 47, through the
rheostat-contacts 48, of the controller, through the resistance of the rheostat 49,
through one side of a switch 50, by which motor M¹ can be cut out, through one
side of the reverser and driving motor M', through the other side of switch 50,
through the series-contacts 51 of the controller, through a switch 52, and through
the reverser and other driving motor M³, and the throttle solenoid 43, to ground,
the throttle being connected between the armature of the driving motor M² and
one of the contacts of the reverser, thus being in series with one of the motors only.
As the controller is moved from the initial open position, one contact after another
along the rheostat is closed, thereby gradually cutting out the resistance of the
rheostat, until it is all cut out, as shown in Fig. 12. At this point contact & of
the pilot-motor switch is opened and the pilot motor and the main switch stop
automatically, unless the platform switch has been operated. If the platform
switch is closed at the multiple contact, the pilot-motor and main switch move
on, and the resistance 49 will then be again cut in through the opening of one
rheostat contact 48 after another, until nearly all of the resistance is cut in again.
At this point the series-contacts 51 will be opened, and contacts 53 be closed,
which will cut out the driving motor M², the circuit being from the line through
the greater part of the resistance of the rheostat, through the reverser and driving
inotor M', and through the grounded contacts 53, of the controller. As the con-
troller moves on further, the circuit of driving motor M¹ is maintained, and the
circuit is closed from the line through the resistance 49, through the controller
contacts 54, through the reverser and motor M² to ground, as is shown in Fig. 13,
and then as the controller continues to move, the resistance 49 is cut out, as is
shown in Fig. 14.
Figs. 12, 13 and 14 are stated as illustrating the operation of the system when
the train is being driven ahead. The same illustrations will apply if the motor
is being driven back, except that the position of the platform switch and the
reverser is reversed.
The main switch may be returned to open position from any of the positions
heretofore indicated by operating the platform switch, or by releasing the platform
switch handle and allowing it to move to open position. It will be seen that the
pilot-motor switch is always closed, either at the multiple contact m² or at the
coast contact, but the coast contact is open at the initial position of the switch,

page_text: and the multiple contact is open at the extreme opposite position of the switch;
both contacts being maintained in intermediate positions. The series contact 84 is
connected to one of the field contacts 21 of the pilot-motor switch during the first
part of the movement of the switch, and to the other field contact 19 during the
last part of the movement of the switch, being cut off from both at an intermediate
point, as already explained. It will be seen from this statement that when the
switch is closed it can be run to either extreme by closing the coast or the multiple
contact of the platform switch, or it can be run to the mean position, correspond-
ing to series connection of the driving motor, by closing the series contact of the
platform switch, and that it will automatically stop at any of these positions, if
the proper position of the platform switch is maintained. If while the switch is
closed and is being moved from the open position, the current exceeds the pre-
determined limit of strength in the motor M³ and therefore in the throttle coil 43,
the throttle contact 42, is automatically opened, and stops the pilot motor, thereby
preventing the controller from operating too rapidly. As soon as the current falls
to a proper limit, the throttle contact closes again and the main switch will be
permitted to move on. The throttle on each car independently regulates the for-
ward movement of the controller and thus renders it impossible to overload the
driving motors. Simultaneous movement and equal work on each car in any
combination is insured. The throttle may be adjusted for various rates of accelera-
tion and various strengths of current. It automatically takes care of the rate
of acceleration for different loads, stopping the pilot-motor whenever the current
is too large, and thus insuring quick acceleration of light loads and slower
acceleration of heavier loads. It does not affect the return movement of the
controller. The throttle is of great importance and is believed to be, broadly
speaking, novel.
I also, broadly speaking, originate the method of regulation and unifying the
operation of a number of motors in a system, in which each motor is supplied with
a controller; the method consists in varying the travel of each individual con-
troller with the current in the motor controlled thereby. I also originate, broadly
speaking, a train composed of cars each provided with a driving motor and a
controller and with means for unifying the energy consumed by the different
motors, by varying the rate of travel of each individual controller or otherwise.
All the cars of the train thus are made to do the proper proportion of the
work.
If the current fails, the reverser-contact 45 will be closed, as illustrated in
Fig. 15.
What may be called the increased-speed connections or multiple side of
the pilot-motor, connected with contact 21, is thereby opened at contact 44,
and the decreased-speed connections or coast side of the pilot-motor, connected
with contact 19, is closed at contact 45, through a circuit from the line, through
the pilot-motor contact 19, contact, and contact 45, to ground. No manipula-
tion of the platform switch can affect this circuit until the main switch shall
have returned far enough to close the cut-out switch 36, thus making it necessary
practically to begin with the open switch position before the current can be again
thrown on to the driving motors. This also prevents reversal of the controller
when it would be dangerous, because if, for example, the platform switch should
be suddenly reversed when closed on a series or multiple contact, the reverser
would be opened, producing the same effect as failure and restoration of line. The
controller would return to, or nearly to, open position, and would then advance
under control of the throttle. Should it be undesirable to require that the
main switch return completely to open position, the contacts 36 of the cut-out
switch can be lengthened somewhat, or otherwise disposed, to effect the return to
any determined position.
It will be seen that the reservoir-coils of the reverser for the driving motors
are in series with the coil of the automatic safety reverser for the pilot motor,
and that all of these coils are in series with the cut-out switch on the main switch

page_text: block and are provided with a shunt around the cut-out switch which is closed by
the operation of the automatic coils while the current is on the line.
It will be seen that the reverser-relay coils or solenoids and, where these
appear, the speed-relay coils and the safety-relay coil are in grounded branches
from the wires which connect the platform switches. This makes all these wires,
and the train wires to which they are connected, dead wires, except such as are
actually connected to line through a platform switch. If the connection of the
platform switch with which the train is being run is cut off from the line, all
the train connections and the wires supplied therefrom, are cut off and are
dead wires. All danger and annoyance from unintended operation of relays
through accidental grounding, or from confusion of relay circuits in case line
connection breaks on an intermediate car, is avoided. Moreover, if the separate
relay-branches were connected to the line and the platform switches were grounded,
then whenever the trolley-shoe of any car jumped off the line for a moment,
the controller on that car would be run back to initial position. There is no need
of this, because there is no harm in letting the current on as soon as contact is
remado at the shoe, provided the speed has been kept up.
CONNECTING SWITCHES.
Switches are provided whereby parts of the train system can be cut off without
impairing what is not cut off. The platform switches of each car are connected
to each other. The connections between the platform switches are connected
to the train connections through a set of switches 15, and are connected with the
relay and reverser coils, which constitute the controller system of the car, through
another set of switches, 14. Thus the car-system, including the platform
switches, can be cut off from the train-system, cr the car-system, excluding the
platform switches, can be cut off from the train-system. There is also shown a
switch 10 between the line and the controller, another 11 between the line and
the pilot motor, and another 12 in series with both coils of the reverser, by which
the controller, pilot and reverser on any car can be cut off from the rest of the
system. There is also a switch 13 between the platform switches and the line,
whereby the line can be cut off from the platform switches on any car.
COUPLING THE TRAIN WIRES.
In a train made up of a number of cars, the corresponding controlling wires of the
several cars must be coupled together so that if current is turned into any
train wire at any platform switch, it will cause the mechanism on each car of
the train to operate in the same sense as that on the other cars relatively to the
speed and direction of travel of the train. That is, there must be reversible train
connections for the controller-mechanisms of the different cars. To effect this
reversibility the speed-controlling wires must be coupled together in the same
way, irrespective of the end relation of any car in the train, and the reverser
wires of any car must reversed in the train system when the car is turned end
for end in the train. Therefore, the terminals of the train wires at the abutting
ends of the cars must be properly paired, the pairing being secured by properly
positioning the terminals, so that the connections of the speed-controlling wires
will not be exchanged and the connections of the reverser wires will be exchanged
when the car is turned end for end, or the pairing may be secured by providing
couplings of complementary shapes, the coupling at the terminal of either
reverser wire at either end of the train being like that of the other reverser
wire at the other end of the train.
a
cars of
Fig. 16 represents three
a train each provided with two
direction-controlling wires
the several
b, the wires of
cars being
coupled together. The switches and control devices are omitted, but their rela-
tion to these parts may be as in the forms shown in Figs. 1 to 4, in which the
only controlling wires are the direction-controlling wires, or as in the other
forms where these wires are used in conjunction with speed-controlling wires.

page_text: as
The wires are differently shaded to distinguish them, and arrows are placed
against branches from the wires which project upward through the floors of the
cars to indicate the direction in which the car will be caused to travel by turn-
ing current into the wires. The end of each car at the right will be considered
as the forward end and the end at the left will be considered
the rear end, for convenience of description. It is intended that the cars
shall be fully equipped for travel in either direction, and either end of the car
may be the forward end. At each end the terminals of the two wires lie in the
same horizontal plane, and the wires run from the terminals at one end to the
terminals at the other end without crossing. When facing the forward end of
a car the terminal of wire a will be seen at the right hand of the terminal of
wire b, and when facing the rear end of the car the terminal of wire a will be
seen at the left hand of the terminal of wire b. It will therefore be seen that
the terminals are exchanged in position at the two ends of the car.
Each wire has a socket at one end and a plug at the other end, the socket of
one wire and the plug of the other being placed at each end of the car, so that
the terminals of the wires at each end of a car are complementary. The pur-
pose of this will appear from a consideration of Fig. 17, in which the cars of
the preceding figure are shown with the intermediate car turned end for end.
While in this position current must be turned into wire b on this car when
current is turned into wire a in each of the other cars. It will be seen that
this is effected by the arrangement above described, since the terminals of wire b
of the car which is turned end for end, pair with the terminals of wires a a
of the adjacent cars,
Instead of coupling directly, the terminals of abutting cars may be coupled
through coupling wires. Fig. 18 shows such a method of coupling, the terminals
being duplicated at each side of each end. This duplication has been found
desirable in practice, since it is out of the way of the traction couplers and the
trainmen can make the connections without standing between the cars. The
connections can be made at either side of the train, or, if desired, at both sides,
for greater security. In this form the terminals of the two wires may be of
complementary character, as before, but this is not necessary, and the terminals
may be all alike; as shown, the terminals of the wires of each car are sockets
and the terminals of the connecting wires are plugs. In Fig. 19 the cars of the
preceding figure are shown with an intermediate car reversed.
'
In Fig. 20 a method of coupling is shown, in which the terminals are also
duplicated at each side of each end, but the terminals at the right side of each
end are of complementary character to the other terminals, and the wires to
them are of such length that they can be coupled without using coupling wires.
In Fig. 21 the cars of the preceding figure are shown with the intermediate car
reversed.
In Fig. 22 are shown the controlling wires of three cars coupled together.
In this figure three speed-controlling wires are shown, in addition to the direc-
tion controlling wires. These additional wires are the coast wire c, the series
wires, and the multiple wire m. The terminals of the direction-controlling
wires, as in the preceding forms, are disposed in the same horizontal plane at
each end of each car. The terminals of the speed-controlling wires lie in the
same vertical plane at each end of each car and terminate alike at each end of
each car.
This figure also illustrates the function of the switch 15 (see Fig. 11), which
connects the controlling wires in the train connections with the car-system.
In the event of the system on any car becoming disabled, this switch can be
opened and the entire car-system be cut off from the train, without cutting
off the cars behind the disabled car from common control with those in front of
the disabled car. From this it will also be seen that cars which have only the
train connections may, without inconvenience, be carried in intermediate posi-
tions in a train, provided that the aggregate power of the motors of the equipped
4

page_text: cars is sufficient for the movement of the unequipped cars. It will also be seen
that the train can be operated from a platform switch on a car on which the rest
of the car-system is cut off.
The speed-controlling and direction-controlling wires, with their terminals
arranged as described in connection with Fig. 22, are also shown in Fig. 23,
and in Fig. 24, with the intermediate car turned end for end. Fig. 25 shows the
relative position of the terminals at the rear end, and Fig. 26 shows the relative
position of the terminals at the forward end of a car. In these figures there are
two sets of coupler contacts, distinguished by the planes in which they are dis-
posed, one set for connecting the speed-controlling wires and the other for con-
necting the direction-controlling wires.
In similar manner, Figs. 27 to 30 show a modification in which the terminals
of the speed-controlling wires, as well as the direction-controlling wires, are
disposed in a horizontal plane at each end of each car, and the adjoining ter-
minals of abutting cars are connected by coupling wires.
In similar manner, Figs, 31 to 34 show a modification in which the terminals
of all the controlling wires are disposed in a vertical plane at each end of each
car, and the adjoining terminals of abutting cars are connected by coupling wires.
In similar manner, Figs. 35 to 38 show a modification differing from the pre-
ceding only in that the terminals of the direction-controlling wires are placed
together, instead of being respectively above and below the speed-controlling
wires.
In similar manner, Figs. 39 to 42 show a modification in which the terminals
of all the wires are disposed in horizontal planes and are duplicated at each
end of each car and couple directly without the use of coupling wires.
On comparison of the groups of terminals which are similarly located at the
two ends of any car, in all of the modifications thus far described, it will be
seen that the terminals cs m of the speed-controlling wires are similarly posi-
tioned, and that the terminals of the direction-controlling wires are exchanged,
so that the connections of these wires will be exchanged in event of the car
being turned end for end. The connections of the speed-controlling wires, how-
ever, are not altered on turning the car end for end.
In using either of the forms above described, in practice, each group of ter-
minals can be mechanically connected, but insulated from each other by being
set, for example, in holes in a block of wood, so that all in a group can be paired
at one operation with the group with which they are to couple. To insure the
proper pairing of the terminals, those which are to pair in all the forms so far
described occupy facing positions at the abutting ends of the cars. But, owing
to the necessity in practice of having flexible connections between the cars,
is not desirable to depend on position, and the proper pairing of the terminals
is insured by giving them unlike character, or relation to connected parts. This
can be accomplished with the plugs and sockets already described, or by the
use of keys and keyways. If at each end of the car the wires terminate in
flexible ends, the proper pairing may be insured by the character of each terminal,
independently of any positional arrangement, as shown in Figs. 43 and 44, in
which the direction-controlling wires have independent terminals of comple-
mentary character at each end of each car. The terminals of each of the speed-
controlling wires may be distinctive in character. There are, as shown, two sets
of coupler contacts, distinguished by shape, one set for connecting speed-con-
trolling wires, and the other for connecting direction-controlling wires.
Dated 101
1000

page_text: Improvements in and connected with the Control of Electrically
Propelled Vehicles and Trains.
I, HENRY HARINGTON LEIGH, Assoc.M.Inst.C.E., Fel.Ch.Inst.P.A., F.I.Inst.,
practising as Phillips and Leigh, of No 22, Southampton Buildings, Chancery
Lane, in the Administrative County of London, Engineer and Patent Agent, do
hereby declare the nature of this invention, which invention has been communi-
cated to me from abroad by Frank Julian Sprague, of No. 20, Broad Street, in
the Borough of Manhattan, in the City, County and State of New York,
and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement:-
The system intended to be described in the specification is what I call a
multiple-unit system of railway operation. It may be briefly described as a
semi-automatic system of electrical control, which will permit of the aggrega-
tion and control of two or more transportation units. Each unit is a single
car, or two or more cars normally coupled together in fixed relation, with suffi-
cient motive power for the unit and proper controlling devices for the motive
power, and a secondary control system for operating the main controlling
devices, with a governing line and a master-controller or operator's switch, or
a number of them, conveniently located on the unit for exercising control.
Each unit is provided with proper train connections so that a plurality of units
may be connected without regard to sequence, and preferably without regard to
end-relation, and the motors on all of the units be simultaneously operated from
a single point on the train, the semi-automatic control providing for the proper
co-operation of the motors. With this statement of what is meant by a unit,
the system will be fully described and defined in the claims as though each
unit were a car. This is done for the sake of definiteness of description and
illustration, but not with the intention of limiting myself so as to exclude the
broader idea of a unit above set forth.
The object is to make each fully equipped car complete and individualized,
so that it can be operated from either platform, and can be run in either direc-
tion, either by itself or with partially equipped cars; and to provide the cars
with train connections of such character as to make them interchangeable, so
that they can be grouped in any number and order, irrespective of which are
the abutting ends, and that a train so formed can be operated from any selected
platform or platforms, and in the operation of the car or cars from any point
like hand movement shall correspond to like relative movement of the car or
train.
With this object in view, the invention may be described as a car, or train
with interchangeable cars, one or more of them being equipped with driving
mechanism, and means on any desired number of cars, with appropriate train
connections, whereby the driving mechanisms can be operated from any desired
car. In practice the motors or sets of motors are independent of each other and
provided each with a suitable controller, these controllers being governed
through the train connections from any desired car.
The system actually employed is electrical, and, viewed in this specific aspect,
the invention consists in providing one or more cars with suitable driving mecha-
nisms, as one or more electric motors or sets of motors and a controller or con-
trollers therefor, such as reversers, current-varying rheostats, and series multiple
switches, singly or combined, for controlling the speed, direction of revolution,
and grouping of the motors, and a suitable operator's switch or master controller,

page_text: preferably on one or more platforms, for governing the controllers, thereby con-
trolling the driving mechanism, and suitable connections whereby a train of
cars may be made up and all the controllers simultaneously operated from any
operator's switch.
4
دو
The term "controller," referring now to the "main," not the master con-
troller, is intended to cover, for the purpose of this description, all or any
apparatus which directly affects the main circuit of the motors, and is used to
effect changes in the direction of their movement, and to vary the current in-put,
the motor speed or the motor grouping. It will generally comprise a reverser,
a rheostat or current-varying cylinder, and, when, two or more motors are used,
a series-multiple switch, in various combinations. These various circuit vary-
ing devices may be variously located, or may be on a common support, or be
mechanically connected.
In the simpler forms there can be a reverser and a rheostat which can be
operated either separately or together. In addition, there can be a separately
operated motor grouping switch; or any two, or all three of these various
switches may be grouped together in any desired combination, and in all cases.
those switches which are grouped together will be operated by an independent
secondary circuit or governing train line through the medium of a master con-
troller, and the number of train wires necessary will depend upon the method
of grouping. Thus in some of the drawings there are shown a reverser and a
rheostat combined, in others these two operated by the same means, and in still
others a motor-grouping switch and rheostat are combined.
It will also be seen hereafter that in some of the drawings all the main con-
trolling apparatus is shown as operated by a train line from the master con-
troller; and in some none of it need be operated thereby, but all can be operated
by a circuit that is local to the car, secondarily controlled from a relay circuit;.
and again in some, part is operated by a circuit that is connected through the
train line and operator's switch, and part by a circuit that is local to the car.
The circuits that are local to the car are, of course, controlled by the train line
and operator's switches. The interrupted, step-by-step, or periodic movements,
which may be referred to, affect one or more of the circuit-varying devices.
It is, of course, desirable that the controllers of the several motors, or several
sets of motors, should be operated simultaneously and to an equal extent, or
practically so. To effect this, mechanisms controlled or operated electrically by
an independent circuit are provided for actuating the controllers. In the system
herein shown, the means for controlling the driving mechanism is in large
measure an adaptation of the methods and apparatus introduced by the com-
municator hereof in electric-elevator practice, in which the controller for the
driving motor is governed from the operator's switch through pilot mechanism.
Such additions have been made as are necessitated by the condition that the
cars must be susceptible of connection to make up, and must be interchangeable
in, trains. This involves, not merely suitable train connections, but the con-
ception of an entire train-system, in which are one or more cars each provided
with a suitable car-system comprising means for operating each fully equipped
car as a single car, and in which there is also provided train connections, whereby
a train can be made up by connecting the cars in any desired order and end to
end relation, and the equipments on any or all of the cars can be operated from
any of the cars, & in which means are provided for completely isolating any car
system without disturbing either the train connections, or interfering with the
operation of the train system as a whole from the platform switch on any other
car, and without disturbing the connections of the car system itself; or in which
the platform switches on any car can be cut off without disturbing the train line
connections as a whole, or the operation of all the motors, including those on
the car whose platform switch is cut off, from a platform switch on any other
car; or for isolating the car system on any car exclusive of the platform switch,
on that car without interfering with the train connections and the operation of

page_text: the balance of the train system as a whole from a platform switch on any car,
including the car whose system is isolated. It is not to be understood that the
system here proposed is applicable only to a single car or combination of cars,
all of which are completely equipped, but it is equally applicable to a combina-
tion of cars, some equipped with motors, and others not, made up in a train,
which it is desired, either for switching purposes or for general operation on a
rail-road, to control from different selected points. The occasion for such a
combination, of course, arises where, because of first cost, it may be desired to
limit the amount of such equipment installed, and yet retain the kind of control
here set forth.
".
23
Then, again, there are, on almost all railroads, times, or days, when perhaps
there is an extra or extraordinary requirement in the matter of carrying capacity,
at which times, what are known as
dead cars
may be introduced in the train
combination, either at the end or in the body of the train, and the train con-
trolled, perhaps, from one of these dead cars, or the control transmitted through
it from cars ahead to cars behind it. Trains can be made up of any number
from two cars up to the largest permissible train, one or more of the cars being
equipped with a motor or motors constituting a single motor equipment, or a
plurality of distinct equipments, a controller or controllers therefor and means
for moving each controller, the car or cars thus fully equipped and one or more
partially equipped cars being each provided with independent governing train
lines, with means for connecting the train lines of the several cars together,
there being one or more operator's switches connected with the completed train
line, preferably an operator's switch at each platform of each fully equipped car,
and, if desired, at each platform of each of the cars.
In the drawings left with the Provisional Specification, which are hereby made
a part of this specification.
Figure 1 illustrates diagrammatically a system of control in the open-circuit
condition.
Figure 2 illustrates the same system in condition for movement ahead.
Figure 3 illustrates the same system in condition for movement backward.
Figure 4 illustrates the system in open-circuit condition, but modified by the
introduction of a rheostat.
Figures 5 and 6 are diagrams of pilot-motor controlling systems.
Figures 7, 8, 9 and 10 are positional diagrams, representing open, ahead at
intermediate speed, ahead full speed, and backward at full speed, conditions of
a system, somewhat modified, but in the main that of Figure 4, combined with
the pilot-motor control.
Figures 11, 12, 13 and 14 are diagrams of a series-multiple system with pilot-
motor control, the pilot-motor circuits being relayed. The diagrams are posi-
tional, showing respectively open, series, lap-multiple, and full-multiple, condi-
tions of the connections for the pilot motor and other operating circuits.
Figure 15 illustrates the condition assumed by the system of Figures 11 to 14
upon failure and restoration of the line at lap-multiple position.
Figures 16 to 44 are diagrams illustrating different arrangements of train wires,
with a view to securing proper connections, irrespective of the end-relations of
the cars when coupled to form trains.
In the accompanying drawing.
Figure 45 is a plan view showing an equipped car.
SYSTEMS OF CONTROL.
In its general features, the train-system can be described as made up of the
car-system and the train line. The car-system comprises the motors and the
controllers and the means for operating the controllers.
The driving motors are connected directly to the source of supply at each car
through a local or car-motor circuit. They may be provided with any known
means of immediately controlling them. Thus they may have simple plunger

page_text: magnets or relays which can reverse the armature circuits and at the same time
establish supply-circuit connections, or, in addition to this reversing mechanism,
there may be an independent relay to close the circuit to the supply. Or, to
give control of the speed as well as of direction of rotation, magnets may be
provided which operate rheostats and establish the proper connections. Instead
of simple magnets for operating the rheostats, other forms of relays or relaying
devices, mechanical or electrical, as pilot mechanism, may be provided, which
will admit of the resistance being varied at will. And, finally, controllers may
be provided for varying not only the resistance in circuit with, and the direction
in which the motors are connected to, the source of supply, but also the connec-
tion of two or more motors relatively to each other. The term "controller"
will be hereafter used as designating any of the above (or equivalent) devices
for regulating, reversing or grouping the motors.
These various instrumentalities for connecting up and regulating the motors
are to be operated primarily from the platform. This is accomplished by another
element of the combination, namely, an initial controlling or governing or master
circuit and switch through which are energized magnets or pilot mechanism or
other instrumentalities on each equipped car, whereby the operation of the driving
motors is initiated and governed. This switch will be called the operator's switch,
or, from its function, the master-switch or master-controller, there usually
being one on each platform of each car at diagonal corners of the car, the two
being connected by a cable. Of course, there may be provided only a single
operator's switch on a car, and this may be operated mechanically or by suit-
able means from devices placed on the platforms thereof. This controlling cir-
cuit may be called a relay circuit. The term relay" or relay circuit" is
used broadly to indicate a secondary operating circuit through which a primary
circuit is controlled. If connected to the same source, it should be independently
of and in parallel relation with the driving motor circuits. It might obviously
be supplied from a separate source. Thus there are essentially in the system the
main motor circuits, contacts which control them, devices which control the
contacts and a controlling circuit or circuits for these devices.
This is a general description of a complete electrical equipment on a car, with,
of course, any additions for governing the speed or movement of relays, pilot
motors or the like, automatically or at will, and for connecting and disconnecting
the platform switches and the train line from each other or from the local
operative circuits.
If two or more individually equipped cars are to be coupled into a train,
there becomes necessary an additional element, namely, train connections or a
train line and couplers. This train line connects all the platform switches and
all the relay circuits together. In its simplest form it may be a part of the
operator's switch line, i.e., there may be a simple cable running from one end
of the car to the other, and branching to the operator's switch or switches and
to the couplings. Usually, however, the platform-switch cable and through
train line are run independently with means for connecting and disconnecting
in various combinations these and the circuits in which are placed the relays
or other instrumentalities for operating the controllers. This is a more con-
venient arrangement in testing, inspecting and in operating cars together in a
train where it is sometimes necessary to transmit controlling currents from or
through a car without energizing the equipment on that car. The expression
"train line" is sometimes used where only one train wire is referred to, and is
sometimes used where the train line is made up of a number of distinct train
wires. It will be clear, however, from the context whether there must be one
or several, or whether it is a matter of indifference how many there may be.
The expression "train connections is sometimes used instead of "train line,"
where the couplings are a prominent feature. And sometimes the expression
"train wires is used for "train line," where the presence of individual wires
is emphasized.
دو

page_text: This
It will be thus seen that there are two distinct sets of circuits. One set
comprises the driving motor circuits, each local to its car, and connected with
a source of supply by the collecting shoe or shoes. This circuit includes the
driving motors and their controllers, and is connected to a source of supply
independently of the operator's switches and the relay circuits, except for the
contacts controlled by the relay circuit. The other is the controlling or govern-
ing circuit, and is made up of the train line, to which all the operator's switches
and the relays are connected in multiple. This is a train circuit extending
through all the cars when a plurality of cars are connected together. It is
energized from a source of supply at the particular operator's switch which is
in use, and, if the supply circuit for the train line includes a grounded connec-
tion, it is preferable that the grounded connection be made at the relay-ends,
and not at the platform switch-ends of the train line, thus leaving the train
line normally dead and avoiding the liability of accidentally energizing the train
line and relays by grounding. In all of the systems shown there preferably
a master, or governing, or operator's switch on each platform of each car.
is the ordinary practice, but as they are light, they might be placed elsewhere
in the car and be operated by devices placed on the platform and mechanically
connected with them. If the switches are on the platform, it is evident that
two or more push-buttons can take the place of contacts actuated by a single
handle, or the speed and direction-determining contacts may be actuated by two
different sets of handles or push-buttons. But such variation is obviously a
matter of convenience, and the system will be discussed on the supposition that
there is an operator's or master switch on each platform. These platform
switches are alike, and are similarly positioned with relation to the platforms on
which they are located. They are each provided with contacts for energizing
the train wires at will. When one of the operator's or master switches is closed
at the forward or ahead contact, as that term is herein used, the car will move
along the track with that platform in front on which the switch that is being
operated is located. When a switch is closed at the "back" contact, as that
term is herein used, the car will move with the platform in the rear on which
is located the switch that is operated. These terms are selected with reference
to an operator standing on either platform with his hand on the platform switch
and looking at the track, and the terms "forward" and "back are relative to
the facing direction of the operator, although the actual track movement of the
car produced by closing the forward contact or the back contact of one switch
is opposite to that produced by closing the similarly named contacts of the other
switch. The two platform switches of every car are connected with each other,
the forward or ahead contact of one being connected with the back contact of
the other. It results from the observance of the conditions above named, that
like movement of the operator's hand at either switch will effect opposite
reverser-contacts in the two switches, and will result in like movement of the
car relative to the operator stationed upon the platform, as above indicated.
"
In order that the cars may be properly coupled together, the portion of the
train line that is embraced on each car must be provided with train connections,
which are couplings properly arranged as hereinafter fully explained, so that the
cars can be coupled without regard to number or sequence or end relation, and
that like hand movement at the platform switch at either end of any car will
produce like movement of the car and train relative to the operator standing
upon the platform, as above explained, with reference to a single car, although
the actual movement of the car or train along the track may be reversed. But if
a car is turned end for end in a train, thus changing the end relation of that
car with the contiguous car or cars, the rotation of the driving motor or motors
thereon must be reversed, if the direction of movement of the car which is turned
end for end is to be the same as that of the rest of the train. This must be
provided for in the arrangements for coupling the cars, because on some. roads
cars run around a loop, or go in and out of yards at different switches, and in

page_text: other ways may become reversed on the main track, whereby different end rela-
tions and groupings of the cars result. The proper coupling of the cars is
secured by properly pairing the couplings which form the ends of the train
wires, either in location or formation, as will be explained later on. The result
of thus properly coupling the cars, where there is an operator's switch on each
platform, is that, irrespective of sequence or end relation of the cars or their
number, there are two distinct directional train wires, to each of which are
connected the forward contact of one switch, the back contact of the next, the for-
ward contact of the third switch, the back contact of the fourth, and so on, alter-
nately throughout the train. But the order of alternation of these contacts is
reversed in the two train wires, one beginning with a forward contact and the
other with a back contact at each end of the train. If the conditions herein set
forth are observed, like movement of the operator's hand at the switch on any
platform on the entire train will produce like directional train movement relative
to the facing direction of the operator, although the actual movement of the
train may be reversed. For example, if the operator's switch is provided with a
handle, and that handle be moved, say, to the right, the train will move with
that platform forward on which the switch that he is operating stands.
It will be convenient to group here definitions of the different circuits which
will hereafter be more fully explained.
This on a single car becomes a part of the local operative circuit, and on a
train controls all the local operative circuits through the intermediary of the
particular platform switch in use, and the electrical train or governing lines on
it and the other cars.
4. TRAIN OR GOVERNING LINES.
This is the continuing cable running from one car to another, which at one
or more points is connected, on the one hand, to the platform switch line, and,
on the other hand, to the local operative circuits. It is made up of the per-
manently placed train line on the several cars, and the couplers or jumpers con-
necting them together. It may evidently be common to cars which are equipped
with and to cars which are not equipped with motors. It is the independent
means of transmitting an initial governing impulse from any one of a number
of points.
In most of the train systems illustrated the opening of the platform switch
which is being used causes the circuits of the driving motors to open instantly.
This, as shown, is effected at the reversers, which are gravity or spring retracted,
and are held closed by the action of the relays, and it is very important that
either there or elsewhere means should be provided for cutting off the current
from the main motors, the instant the operator's switch goes to the proper
position.
As will be described more specifically later, the operator's switches, as well as
the reversers, are provided with springs against which they must be held in
operative position. If the operator lets go of the switch, intentionally or by

page_text: reason of an accident happening to him, or in case of an emergency, as in the
event of the sticking of the current-varying controller, or if, for any cause, he
desires to throw the master-controller promptly yet safely to the reverse position,
not only is the main circuit immediately opened independently of the current-
varying controller, but there is established a local circuit on each car, simul-
taneously or subsequently, to restore the controllers on the cars to off
position.
As illustrated, the operator's switch is spring retracted only to coast position,
in which position it will cause the controllers to be restored to off position and
open the main motor circuit, but will not cause the reversers to open circuit. If
a direction-controlling wire should burn off or break in the governing cable or
coupling, or the train should part, the current in the main motors will be auto-
matically cut off, and connections locally established whereby all the controllers
so affected will be restored to open position, and current cannot be again put
to them until they have been restored to or toward this open position.
Reference will be had to each system of control, beginning with the simplest.
(a). In the system illustrated in Figs. 1 to 3, for simplicity, only one motor M
is shown on each car. The controller mechanism is merely a reverser.
The arma-
ture of the motor is connected with the reverser, which, as shown, consists of
two coils R¹ R2 and contacts controlled thereby. Each brush of the motor arma-
ture is connected to two contact points 1 and 2. The field is connected at one
side to the ground at G, and at the other side to two contact points 3, which
lie in juxta-position with points 1. The source of supply L is connected with
two contacts 4, which lie in juxtaposition with the points 2. Each reverser coil
is provided with a plunger, which carries a connecting plate 5, whereby the pairs
of points 1 and 3, or 2 and 4, are connected, according as the plunger is down or
raised. Therefore, if one of the coils of the reverser is energized and the other
not, one brush of the armature is connected to the source of supply and the other
to the field coil, and through the field coil to the ground. The coils of the
reverser are grounded at G and are connected one to one train wire a and the
other to the other b. The two halves of the reverser are distinct from each other.
There is a platform switch shown for each platform. The handle P of the plat-
form switch in use is connected to the source of supply L, and by moving it in
one direction or the other, it can be brought in contact with one or the other of
two contact points, one connected with the train wire a and the other with the
train wire b. There are also provided springs 6 for bringing the handle, when
released, to the open position of the switch.
The train connections consist of the train wires a and b and suitable couplings
therefor, each train wire terminating in a plug 7 at one end and a socket 8 at
the other end, there being the plug of one wire and the socket of the other at
each end of the car. The different motors are connected to the source of supply
in multiple, and the connections of the motors to the source of supply are
around the train line and the platform switches and are independent thereof,
except as the switches control the contacts at the reverser. The coils R' and R
are relay coils, and the contacts 135 and 2 4 5 are relay contacts.
This system is shown in Figure 1, in the open-circuit position, when none of
the motors are connected to the source of supply; in Figure 2, in the position
for driving the train ahead, the platform switch at the front end of the right-
hand car being shown as closed on train-wire a, the relay contacts 245 on each
car being shown as closed by coil R', and the other parts of the system in the
same positions which they occupy in Figure 1; in Figure 3, in the position of
the parts for backing the train, the platform switch on the front end of the right-
hand car being closed to wire b, and the other parts of the system being shown
in the same position which they occupy in Figure 1.
In Figure 4 the controller is shown as consisting of a rheostat 9 inserted in
connection with the reverser, the parts being in the open-circuit position.
(b). Another simple system embodying the broad features of my invention,

page_text: consists in providing suitable secondary apparatus or pilot mechanism, such as
pilot motors, to secure pilot-control for the driving motors. For simplicity, in
the first illustrations given, Figures 5 and 6, the driving motors and the switches
of the driving motors are omitted, the pilot motors, the pilot-motor limit circuit-
interrupter or switches, the platform switches and train line alone being shown.
This approximates very closely to the communicator's elevator practice, wherein
a number of elevators are each provided with a car switch and are all connected
to a switch board at some other point, as in the basement of a building, from
which any one of the elevators can be operated. In the system of Figures 5
and 6 each platform switch is provided with three contacts, viz., ahead connected
to wire a, stop or coast connected to wire c, and back connected to wire b, and
corresponding points of all the platform switches are connected through the
train line which includes a third train wire c. Each platform switch is con-
nected to its pilot motor through a switch 14. In Figure 6 each platform switch
is connected to the train line through a switch 15. In Figures 5 and 6 the wires
connecting the pilot motor and platform switch on any car are connected to the
train line through another switch 16. In the arrangement shown in Figure 5,
any number of the pilot-motors can be operated from any platform switch and
any pilot-motor limit circuit interrupter, or any platform switch can, if desired
be cut off without impairing the train-system.
In the arrangement shown in Figure 6, the switch 16 is between the pilot
motor and the platform switch, as well as between the pilot motor and the train
line, and a pilot motor or any car can be cut off without cutting off the platform
switch of the car.
When any one of the platform switches is closed, all of the pilot motors are
connected to the source of supply through the pilot-motor limit circuit inter-
rupter operated by the pilot motors themselves. The pilot motors are provided
with two field coils 17 18, oppositely wound, or may be provided with a single
field and the two armature-coils oppositely wound. A terminal of one of these
fields is connected to a brush 19 which bears on an elongated contact plate 20
on the pilot-motor switch, and a terminal of the other field connected to a
brush 21 which bears upon another elongated contact plate 22 on the pilot-motor
switch.
These two elongated plates 20 and 22 are separated by a strip of insulation 23,
and mounted on a reciprocating block which is mounted on the screw shaft of
the pilot motor. As will appear hereafter, the elongated contacts and their
separating strips of insulation are limit contacts to cause the pilot motors, if
allowed to run long enough, to stop automatically and independently. On the
other side of the elongated plates are mounted three brushes, 24 25 20. One of
these 24, which normally bears upon one of the elongated plates, (see Figure 7)
is connected to the forward contacts of the platform switch, another 25, which
normally bears upon the other elongated plate, is connected to the back contact
of the platform switch, and the third 26, which is intermediate, and normally
bears upon the insulating strip 23 between the elongated contact plates, is con-
nected to the coast contact of the platform switch. If the platform switch is
closed at any contact, the pilot motor rotates in one direction or the other, but
always in such direction as to bring the intermediate insulation under the con-
tacts 'through which the circuit is closed, the pilot motor running until the
circuit is automatically broken, if the platform switch is kept closed so long. The
pilot motor may be reversed by closing either of the other two contacts. If, after
the switch has been moved to one side or the other from coast position, as by
closure of the forward contact, the coast contact be closed, the pilot motor will
run until the intermediate insulation is brought under the coast contact on the
pilot motor circuit interrupter; and if the back contact is closed, the pilot-
motor will run till the pilot-motor circuit interrupter is entirely reversed and
automatically stops at the opposite extreme, if the platform switch is kept closed
so long. Thus it appears that each controller is operated or controlled by the

page_text: co-operation of the platform switch and the pilot-motor circuit interrupter,
which is in effect an automatic stop or circuit interrupter, and, in conjunction
with the pilot motor, is an automatic stop for the controller. A magnetic
brake 27 acting on the pilot-motor shaft 28 stops the pilot motor and the main
switch as soon as the circuit is opened.
There is illustrated in Figures 7, 8, 9 and 10 a simple arrangement for operat-
ing a driving motor by means of a controller, which, as illustrated in these
figures, consists of a combined reverser and rheostat for the driving motor,
operated by means of a pilot motor, the parts being shown in several positions,
viz., the open, lap or slow speed ahead, full speed ahead, and full-speed back
positions. Referring first to the open position, Figure 7, it will be seen that a
rheostat 29 is connected between the source of supply and the driving motor in
connection with a reverser, substantially as in Figure 4. The arm 30 of the
rheostat is connected electrically to the source of supply, and is mechanically
connected to the pilot-motor shaft by the worm-gearing 31. As the pilot motor
is run in one direction or the other, the arm of the rheostat will be rotated in
one direction or the other. The arm of the rheostat actuates a reverser arm 32,
opening the reverser when the arm of the rheostat is at zero position, and closing
the reverser on one side or the other when the arm of the rheostat moves to the
right or left from the zero position. If the arnis of the rheostats are moved to
the right, from the position shown in Figure 7 to the position shown in
Figure 8, and the platform switch be then opened, the driving motors will be
connected to the line in multiple through the arms of the rheostat, and through
so much of the resistance of the rheostats as may be left in the circuit. If the
platform switch is kept closed long enough to permit the full movement of the
pilot-motor circuit-interrupter and the rheostat-arms permitted by the limit con-
tacts or automatic stops of the pilot-motor circuit interrupter, the entire resistance
of the rheostats will be cut out, and the system will be brought into the position
of full speed ahead, illustrated in Figure 9. If the rheostat-arms be moved from
the position of rest in the opposite direction by closure of the reverse or back con-
tact of a platform switch, the rheostat arms will close the reversers on the oppo-
site contacts to those already described, and will move around until a part, or,
if the platform switch be closed so long, all of the resistance of the rheostats
is cut out, and the system will be in the position of full speed backward, ilius-
trated in Figure 10. If allowed to run long enough the pilot motors, indepen-
dently of the operator's switch, and automatically, stop, each when the controller
reaches any one of certain definite positions, viz., the open position, or either of
the full-speed positions.
It will be observed that in all of the forms shown in Figures to 10, wherein
the pilot-motor actuates the reverser, the pilot-motor circuits are distinct from
the driving-motor circuits, as in Figures 1 to 3. The pilot motor and in the
preferable forms the reverser circuits also, when the reversers are not operated
by the pilot motor, are relay circuits, and in the latter case the circuits of the
main. motors are opened at will not only by the operation of the pilot motor, as
in Figures 7 to 10, but they can be opened at the reversers whenever the cur-
rent is cut off from the reverser relay circuits, whether by opening the operator-
switches, or breaking the relay circuit or by failure of the current from any
cause. It is necessary to provide means for preventing the different pilot motors
from being connected up differently at the same time, owing to differences in
their speed. This can be done by synchronizing devices for the pilot motor, if
desired, but it is simpler and better to relay the pilot-motor circuits, as will be
explained in connection with Figures 11 to 15.
(c). In the system shown in Figures 11 to 15 the reverser and current-varying
controller are separate. In case of emergency, the circuit can be instantly cut
off at the reverser by operating the platform switch, without waiting for the
return of the current-varying controller to open position. The general arrange-

page_text: ment for controlling the driving-motors on the different cars is what is known as
the series-multiple arrangement. There are two motors M¹ M2 on each car, the
two motors being operated together on the series-multiple plan. This is effected
through a current-varying controller consisting of a series-parallel switch and a
rheostat separate from the reverser. The current-varying controller, series-
parallel switch and rheostat, and a pilot-motor circuit-interrupter are all mounted
upon a common support or spindle which is operated by a pilot motor. These
parts constitute a circuit-varying switch for the motors. The series-parallel
switch is supplied with contacts for throwing the two motors in series, then cut-
ting one of them out, and finally throwing the two together in multiple, accord-
ing to series-multiple practice. Each fully equipped car is equipped with a
reverser, a pilot motor and a main switch for each pair of driving motors, and
with two platform switches. As in the system above described, in which there
is a reverser operated by the pilot motor, the platform switches are provided
with contacts, each of which corresponds to a certain position of the main switch.
The platform switches are also provided with reverser contacts. It is not neces-
sary that the contacts which operate the main switch and those which operate the
reverser should be consolidated in a single switch, though it is desirable. Corre-
sponding points of all of the platform switches on each of the cars are connected
through the train line, so that a given effect will be produced or the system be
brought into a given condition on all of the cars, by closure of any one of the
platform switches upon the proper point for the proper length of time, each pilot
motor automatically and independently stopping and causing the main switch to
stop in certain definite positions. In order to prevent disturbance of operation
through lack of synchronism in the various pilot-motor circuit-interrupters on
the different cars, the pilot-motor switches are operated from the platform
switches and the train line through relays which control contacts in circuits con-
nected to the pilot-motors and the pilot-motor circuit interrupters, and which
are independent of the train line, except as the relay contacts are controlled by
means of the platform switches and the train line. Besides these relays there
are safeties, which will be fully described.
To secure control of direction and control of speed there are provided in each
motor circuit two switches in series. One is a single-throw circuit opening
device, viz., a reverser. This is spring-retracted, and opens the circuit imme-
diately on failure of the line potential, whether by cutting off the current, by
opening the operator's switch, or by accidental failure of current. The other
is a graded switch, i.e., it can be moved to several positions.
It also is a circuit
opener, but is operated by the current to open or close the circuit, or regulate
the circuit. Being power driven, it stops whenever the power is cut off, and
remains stationary until the power is again applied. Both of these devices are
set by the current. The reverser is operated by coils connected directly to the
train line, and the controller is operated by local circuits relayed from the train
line. As will be seen, there is also provided means for resetting or restoring
the graded switch to initial position by closing a resetting circuit, of which
there is one for each controller, local to the same car. The governing train
line for operating these two circuit controlling devices, riz., the circuit closer or
reverser and the motor, grouping switch or rheostat, or the two combined, is
provided with an initial or master circuit closer in the operator's switch, and
two auxiliary circuit closers, viz., a cut-out circuit closer, which is opened by
movement of the controller, and a contact in parallel or shunt relation to the
cut-out contact, these two being each in series with the master circuit closer.
The shunt contact can be closed when the cut-out contact is closed, and is held
closed so long as the governing circuit is energized. The governing circuit can
therefore be considered as having two branches, one an actuating branch through
the cut-out circuit closer, which is normally closed. i.e., when the controller is
at initial position, and is opened when it is moved therefrom, and a maintaining

page_text: branch through the other circuit closer, which is opened on failure of the line.
Concurrently with the opening of the maintaining branch, the resetting circuit
is closed to restore the controller to initial position.
CONTROL OF DIRECTION.
The platform switch is provided with a handle which is connected to the source
of supply and has two directional contacts a¹ b¹. These are strips so placed
that when the handle is moved from open position, the switch is always closed
at one or the other of these contacts. Wires forming a reverser circuit lead
from these contacts through two solenoids a, b, forming part of the reverser,
and beyond the solenoids the two wires are united and are carried to a
resistance 32, or, after the reverser operates, to magnetic contacts 33, through an
overload safety contact 34, through a solenoid 35 of an automatic safety reverser-
relay, and through a cut-out switch 36 on the main-switch block, to ground G.
So long as the platform switch is closed on one side, the reverser is held in position
to connect the armatures of the driving motors up to the source of supply in
one direction, and so long as it is closed on the other side, the reverser is held in
position to connect the armatures of the driving motors with the source
supply in the other direction. And as soon as the platform switch is opened,
the reverser opens the main-motor circuit without regard to the position of the
main switch and independently thereof. Thus there is one set of train wires
for closing and maintaining the operative circuits, and one set for regulation,
and the operator's switch is so constructed that one of the wires of the first set
can be closed and held closed while any wire of the other set is opened and
closed at will. The driving motors are series motors, and the reversal of their
armatures, without reversing their fields, reverses the direction of rotation of
the armatures, and hence the direction of movement of the train, as in all the
other figures. The reverser is provided with four contact plates 37 38 39 and 40,
two of which connect with one of the driving motors and the other two with
the other of the driving motors.
of
It will be seen from the construction of the reverser, to be described in detail
in another Patent Application, No. 11158 B, of 1898, that the gap of the magnet is
diminished as the reverser is thrown over. Therefore, less current is needed in
the coils to hold the reverser closed than to throw it over. Resistance 32 is
brought into circuit to cut down the current just before the reverser reaches the
limit of its throw. This resistance secures quick action of the reverser, and
diminished inconvenience and risk of sticking on opening the circuit, saves
current, renders it possible to use large current to throw the reverser so as to
secure quick closure of the circuit, even when the potential on the line is below
the normal value, and protects the reverser coils, which must remain in the
circuit, from being burnt out by the ordinary current or current due to
abnormally high potential on the line. The connections of the driving-motor
armatures will be described later with the switches therefor.
CONTROL OF SPEED.
On
It will be seen that in the platform switches there are three pairs of contacts
for controlling speed, the two contacts of each pair being connected together
and disposed in corresponding positions on the two sides of the switch."
closing the switch at either side thereof on one of the first pair of speed-
controlling contacts, which will be called hereafter the coast contacts c¹, no effect
is produced, except to energize the coast relays, when the system is in the
normal or initial position, the wire which leads from each of the coast-relay
contacts being open at the pilot-motor circuit-interrupter. If the platform-
switch handle is carried further around and brought into contact with one of
the second or intermediate pair of speed-controlling contacts, which will be
called hereafter the series contacts s, the corresponding series relay on each of

page_text: the cars is energized, the series-relay contacts are closed, and the pilot motors
are each connected with the line in the circuit through a contact 42 controlled
by a throttle solenoid 43 through a safety contact 44 closed by an automatic
safety reverser solenoid 35, through the pilot-motor circuit interrupter and
through the relay to ground. The brake-magnet of the pilot motor is energized
and the brake is lifted therefrom and the motor begins to revolve. In a similar
manner, closure of the platform switch at the third speed-controlling contact,
which will be called the multiple contact m, energizes the corresponding set of
multiple relays m2, closes their contacts m³ and causes the operation of the pilot
motor and main switch. It should be noted, in passing, that the connection
through field 18 and terminal 21 is through two sets of contacts, 42 and 44, the
former of which is shown closed and the latter open, and it is evident that the
circuit can only be made alive when contacts 44 are closed, which can only
be when current passes through coil 35, the latter being connected in the main
reverser circuit. If contacts 44 are broken, for any reason, such as cessation of
current in the coil 35, it becomes impossible again to close the circuit of the
field 18 of the pilot motor for advance movement until circuit is again closed
at contact 44, as will be hereafter explained. But with this limitation it will
be seen from the foregoing general statement that on closure of a platform switch
the reversers and pilot motors can be operated to bring the system into the
various conditions desired, and now it will be shown what these conditions are,
and how they are brought about.
THE MAIN SWITCH.
The pilot-motor limit circuit interrupter, the driving-motor switch and the
cut-out switch form what will be called the main-switch. It is convenient,
though not necessary, thus to unite these in one cylinder, and to operate them
from a single motor. It is divided into sections, which are insulated from
each other. These sections are provided with suitable contact strips or points,
and contact fingers, all of the contact strips or points on any one section being
connected electrically, so that if any two contact fingers are in contact with any
two contact strips or points of one and the same switch-section, the two contact
fingers will be connected electrically. The contacts of the main-switch have a
different appearance in different figures of the drawings, but all of the contacts
are shown completely in Figure 11, which illustrates the switch in normal or
open position. Figure 12 illustrates the motors connected in series; Figure 13
illustrates them in an intermediate or lap position, with the motors connected
in multiple, but with part of the rheostat resistance in circuit; and Figure 14
illustrates the motors connected in multiple with all of the rheostat resistance
cut out. The series and the multiple arrangements of the two motors are funda-
mental arrangements, either of which may be maintained under certain
conditions for any length of time in operating the train. The presence of more
or less of the resistance of the rheostat in circuit with the motors in either of
these arrangements introduces only difference of degree, and not in kind, respect-
ing the arrangements, and is not desirable except for the purpose of temporarily
grading the current. Therefore, the motors will be spoken of broadly as con-
nected in series or in multiple, and the contacts which effect these different
positions when maintained for a sufficient length of time, will be spoken of as
the series contacts, or the multiple contacts, in further explanation. But it
will be noted that the current-varying controller has a greater number of speed-
determining contacts than the operator's switch has.
All the contacts of the three sections of the controller are open in the open
position of the switch, the cut-out switch 36 is closed, and the pilot-motor circuit
interrupter is closed at the series contact and the multiple contact m³, and
open at the coast contact ct. When a platform-switch is closed on the series
contact, the series relay contact 3 is closed and the automatic solenoid 35 closes
the pilot motor circuit at contact 44, and, by lifting contact plate 45, breaks a
ground of switch contact c, and closes a short circuit around cut-out switch 36.

page_text: It may be pointed out here that after the bridging contact 36 on this main
switch has left the position in which it closes one of the paths to coil 35, the
other path in parallel circuit thereto being closed by raising the plunger actuated
by coil 35, if this latter path is broken by coil 35 being de-energized, as by
failure of main line current supply, or opening of reversers from the platform
switch, it is impossible to again close the contacts actuated by 35, or to get
current through the reverser, and thereby make advance movement of the pilot,
until after the pilot, energized through field 17 and contact 45 has restored the
main switch to the first contact or coast, that is, to a safe position.
It follows, that no matter where the main switch may be, the operator is free
to instantly reverse the master-controller, and the pilot-motor, governed by the
automatic contacts and safeties, will restore the main switch to a safe position
before the reverser will again close, and before the pilot can again advance tho
main switch, and these movements will automatically take place as soon as
they are free to do so.
The function of the pilot motor is, as described, to move the main switch in
obedience to the impulses determined by the master controller, or operator's
switch..
As
The driving motors are then connected to the source of supply in series through
the following circuit. From the source of supply, through an overload coil 46,
through a magnetic blow-out 47, through the rheostat-contacts 48, through the
resistance 49 of the rheostat, through one side of a switch 50, by which
motor M, can be cut out, through one side of the reverser and driving motor M₁,
through the other side of the switch 50, through the series-contacts 51, through a
switch 52, and through the reverser and the other driving motor M2, and the
throttle solenoid 43, to ground; the throttle being connected between the
armature of the driving motor M, and one of the contacts of the reverser.
the main switch is moved from the initial open position, one contact after another
along the rheostat is closed, thereby gradually cutting out the resistance of the
rheostat, until it is all cut out, as shown in Figure 12. At this point the
contact of the pilot-motor limit circuit-interrupter is opened and the pilot
motor and the main switch stop automatically, unless the platform switch has
been operated. If the platform switch is closed at the multiple contact, the
pilot motor and main switch move on, and the resistance 49, will then be again
cut in through the opening of one rheostat contact 48 after another, until nearly
all of the resistance is cut in again. At this point, the series-contacts 51 will
be opened, and contacts 53 be closed, which will cut out the driving motor M₂,
the circuit being from the source of supply through the greater part of the
resistance of the rheostat, through the reverser and driving motor M₁, and
As the main switch moves
through the grounded contacts 53 of the controller.
on further, the circuit of driving motor M₁, is maintained, and the circuit is
closed from the source of supply through the resistance 49, through the con-
tacts 54, through the reverser and motor M₂, to ground, as is shown in Figure 13,
and then as the main switch continues to move, the resistance 49 is cut out, as
is shown in Figure 14.
Figures 12, 13 and 14 are stated as illustrating the operation of the system
when the train is being driven ahead. The same illustrations will apply if
the motor is being driven back, except that the position of the platform switch
and the reverser is reversed.
The main switch may be returned to open position from any of the positions
heretofore indicated, by operating the platform switch, or by releasing the plat-
form-switch handle and allowing it to move to open position.
It will be seen
that the pilot-motor circuit-interrupter is always closed, either at the multiple
contacts m³, or at the coast contact ct, but the coast contact is open at the initial
position of the circuit-interrupter, and the multiple contact is open at the
extreme opposite position of the switch, both contacts being maintained in inter-
mediate positions. The series contact s is connected to one of the field con-

page_text: tacts 21 of the pilot-motor circuit-interrupter during the first part of the move-
ment of the switch, and to the other field contact 19 during the last part of the
movement of the circuit interrupter, being cut off from both at an intermediate
point, as already explained. It will be seen from this statement, that when
the circuit interrupter is closed it can be run up to either extreme by closing
the coast or the multiple contact of the platform switch, or it can be run to
the mean position, corresponding to series connection of the driving motor, by
closing the series contact of the platform switch, and that it will automatically
stop at any of these positions, if the proper position of the platform switch is
maintained. And it can be run from either extreme to the other, first by closing
the series contact and, after it has come to rest at the series position, by closing
the coast or multiple contact, according to the direction in which the switch is
moving. If, while the switch is closed and is being moved from the open
position, the current exceeds the predetermined limit of strength in the motor M³,
and therefore in the throttle coil 43, (which coil is in series with only one motor
when the motors are in parallel), the throttle contact 42 is automatically opened,
and stops the pilot motor, thereby preventing the main switch from operating too
rapidly. As soon as the current falls to its proper limit, the throttle contact
closes again and the main switch will be permitted to move on. The throttle
on each car independently regulates the forward movement of the main switch,
and thus renders it impossible to overload the driving motors. Simultaneous
movement and equal work on each car in any combination is insured. The
throttle may be adjusted for various rates of acceleration and various strengths
of current. It automatically takes care of the rate of acceleration for different
loads, stopping the pilot motor, whenever the current is too large, and thus
insuring quick acceleration of light loads and slower accelerations of heavier
loads. It does not affect the return movement of the main switch.
is of great importance and is believed to be broadly speaking novel.
I also, broadly speaking, originate the method of regulating and equalizing
the operation of a number of motors or sets of motors in a system, in which
each motor or set of motors is supplied with a current-varying controller, the
method consisting in independently varying or limiting the travel of cach
individual controller by the current in the motor or motors controlled thereby.
I also originate, broadly speaking, a train composed of cars, two or more of the
cars being each provided with a driving motor or motors and a controller or
controllers therefor and with means for equalizing the energy consumed by the
different motors by varying the rate of travel of each individual controller. All
the equipped cars of the train, while accelerating, are thus made to do the proper
proportion of the work. It is to be observed that, except for possible slipping
and slight differences in the diameter of the wheels, all of the motors run at
the same speed, owing to connection to the train.
The throttle
It is obviously not essential that the operator should be able to bring the
main switch to the full multiple position without stopping at the full series
position, or at any other intermediate position, but it is desirable that he should
be able to do so, and it can be done with the construction of pilot-motor switch
shown. If the strip on which finger m bears were cut off so that, as the main
switch moves from zero or initial position, contact would not be made at
finger m until just before it is broken at finger, and it would be necessary
for the operator to bring the main switch from open to full series position by
closing at contacts before he could bring it to multiple position by closing at
contacts m. Similarly, if the strip with which finger contacts were cut off at
the other end, it would be necessary for the operator, in returning the main
switch from full-multiple to initial position, to close first at contacts and bring
it to full-series position, and then close at contact c. But to arrange the pilot-
motor switch as shown, in this particular, permits the more rapid and certain
return of the main switch in case of an emergency, leaving the operator nothing

page_text: to do but to open his switch as quickly as possible, or release it and let the handle
return automatically; and during the forward movement of the main switch,
it admits of touch-and-go contact on the coast contact point, too rapid advance
of the main switch being prevented by the throttle. But it has another and
still more important advantage, viz., that with it the operator can bring all of
the controllers to full limit positions. For, after closing at series position, if
the operator closes at the multiple or coast contact of his switch for a sufficient
length of time, all of the controllers will come to multiple or coast position
whether they had all reached the series position or not. Thus there is provided
means for bringing the set of controllers to a definite intermediate position,
namely: series position, and means for bringing them into another definite
position, namely, multiple or coast position, and this whether all or only a
part or none of the motor-controllers have been brought into the intermediate
or series position at the time when the second-named means is set in operation.
In fact, it may be stated generally that on closure of any speed-determining
contact of an operator's switch for a sufficient length of time, all of the controllers
will be brought into the corresponding position, irrespective of any differences
that may exist in the positions of the several controllers. Whereas, if the pilot-
motor switch were arranged as suggested, and the operator's switch were opened
at the series contact and closed at the multiple contact before all of the controllers
had come to full-series position, those which had not reached full-series position
would stop. This would result in controllers on different cars being in relatively
different positions, and would seriously interfere with, if it did not destroy, the
working of the system.
But, though the arrangement shown is preferable, the two arrangements are
fundamentally the same. In each the main switch may be advanced a certain
definite interval or distance by the pilot motor making a predetermined number
of revolutions, and then the pilot motor and the main switch be stopped auto-
matically by the opening of the pilot-motor circuit. The main switch may
move through a single interval or cycle, as to or from the full-series position, or
a full-multiple position, or it may move through a plurality of intervals suc-
cessively, as to the full-series position, and then to the full-multiple position,
or vice versa. The number of intervals which should be thus arranged for is
determined by the following considerations:
The ordinary way of operating motors in railway work is that herein shown,
namely to use a series field and to vary the current by varying the resistance in
circuit with the motor, and when two motors are used together, to connect them
first in series and then in parallel. As a rule, motors should not be run with idle
resistances in circuits, the resistances being simply for the purpose of tem-
porarily grading the current. With a series-parallel switch and a rheostat, it
19 desirable to fix definite positions, which mav be termed allowable
positions in railway practice. Of these there are three principle positions,
open circuit or coast position, full-series position with all resistance
cut out, and full-multiple position with all resistance,cut out. These
are positions on which the controller can be left with impunity, and they are
positions in which there is no waste of energy in the rheostat. To each of these
positions the controllers can all be brought by setting an operator's switch on
one of the contacts and leaving it there a sufficient time. To be able to do this
involves, of course, providing the contacts in the operator's switch with train
wires which directly or indirectly initially control the pilot mechanism, and
providing sets of contacts opened by the movement of the main switch at different
points of its rotation, or by something running synchronously with it. It is
evident that any number of contacts may be put in the operator's switches, and
corresponding train wires and circuit-openers on the main switch be provided,
whereby the controller can be brought to any desired point. But in practice, in
order to avoid enlarging the train cable or complicating the system, and in order

page_text: to provide against excessive use of undesirable positions, it is preferable to pro-
vide contacts and stops for the three fundamental positions above named, and
no others.
Other positions, such as series with all or part of the resistance in circuit, or
multiple with part of the resistance in circuit, can, in the system shown, be
attained by proper manipulation with the operator's switch, i.e., by closing on
the proper contacts for a proper length of time, to be learned by experience, and,
then opening the switch at the speed-controlling contact without opening the
direction-controlling contact of the switch. By opening and closing the contacts,
a number of times momentarily, the main switches can all be advanced step by
step under the control of the operator's switch. The first series position with
all resistance in circuits may be used in short, slow movements, as in switching.
The first multiple position with considerable resistance in circuit, should be
avoided, excepting for very short periods.
It will be clear from the foregoing, that the main switch can be advanced
definite amounts, i.e., by definite stages, say from initial or coast to full-series
position, and from full-series to full-multiple position, and back through the same
stages. This is effected by the establishment, through the operator's switch,
or a relay, and the pilot-motor switch and pilot-motor, of a circuit which is auto-
matically interrupted by the pilot motor switch independently of the operator's
switch, the interruption occurring after the pilot-motor has made a predetermined
number of revolutions or the main switch has made a partial revolution through
a predetermined arc, and further, by providing an additional similar circuit
which can be made when the first circuit is opened by closing the operator's
switch on another contact. This insures certainty of the main switch going to
a definite position, and, generally, avoids loose or bad or hot contacts. If the
positions determined by the train wires are few, it does no adequately insure
entire freedom from hot touches, and, to avoid enlarging the number of train
wires, there is introduced, as will hereafter be seen, a mechanical step-by-step
movement of the main switch under the influence of the constantly driven pilot
motor, to which the main switch is geared by a loosely interlocked yielding
spring coupling and a positioning notched wheel and pawl.
Thus there may be a plurality of motor-cars provided with motors in com-
bination with one or more master-controllers or operator's switches, the arrange-
ment being such that a movement of the operator's switch in either on or off
direction through any number of steps, as from open position to the series or
multiple contact, or from multiple contact to the series or coast contact, or open
position, causes a corresponding movement of all of the motor-controllers. And
it will also be seen that the operator's switch has direction-contacts on opposite
sides of open position, so that in reversing the switch it must be opened.. This
will cause the conotroller to be restored to initial position. The controller will
then travel, under the regulation of the throttle, to that speed contact which
corresponds to the speed contact at which the operator's switch has been closed.
Thus there may be absolutely free movement of the operator's switch, it operat-
ing in effect like a set of push buttons.
In addition to the foregoing means, which are all under control of the operator's
switch, the throttle itself automatically transforms the advance of the main
switch into a stepped or variously interrupted or periodic movement from initial
to series or multiple position. This periodic character of the advance movement
of the main switch is not determined by the contacts of the operator's switch or
the pilot-motor switch, but by those of the main switch itself. For each time a
new contact is made on the main switch, in advancing from the first series to
full-series position, or from first multiple to full-multiple position, resistance is
cut out. This causes momentary increase of the current, which, in operation of
the system, will, if large enough, cause the throttle to open, thus checking the
advance of the main switch. In practice there are always several interruptions

page_text: of the main switch by the throttle between coast and full-multiple position, As
already stated, the return movement of the main-switch is not affected by the
throttle, although a step-by-step movement can be had.
To resume, it will be seen from the above description that step-by-step and
variably interrupted or periodic movements of the controller are effected by both
mechanical and electrical means, and for various purposes, such as to make small
movements of the controller; to insure running on certain allowable positions;
to prevent overloading of the main or driving motors; to insure practical
synchronism of movement of all of the controllers; to effect practical equality
of work of the various equipments; to determine the rate of acceleration of the
train; and to make certain the contact on the controller fingers.
Interruption can be effected automatically or at will, at the operator's or
master switch, or on the pilot-motor limit circuit-interrupter, or on the main
switch, or any intermediate relay circuit, of which there may be several kinds.
The movements of the pilot mechanism can be interrupted by make-and-break
touch on the operator's or master switch, by interruption of the pilot circuit, by
means of a relay operated by overload current, by opening contacts on an inter-
mediate relay, or by breaking contacts through movement of the main switch,
or the pilot mechanism itself.
Definite steps of the pilot-mechanism can be effected by multiple train wires
with circuit interrupters, by closing and opening the local pilot circuits auto-
matically at definite positions of the main switch or pilot shaft. The movement
of the main switch is controlled, interrupted, and carried through definite steps
and the like, by the same instrumentalities which interrupt the movement of
the pilot mechanism, and, in addition, by purely mechanical means, namely,
the star wheel and loose connection between the pilot-motor shaft and the con-
troller shaft.
It will be seen that the system of train control here described comprises a
number of motor cars, each provided with a controller for its motor or motors,
the controllers being in parallel between the source of supply and the ground,
and means or devices for actuating each controller in a step-by-step manner,
with a circuit or circuits, including these step-by-step actuators, and a master-
controller or operator's switch in the circuit or circuits governing these
actuators, there being one or more of these master-controllers located upon the
train, and controlling or regulating all of these actuating devices simultaneously.
As will be seen, there is means (switch 11) for each actuator arranged to cut
out any controller without affecting the operation of the others.
The main switch being subject, as described, to movements retarded, éither
automatically or at will, during the period of applying current to the motor, that
is, during the time of acceleration, but being also used for the purpose of reducing
or cutting-off current in the motors, is preferably built for a much faster normal
movement than would be allowable if unchecked during its advance, because
even in step-by-step movements prompt making of contacts is advisable, and, on
the other hand, a very prompt reduction or cutting-off of current may be required,
whether returning from the full multiple to series position, or from multiple or
series position to the off position, or for the backward movement from any
intermediate position. Hence there is a combination of two differently timed
or executed' movements, one for ahead or current application, and the other for
return or current reduction or cut-off, and there are also two directional move-
ments, ahead and back or toward release, and two kinds of movement, interrup-
ted and continuous.
If the current fails, or the operator's switch is opened, the reverser-contact 45
will be closed, as illustrated in Figure 15. What may be called the increased-
speed connections of multiple-side of the pilot motor, connected with contact 21,
is thereby opened at contact 44, and the decreased-speed connections or coast-
side of the pilot motor, connected with contact 19 is closed at contact 45, through
a circuit from the source of supply through the pilot-motor contact 19, contact c',

page_text: and contact 45, to ground. No manipulation of the platform switch can affect
this circuit, nor can control of the controllers be restored to the operator's switch,
until the main switch shall have returned far enough to close the cut-out switch 36,
thus making it necessary practically to begin with the open-switch position
before the current can be again thrown on to the driving motors. The return of
the main switch is thereby independent of the operator's switch. This also pre-
vents reversal when it would be dangerous, because if, for example, the platform
switch should be suddenly reversed when closed on a series or multiple contact,
the reverser should be opened, producing the same effect as failure and restora-
tion of the current from the source of supply. The main switch would return
to, or nearly to, open position. Control of the main switch would then be restored
to the platform switch without respect to the position of its handle, or how far
it may have been moved from open position, and the main switch would then
advance under control of the throttle. Should it be undesirable to require that
the main switch return completely to open position, the contacts 36 of the cut-
out switch can be lengthened somewhat, or otherwise disposed, to effect the
return to any determined position.
It will be seen that the reverser-coils of the reverser for the driving motors are
in series with the coil of the automatic safety reverser for the pilot motor, and
that all of these coils are in series with the cut-out switch on the main switch
block-and are provided with a shunt around the cut-out switch, which is closed
by the operation of the automatic coils while the current is on.
It will be seen that the reverser-relay coils or solenoids, and also, where these
appear, the speed-relay coils and the safety-relay coils are in grounded branches
from the wires which connect the platform switches. This is the preferred
arrangement, though in the broader sense I do not limit myself to it. The
advantage of it is that it makes all these wires, and the train line to which they
are connected, dead wires, except such as are actually connected to source of
supply through a platform switch. If the connection of the platform switch,
with which the train is being run, is cut off from the source of supply, the train
line and the wires supplied therefrom, are cut off and are dead wires. By con-
necting these to the same wire to which the trucks and wheels are connected,
all danger and annoyance from unintended operation of relays through accidental
groundings, or from confusion of relay circuits in case connection with the
source of supply breaks on an intermediate car is avoided. Where the platform
switch establishes the ground connection, accidental grounding may take control
from the switch. Moreover, if the separate relay-branches were connected to
the source of supply and the platform switches were grounded, then whenever the
trolley-shoe of any car jumped off the trolley or supply rail for a moment, the
controller on that car would go back to initial position. There is no need of this,
because there is no harm in letting the current on as soon as contact is remade
at the shoe, provided the speed has been kept up. This trouble resulting from
opening the relay branches, owing to bad contact, would, of course, not be, as a
But it is difficult to avoid in sleet storms, and
rule, experienced with a good rail.
under other abnormal conditions. It is troublesome because of resulting flashing
on the shoes carried by the trucks, which make the third-rail contact; because
of possible confusion of the controller circuits; and because the train is deprived
of efficient operation on certain motors, and its speed thus diminished. It may
be obviated in large measure by connecting all the collecting shoes of the train
together.
Before closing this explanation of the operation of the main switch from the
master-controller, it is desirable to discuss somewhat more fully the relation of
relays c₂ C3 52 53 m₁ m3 to the system. These relays may be considered as a part
of the controller for the main motors. As a part of the controller for the main
motors, they constitute a plurality of individually or separately-actuated contacts
for effecting changes in the motor-circuit, with electro-magnetic means, viz.,
solenoids or electro-magnets for controlling the contacts. They effect change in

page_text: the power and speed by grouping the main motors in the various series-parallel
relations, changing them from series to parallel and vice versa. These changes
of relation change the resistance of the circuits of the motor. These are all
actuated from operator's switches or master-controllers suitably connected for
establishing similar circuit connections simultaneously on all of the cars which
are provided with motors. The electro-magnetic means which control the
moving contacts hold them in engagement with stationary contacts, shown but
not lettered, but the arrangement is such that as soon as the current ceases to
pass through the coils of the solenoids or magnets ² s² m² the contacts will return
to their open position. The means relied upon for this return is gravity, but
other means can be provided. Viewed as a part of the controiler for the pilot
motors, these contacts constitute a plurality of separately actuated contacts for
regulating the motor circuits, and electro-magnets for controlling the contacts,
the arrangement being such that as soon as current ceases to pass through the
coils, the motor-circuit will be interrupted at the contacts, but, upon restoration
of the circuit, these contacts will be instantaneously restored to the position which
they occupied before the interruption.
CONNECTING SWITCHES.
Switches can be added in the train line or cables desired, whereby parts of the
train system can be cut off without impairing what is not cut off. The platform
switches of cach car are connected to each other. The connections between
the platform switches are connected to the train line through a set of switches 15,
and are connected with the relay and reverser coils, which constitute the con-
troller system of the car, through another set of switches 14. Thus the car-
system, including the platform switches, can be cut off from the train-system,
or the car-system, excluding the platform switches, can be cut off from the train
system. Thus there is provision for disconnecting or rendering inoperative the
means actuating one or more of the controllers, leaving the others operative.
There is also shown a switch 10 between the source of supply and the series-
parallel switch and rheostate, another 11 between the source of supply and the
pilot motor, and another 12 in series with both coils of the reverser by which
the main switch, pilot motor and reverser constituting the controller on any
car can be cut-off from the rest of the system. There is also a switch 133 between
the platform switches and the source of supply, whereby the source of supply
can be cut off from the platform switches on any car.
TRAIN LINE AND COUPLERS.
In a train made up of a number of cars, the corresponding controlling wires
of the several cars must be coupled together so that if current is turned into
any train wire at any platform switch, it will cause the mechanism on each car of the
train to operate in the same sense as that on the other cars relatively to the speed
and direction of travel of the train. That is, there must be reversible train
connections for the controller-mechanisms of the different cars. To effect this
reversibility, the speed-controlling wires must be coupled together in the same
way, irrespective of the end-relation of any car in the train, and the direction-
controlling wires of any car must be reversed in the train system when the
car is turned end for end in the train. Therefore, the terminals of the train
wires at the abutting ends of the cars must be properly paired, the pairing being
secured by properly positioning the terminals, so that the connections of the
speed-controlling wires will not be exchanged, and the connections of the
direction-controlling wires will be exchanged when the car is turned end for end;
or the pairing may be secured by providing couplings of complementary shapes,
the coupling at the terminal of either direct-controlling wire at either end of
the train being like that of the other direction-controlling wire at the other
end of the train.
It will be seen also that the connection of the operator's switches with the

page_text: train line upon other cars than those upon which the switches are located, is
effected, with respect to their reverser contacts, exactly as the reverser is affected.
Thus, if a car is turned end for end, the connection of the reverser on the car
considered, with the train line on the other cars of the train, is exchanged,
and so also is the connection of the reverser contacts of the operator's switch
or switches upon the car considered. To put it another way, treating the reverser
and operator's switch or switches upon any car as a part of the car system, the
reverser connections of the car system with the train line on the other cars
is exchanged when the car considered is turned end for end. But turning a car
end for, end does not disturb in any way the connections of the reverser and the
operator's switch or switches upon that car.
Figure 16 represents three cars of a train, each provided with two direction-
controlling wires a b, the wires of the several cars being coupled together. The
switches and control devices are omitted, but their relation to these parts may
be as in the forms shown in Figures 1 to 4, in which the only controlling wires
are the direction-controlling wires, or, as in the other forms, when these wires
are used in conjunction with speed-controlling wires. The wires are differently
shaded to distinguish them, and arrows are placed against branches from the
wires which project upward through the floors of the cars, to indicate the direction
in which the car will be caused to travel by turning current into the wires. The
end of each car at the right will be considered as the forward end, and the end
at the left will be considered as the rear end, for convenience of description.
It is intended that the cars shall be fully equipped for travel in either direction,
and either end of the car may be the forward end. At each end, the terminals
of the two wires lie in the same horizontal plane, and the wires run from the
terminals at one end to the terminals at the other end without crossing. When
facing the forward end of the car, the terminal of wide a will be seen at the
right-hand of the terminal of wire b, and when facing the rear end of the car
the terminal of wire a will be seen at the left hand of the terminal of wire b.
It will therefore be seen that the terminals are exchanged in position at the two
ends of the car.
Each wire has a socket at one end and a plug at the other end, the socket of
one wire and the plug of the other being placed at each end of the car, so that
the terminals of the wires at the two ends of the car are complementary. The
purpose of this will appear from a consideration of Figure 17, in which the cars
of the preceding figure are shown with the intermediate car turned end for end.
While in this position, current must be turned into wire b on this car when current
is turned into wire a in each of the other ears. It will be seen that this is effected
by the arrangement above described, since the terminals of wire b of the car
which is turned end for end pair with the terminals of wires aa of the adjacent
cars.
Instead of coupling directly, the terminals of abutting cars may be coupled
through coupling wires. Figure 18 shows such a method of coupling, the
terminals being duplicated at each side of each end. This duplication has been
found desirable in practice, since it is out of the way of the traction couplers
and the train men can make the connections without standing between the cars.
The connections can be made at either side of the train, or, if desired, at both
sides, for greater security. In this form the terminals of the two wires may
be of complimentary character, as before, but this is not necessary, and the
terminals may be all alike, as shown; the terminals of the wires of each car
are sockets and the terminals of the connecting wires are plugs. In Figure 19
the cars of the preceding figure are shown with an intermediate car reversed.
In Figure 20 a method of coupling is shown, in which the terminals are also
duplicated at each side of each end, but the terminals at the right side of each
end are of complementary character to the other terminal, and the wires to them
are of such length that they can be coupled without using coupling wires. In

page_text: Figure 21 the cars of the preceding figure are shown with the intermediate cars
reversed.
In Figure 22 are shown the controlling wires of three cars coupled together.
In this figure, three speed-controlling wires are shown, in addition to the
direction-controlling wires. These additional wires are the coast wire c, the
series wire s, and the multiple wire m. The terminals of the direction-con-
trolling wires, as in the preceding forms, are disposed in the same horizontal
plane at each end of each car. The terminals of the speed-controlling wires
lie in the same vertical plane at each end of each car, and terminate alike at
each end of each car.
This figure also illustrates the function of the switch 15 (see Figure 11), which
connects the controlling wires in the train line with the car-system. In the
event of the system on any car becoming disabled this switch can be opened and
the entire car-system be cut off from the train, without cutting off the cars
behind the disabled car from common control with those in front of the disabled
car. From this it will also be seen that cars which have only the train line
may, without inconvenience, be carried in intermediate positions in a train,
provided that the aggregate power of the motors of the equipped cars is sufficient
for the movement of the unequipped cars. It will also be seen that the train
can be operated from a platform switch on a car on which the rest of the car-
system is cut off.
The speed-controlling and direction-controlling wires, with their terminals
arranged as described in connection with Figure 22, are also shown in Figure 23,
and in Figure 24 with the intermediate car turned end for end. Figure 25
shows the relative position of the terminals at the rear end, and Figure 26
shows the relative position of the terminals at the forward end of a car. In these
figures, there are two sets of coupler contacts, distinguished by the planes in
which they are disposed, one set for connecting the speed controlling wires and
and the other for connecting the direction-controlling wires.
In similar manner, Figures 27 to 30 show a modificatin in which the terminals
of the speed-controlling wires, as well as the direction-controlling wires, are
disposed in a horizontal plane at each end of each car, and the adjoining terminals
of abutting cars are connected by coupling wires.
In similar manner, Figures 31 to 34 show a modification in which the terminals
of all the controlling wires are disposed in a vertical plane at each end of each car,
and the adjoining terminals of abutting cars are connected by coupling wires.
In similar manner, Figures 35 to 38 show a modification differing from the
preceding only in that the terminals of the direction-controlling wires are placed
together, instead of being respectively above and below the speed-controlling
wires.
In similar manner, Figures 39 to 42 shows a modification in which the
terminals of all the wires are disposed in horizontal planes, and are duplicated at
each end of each car and coupled directly without the use of coupling wires.
On comparison of the groups of terminals which are similarly located at the
two ends of any car, in all of the modifications thus far described, it will be
seen that the terminals cs m of the speed-controlling wires are similarly
positioned, and that the terminals of the direction-controlling wires are exchanged
in position, so that the connections of these wires will be exchanged in event
of the car being turned end for end. The connections of the speed-controlling
wires, however, are not altered on turning the car end for end. In using either
of the forms above described, in practice, each group of terminals can be mechani-
cally connected, but insulated from each other by being set, for example, in
holes in a block of wood, so that all in a group can be paired at one operation
with the group with which they are to couple. To insure the proper pairing
of the terminals, those which are to pair in all the forms so far described
occupy facing positions at the abutting ends of the cars. But, owing to the

page_text: necessity in practice of having flexible connections between the cars, it is not
desirable to depend on position, and the proper pairing of the terminals is
insured by giving them unlike character, or relation to connected parts. This
can be accomplished with the plugs and sockets already described, or by the
use of keys and key-ways. If at each end of the car the wires terminate in
flexible ends, the proper pairing may be insured by the character of each
terminal, independently of any positional arrangement, as shown in Figures 43
and 44, in which the direction-controlling wires have independent terminals
of complementary character at each end of each car. On comparison of the
terminals at the two ends of any car in this modified form, they will be seen
to be exchanged in character, and in all the forms the similarly located direction-
controlling wire terminals at the two ends are exchanged, either in location
or character. The terminals of each of the speed-controlling wires may be
distinctive in character. There are, as shown, two sets of coupler contacts, dis-
tinguished by shape, one set for connecting speed-controlling wires and the other
for connecting direction-controlling wires.
It will be noted that, as shown in the various figures the secondary or con-
trolling line has for one or both ends of the car two sets of connections, one
set being made up of one or two branches terminating in couplings at the ends
of the car, and the other leading to an operator's switch, and that switches are
provided for disconnecting the operator's switches individually without inter-
rupting the balance of the train line or any other operator's switch. There
is no essential difference in the branches to the plug couplings, and the branches
to the operator's switches. In fact, they are so far identical, that if an operator's
switch were properly shaped, it could be fitted on to any plug coupling not in
use for coupling, and the train be run in this way. Nor is it necessary that the
branch to the operator's switch be a flexible connection with the train line and
plug coupling, as it is plain that the plug coupling and a suitable connection
for the operator's switch might be consolidated in a suitable block.
With the train wires arranged, for example, as shown in Figures 23 and 24,
without using a jumper and without providing two sets or terminals at each
end of each car, it is not practicable to use terminals of unlike character, as
plugs and sockets, for the speed-controlling wires, since, if a car were turned end
for end in a train, the plugs would be brought together at one end and sockets
would be brought together at the other end, and the terminals could not be
coupled at either end. This difficulty is avoided by using couplings in which
terminals of like character can be paired.
The manner in which the terminals at the abutting ends of cars are con-
nected through coupling wires, being shown in a separate Application for Patent,
No. 11158 A of 1898, it will be referred to only in general here. One or more
couplings may be fastened at either side of each platform or can be placed in
any other suitable position as on the hood of the car, the number and location
being indicated by convenience. The coupling comprises a metallic shell in
which is an insulating body containing the terminal plugs symmetrically dis-
posed according to the required plan, these plugs forming the terminals of the
train wires. When the couplings are rigidly fastened to the car, connection from
car to car is made through detachable jumpers having ends which register suit-
able connections with the couplers and which are preferably reversible and
provided with means to insure proper registering at all times.
In some cases the train cable or line can terminate in a flexible section with
like couplings at each end, which when cars are put together are interlocked
something like an air brake coupling.
It will be seen from a review of the foregoing system, that while the main
switches are operated from the operator's switch simultaneously and indepen-
5 dently of each other, there is provided automatic means, local to each car, for
securing and insuring proper operation of, the controllers individually, to wit:
the means for stopping each as it comes to the desired position irrespective of

page_text: EQUIPPED CAR.
In Figure 45 the principal parts of the control system are drawn to a uniform
scale. This figure also shows how they may be arranged on a car and con-
nected. The reverser, relay-board and main switch can be placed in any part
of the car where room can be found, as, for example, in the hoods over the plat
forms, or under the seats, and they need not be placed together. It is, however,
desirable to place these parts together, in order to shorten connections, by pro-
viding a place for them between the bottom and the floor of the car.
The con-
nections are the same as in the diagram Figures 11 to 15, except that there is a
common ground wire with which all the ground connections are made.
ground wire is grounded on the motor-frames and the line wire is connected to
shoes which are carried by the trucks and take current from a third rail. For
convenience, the wires are carried from one part to another in cables.
The
The actual construction shown of couplers, reversers, platform switches, jumpers,
relays and pilot mechanism are each the work of a great deal of mechanical
design and the result of practical experiments and constitute inventions. They
will be claimed by me in other applications.
It is obvious that the train wire and platform switches can be used to operate,
reverse and control other forms of electric controllers than those shown, and I
therefore do not limit myself, in respect to the train line, to the specific types
illustrated in this application. It will also be obvious that many changes may
be made in various features of the system without departing from the spirit of
my invention.
In the following claimis I do not limit myself to returning the controller
towards open position by a movement in the opposite direction to that in which
it is moved to establish the successive speed positions, and by restoring the con-
troller I include the movement, in any direction, of the controller which returns
the controller towards release or off position.
To effect the fundamental results set forth, practically, it has been neces-
sary to provide for properly connecting the cars, independent of sequence, number
of end-relation, with couplings of such character that any train-hand can effect
the coupling; to provide against cross-connections in the circuits on the different
cars, to guard against accidents due to failure of circuits or current, or otherwise,
to secure practical uniformity of operation in the apparatus on the different cars,
and equality of work in the various motors, and to secure simplicity and flexi-
bility in the relation of the parts under all the various conditions of operation.
To accomplish this it has been necessary to create a system, which is in part
automatic, by means of which most or all of the apparatus on the various units
is operated through local means, whose action is initiated through a governing
line and master controllers.
This result, I believe, has never been accomplished before, and in the numerous
claims herein presented it has been attempted to cover as fully and broadly as
possible those characteristics of the system which are required to render the
fundamental conception possible of accomplishment, or which are of advantage
in point of commercial economy, efficiency or safety.
The manner in which the terminals at the abutting ends of the cars are con-
nected through coupling wires, in practice, forms the subject-matter of a separate
Patent Application No. 11158 dated 16th day of May 1898, and the more detailed
description of the pilot apparatus and reversing mechanism forms the subject
matter of another separate Patent Application No. 11158", of same date, which
specifications see for these particulara.

page_text: Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is-
1. In an electrical train system, the combination of translating devices and
circuits therefor in parallel relation with each other, and a governing train line
independent of the other circuits, substantially as described.
2. In an electrical train system, the combination of translating devices, cir-
cuits therefor, a governing train line consisting of two sets of train wires, one
set for closing all operative circuits, and one set for regulation, substantially
as described.
3. In an electrical train system, the combination of a plurality of cars, trans-
lating devices and circuits therefor, a governing train line having two or more
independent train wires, and means located on two or more of the cars for
energizing one or more of the train wires separately or simultaneously, substan-
tially as described.
4. The combination of a plurality of motors or motor equipments, controllers
therefor, and means electrically controlled for actuating the controllers from a
single point simultaneously but independently of each other, substantially as
described.
5. A train with cars, one or more of them equipped with one or more driving
motors and circuits therefor, controllers for the motors, a relay circuit for actuat-
ing the controllers which includes a train line, and is independent of the motor-
circuits, and one or more operator's switches connected with the train line, sub-
stantially as described.
6. A train with cars, equipped with an operator's switch, a train line connected
thereto, branches from the train line on one or more of the cars forming there-
with controller and reverser circuits, motors to drive the cars, independent cir-
cuits for the motors, and current-varying controllers and reversers in the motor-
circuits operated by means of the operator's switch through the controller and
reverser circuits, substantially as described.
7. In an electrical train system, the combination of two or more cars, one or
more of the cars being equipped with a motor or motors, a controller or con-
trollers therefor and means for moving each controller, the car
or cars 80
equipped, and one or more additional cars, being also provided with an indepen-
dent governing train line, and one or more operator's switches for operating or
governing the controllers, substantially as described.
8. A train with cars, each equipped with a motor, a controller for each of the
motors, a train line for the controllers, an operator's switch connected with the
train line and the controllers, and an automatic stop-switch for each of the con-
trollers by which in co-operation with the operator's switch the operation of
each controller is effected, substantially as described.
9. A train with a plurality of equipped cars, a train line, relays on the equipped
cars connected to the train line in multiple, one or more operator's switches con-
nected with the relays by the train line, a source of supply, connection to the
source of supply at each operator's switch, and grounding connections for the
relays, substantially as described.
10. The combination of a plurality of cars, a plurality of motors disposed on
the cars, a plurality of reversers and current-varying controllers for the motors,
a plurality of circuits including the motors, reversers and controllers, and a
train line for operating the reversers and controllers, substantially as described.
11. The combination of a plurality of motors or motor equipments, current-
varying controllers therefor, there being several possible definite positions to
which the controllers may be brought, and means for bringing all of the con-
trollers to any one of the definite positions irrespective of any differences in the
positions in which the various controllers may be, substantially as described.
12. An electrically equipped car provided with the combination of three
circuits, one of which includes one or more driving motors, and a reverser and

page_text: :
current-varying controller therefor; another of which includes a pilot mechanism
and a limit-switch for the pilot mechanism and relay contacts; and a third of
which includes a relay system with train wires, an operator's switch, and relays
for operating the relay contacts in the circuit of the pilot mechanism, substan-
tially as described.
13. The combination of a motor or motors, independently operated reverser or
reversers therefor, a current-varying controller or controllers therefor, and means
controlled by an independent circuit for effecting step by step or periodic or
interrupted advance movements of each controller, and means for effecting a
continuous movement of each controller to or towards the off position, substan-
tially as described.
14. A train with cars equipped with motors to drive them, a train line, an
operator's switch, means for connecting the operator's switch to the train line,
a car-system, and independent means for connecting the operator's switch to the
car-system, whereby the operator's switch can be connected to the car-system,
or to the train-line, or to both the train line and the car-system, substantially
as described.
15. A train with cars each provided with a motor or motor equipment, a con-
troller and a circuit therefor, a step-by-step actuating device for each controller,
an operator's switch and train line for controlling all of the actuating devices
simultaneously, and means for cutting out each actuator, and thereby any con-
troller, without affecting the operation of the other, substantially as described.
16. An electrically equipped car provided with one or more motors, a con-
trolling circuit therefor, and an operator's switch at each end of the car connected
to the controlling circuit, the forward contacts of one operator's switch being
connected with the back contacts of the other operator's switch, substantially
as described.
17. A plurality of equipped cars, each having an operator's switch at each
end, the forward contacts of all the switches at either end of the cars being con-
nected with the back contacts of all the switches at the other end of the cars,
a train line, and couplings properly paired to secure like track movement with
like hand movement at any operator's switch, irrespective of the sequence or end-
relation of the cars, substantially as described.
18. A plurality of cars, a motor equipment on one or more of the cars, means
for operating the cars from any one of several switches, a governing circuit for
electrically connecting the several cars independently of sequence or end-relation
of the cars, and means for securing like track movement of the cars with like
hand movement at any switch in all relations of the cars, substantially as
described.
19. A train consisting of interchangeable cars, each of which is provided with
direction-controlling wires which terminate in similar groups at each end of
the car, the terminals of the wires in the group at one end being exchanged as
compared with the terminals in the group at the other end, and means for pair-
ing like direction-controlling wires at the abutting ends of the cars, substantially
as described.
in
20. A train consisting of interchangeable cars, each of which is provided with
speed-controlling wires and direction-controlling wires which terminate
similar groups at each end of the car, the terminals of the direction-controlling
wires in the group at one end being exchanged as compared with their terminals
in the group at the other end, and the terminals of the speed-controlling wires
corresponding at both ends, means for pairing like direction-controlling wires
and corresponding speed-controlling wires at the abutting ends of the cars, sub-
stantially as described.
21. A train consisting of interchangeable cars, each provided with direction-
controlling wires and speed-controlling wires, the wires being so disposed and
grouped that when the cars are reversed in end-relations the direction-controll-

page_text: ing wires are differently paired and the speed-controlling wires are not changed
in connection, substantially as described.
22. A plurality of motors or motor equipments, a controller for each motor
or motor equipment, a circuit for operating the controllers, and an independent
circuit for each controller for resetting the controllers, substantially as described.
23. A train with cars individually equipped with motors and controllers, an
operator's switch for operating the same, and means located on each car for
restoring the controller to the initial position, independently of the operator's
switch, substantially as described.
24. The combination of motors, motor-circuits, current-varying controllers
for the motors, one or more operator's switches or master controllers for operat-
ing the current-varying controllers through an independent governing circuit,
means automatically operated for opening the motor-circuits independently of
the current-varying controllers, means for restoring the current-varying con-
trollers towards or to the off positions independently of each other and of the
operator's switch, and a cut-out switch in connection with the controller and
closed in certain positions thereof, which when it is closed, restores control of
the controller to the operator's switch, substantially as described.
25. The combination of main circuits, controllers therein, a governing train
line, one or more operator's switches connected therewith, means for opening
the train line, relay-mechanisms connected therewith for opening the main
circuits, means for automatically restoring the controllers towards or to the
off position, and means for preventing the closure of the main circuits after the
opening thereof until the controllers are restored towards or to the off position,
substantially as described.
26. The combination of a main circuit, a reverser and a controller in series
therein, a governing circuit for the reverser, and a contact in the governing
circuit the closure of which is controlled by the position of the controller, sub-
stantially as described.
27. The combination of two circuit-controlling devices, a governing circuit for
actuating one of them, a contact in the governing circuit controlled by the
position of the other circuit-controlling device, a shunt around this contact, and
means for closing the shunt when the governing circuit is energized, substantially
as described.
28. The combination of a main circuit, a circuit-closer and a controller in
series therein, a governing circuit for the circuit-closer having an actuating
branch and a maintaining branch, means for closing the maintaining branch
when the actuating branch is closed, and means for opening the actuating branch
by movement of the controller, substantially as described.
29. The combination of a reverser and a controller, a governing circuit, for
actuating the reverser, there being two contacts in parallel in the governing
circuit, one of which is opened by movement of the controller and the other on
failure of the line, substantially as described.
30. A system comprising motors or sets of motors, individual current-varying
controllers for the motors, pilot mechanisms for the controllers, means for
operating the controllers simultaneously, and means for preventing wrong con-
nections due to lack of synchronism in the pilot mechanisms, substantially as
described.
31. The combination of a circuit with two switches in series therein, one spring
retracted to open the circuit, and means operated by the current to open the
circuit at the other, substantially as described.
32. A train with cars individually equipped with driving mechanism and
controllers therefor, and means on each car for independently and automatically
regulating the forward movement of the controllers, substantially as described.
33. A train with cars, each individually equipped with a driving motor or
motors, a current-varying controller therefor, and throttles for controlling the

page_text: movement of the controller to equalize the consumption of energy by the different
motors, substantially as described.
34. The method of regulating and equalizing the operation of a number of
motors in a system, each provided with a controller, which consists in varying
or limiting the travel of each of the controllers with the current in a motor con-
trolled thereby, substantially as described.
Dated the 16th day of February 1899.
HENRY H. LEIGH, C.P.A.,
No. 22, Southampton Buildings, Chancery Lane, London, W.C.,

page_text: PROVISIONAL SPECIFICATION.
Improvements in Electrical Couplings for Railway Cars.
I, HENRY HARINGTON LEIGH, Assoc. M. Inst.C.E., Fel.Ch.Inst.P.A., F.I.Inst.,
practising as Phillips & Leigh, of No. 22, Southampton Buildings, Chancery Lane,
in the Administrative County of London, Engineer and Patent Agent (a com-
munication from Frank Julian Sprague, of No. 20, Broad Street, in the Borough
of Manhattan, in the City, County and State of New York), do hereby declare
the nature of this invention to be as follows:
The invention consists in certain devices for coupling cars which are electrically
equipped in the manner described in Letters Patent of Great Britain, No. 11,158,
filed by Henry Harington Leigh, as a communication from Frank Julian Sprague,
on May 16th 1898, of which this present application is a division.
In the accompanying drawings, which form a part of this specification,
Figure 1 shows the couplings on the car and a jumper for connecting them.
Figure 2 is a detail in cross section of the end of the jumper.
Figure 3 is an end view of the jumper.
Figure 4 is an end view of the coupling and the attachment therefor to the
car, with the cover in part broken away.
Figure 5 is a cross-sectional view of the coupling which is attached to the
car.
Figure 6 is an illustration of a different method of coupling, in which no
jumper is used.
Figures 7, 8 and 9 are views of one of the two couplings.
Figures 10, 11 and 12 are views of the other coupling."
Referring first to Figures 1 to 5, these show the terminals at the abutting ends
of cars.
The object is to provide a coupling whereby direction controlling wires
and speed controlling wires may be connected from car to car of a train, several
or all of which cars are provided with individual driving motors or motor equip-
ments, so that the cars can be connected in the train irrespective of sequence
and end-relation, and the proper speed controlling and direction controlling wires
be joined throughout the train.
To effect this, there must be reversible train connections for the governing
systems of the different cars of the train. In considering the conditions necessary
to secure this reversibility, the controlling wires will be classed in two groups
which must be treated differently. In one group are the speed controlling wires
for bringing the motors upon a car, constituting a motor equipment into series
and multiple relation respectively. In the other group are the direction con-
trolling wires for effecting the connection of the motors for movement of the

page_text: train ahead and backward respectively. The speed controlling wires must be
coupled together in the same way, irrespective of the end relation of any two
cars in the train, and the direction controlling wires of any car must be re-
versed in the train system when a car is turned end for end in the train. If,
for example, one car in a train be reversed, what was the ahead wire must become
the backward wire, and vice versa, and the couplings must provide for this. There-
fore, the terminals of the wires at the abutting ends of the cars must be properly
paired. The pairing can be secured by properly positioning the terminals, so
that the connections of the speed controlling wires will not be exchanged, and
the connections of the direction controlling wires will be exchanged, when a car
is turned end for end. Or, the pairing can be secured by providing couplings
of complementary shapes, the coupling-terminals of either direction controlling
wire at one end of a car being like that of the other direction controlling wire
at the other end of the car.
A simple method of providing for it is that shown in Figures 1 to 5, wherein
couplings of like construction are provided at each end of each car, and the
wires of one car are connected to those of the next abutting car by a suitable
jumper. In the couplings mounted under the cars, the speed controlling wires
are shown in a vertical plane and the direction controlling wires are shown in
a horizontal plane. If, therefore, a car be turned end for end, the speed con-
trolling wires will not be changed in their relation to the system, but the
direction controlling wires will be reversed to right and left. In the figures
under discussion, and in the other figures of this application also, there are
shown three speed controlling wires c, s, m, corresponding to coast, series and
multiple positions of the circuits, and two directional controlling wires a and b.
But it is also feasible to arrange a system with but two speed controlling wires,
which would be placed in the coupling preferably as wires c and m are placed,
and two direction controlling wires placed as are wires a and b. A suitable
coupling in which the train wires terminate, is bolted to the under side of each
platform. This is a completely shrouded coupling. It consists of a hollow
cylindrical casing, in which a block 2 of insulating material is tightly fitted,
and plugs which constitute the terminals and extend through and project from
the face of the block. They are protected at the front by the cylindrical casing
and a hinged cover 3, which is closed when the coupling is not in use.
controlling wires are connected to the rear ends of the plugs. The back of the
casing is threaded to receive a protecting cap 4. On one side of the sleeve or
casing, is a key-way 5. The casing is provided with flanges by which it is
bolted to the under side of the car-platform. The couplings at the abutting
ends of the cars are connected through a jumper. This consists of a flexible coupling
containing the connecting wires and terminating at each end in suitable couplings.
Each of these couplings comprises a sleeve 6, in which is a block of insulating
material 7, and sockets to which the coupling wires are connected, and which
are contained in holes in the block of insulating material 7. There is a shield S
for the connections between the coupling wires and the sockets and a key 9
which mates with the key-way in the coupling shoe on the car, so that the two
will go together in one way only.
The
The points on the abutting ends of the cars, where the couplings are attached,
have a movement to and from each other of nearly three feet, when the train
is passing around curves, and in passing between straight and curved track there
will be times when the abutting platforms will be displaced laterally with respect
to each other. The connecting cable of the jumper must be of sufficient length
to reach without being drawn too tight when the ends are at their maximum
distance apart, but it cannot be much longer than is necessary, for if too long,
it will at times sag sufficiently to touch either the third rail or the track rail.
In adjusting itself to these various conditions, the jumper must have considerable
flexibility, and its places of greatest flexure will naturally be adjoining the
couplings. The flexure at these places is prevented from being too great by

page_text: extending from the back of the coupling a bell-mouth guide 10 of a curvature
to which the cable can be safely bent.
It will be seen that the jumper at each end is provided with sockets, which
are completely protected by metal casings. The coupling shoe which is attached
to the car is provided with plugs to fit these sockets, but the plugs are protected
by a casing and cover and are therefore not likely to be broken. This manner
of construction is of great importance, because trainmen, in handling the jumpers
are apt to strike them carelessly, or by accident, and if there were any plugs
on them, or a cover, it would be apt to be broken. Though foregoing figures
illustrate the preferred forms of connection, the form illustrated in Figures 6,
7, 8, 9, 10, 11 and 12 is also useful.
If a jumper is not used, and only a single set of terminals is provided at each
end of the car, it is not practicable to use terminals of unlike character, as plugs
and sockets, for the speed controlling wires, since, if a car were turned end for
end in a train, the plugs would be brought together at one end and the sockets
would be brought together at the other end, and the terminals could not be
coupled at either end. The same difficulty, of course, does not obtain with
respect to the direction controlling wires, for when a car is turned end for end,
the wires that are mated are exchanged. The difficulty with respect to the speed.
controlling wires is avoided by using couplings in which terminals of like
character can be paired, as shewn in Figure 6, and in detail in Figures 7 to 12.
The terminals are flat contact springs, which are provided with stems that pass
through blocks of insulated material 11, the controlling wires being connected
to the ends of the stems. The contact springs lie in notches in the sides
of tongues 12, which project from the faces of the plugs, and are protected
thereby. Because of the tongues, the couplings will go together in one way
only.
Dated this 15th day of May 1809
HENRY H. LEIGH, C.P.A.
COMPLETE SPECIFICATION.
Improvements in Electrical Couplings for Railway Cars.
I, HENRY HARINGTON LEIGH, Assoc.M. Inst.C.E., Fel.Ch.Inst.P.A., F.I.Inst.,
practising as Phillips & Leigh, of No. 22, Southampton Buildings, Chancery Lane,
in the Administrative County of London, Engineer and Patent Agent (a com-
munication from Frank Julian Sprague, of No. 20, Broad Street, in the Borough
of Manhattan, in the City, County and State of New York), do hereby declare
the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:—
The invention consists in certain devices for coupling cars which are electrically
equipped in the manner described in Letters Patent of Great Britain, No. 11,158,
filed by Henry Harington Leigh, as a communication from Frank Julian Sprague,
on May 16th 1898, of which this present application is a division.
Referring to the drawings filed with the Provisional Specification, which form
a part of this specification:-
Figure 1 shows the couplings on the car and a jumper for connecting them.
Figure 2 is a detail in cross section of the end of the jumper.
Figure 3 is an end view of the jumper.

page_text: Figure 4 is an end view of the coupling and the attachment therefor to the
car, with the cover in part broken away.
Figure 5 is a cross-sectional view of the coupling which is attached to the
car.
Figure 6 is an illustration of a different method of coupling, in which no
jumper is used.
Figures 7, 8 and 9 are views of one of the two couplings.
Figures 10, 11 and 12 are views of the other two couplings illustrated in Figure 6.
Referring first to Figures 1 to 5, these show the terminals at the abutting ends
of cars.
The object is to provide a coupling whereby direction-controlling wires
and speed-controlling wires may be connected from car to car of a train, several
or all of which cars are provided with individual driving motors or motor equip-
ments, so that the cars can be connected in the train irrespective of sequence
and end-relation, and the proper speed-controlling and direction-controlling wires
be joined throughout the train.
To effect this, there must be reversible train connections for the governing
systems of the different cars of the train. In considering the conditions necessary
to secure this reversibility, the controlling wires will be classed in two groups
which must be treated differently. In one group are the speed-controlling wires
for bringing the motors upon a car, constituting a motor equipment, into series
and multiple relation respectively. In the other group are the direction-con-
trolling wires for effecting the connection of the motors for movement of the
train ahead and backward respectively. The speed-controlling wires must be
coupled together in the same way, irrespective of the end relation of any two
cars in the train, and the direction-controlling wires of any car must be re-
versed in the train system when a car is turned end for end in the train. If,
for example, one car in a train be reversed, what was the ahead wire must become
the backward wire, and vice versa, and the couplings must provide for this. There-
fore, the terminals of the wires at the abutting ends of the cars must be properly
paired. The pairing can be secured by properly positioning the terminals, so
that the connections of the speed-controlling wires will not be exchanged, and
the connections of the direction-controlling wires will be exchanged, when a car
is turned end for end. Or, the pairing can be secured by providing couplings
of complementary shapes, the coupling-terminals of either direction-controlling
wire at one end of a car being like that of the other direction-controlling wire
at the other end of the car.
A simple method of providing for it is that shown in Figures 1 to 5, wherein
couplings of like construction are provided at each end of each car, and the
wires of one car are connected to those of the next abutting car by a suitable
jumper. In the couplings mounted under the cars, the speed-controlling wires
are shown in a vertical plane and the direction-controlling wires are shown in
a horizontal plane. If, therefore, a car he turned end for end, the speed-con-
trolling wires will not be changed in their relation to the system, but the
direction-controlling wires will be reversed to right and left. In the figures
under discussion, and in the other figures of this application also, there are
shown three speed-controlling wires c sm, corresponding to coast, series and
multiple positions of the circuits, and two directional-controlling wires a and b.
But it is also feasible to arrange a system with but two speed-controlling wires,
which would be placed in the coupling preferably as wires c and m are placed,
and two direction-controlling wires placed as are wires a and b. A suitable
coupling in which the train wires terminate, is bolted to the under side of each
platform. This is a completely shrouded coupling. It consists of a hollow
cylindrical casing, in which a block 2 of insulating material is tightly fitted,
and plugs which constitute the terminals and extend through and project from
the face of the block. They are protected at the front by the cylindrical casing
and a hinged cover 3, which is closed when the coupling is not in use.
controlling wires are connected to the rear ends of the plugs. The back of the
The

page_text: casing is threaded to receive a protecting cap 4. On one side of the sleeve or
casing, is a key-way 5. The casing is provided with flanges by which it is
bolted to the under side of the car-platform. The couplings at the abutting
ends of the cars are connected through a jumper. This consists of a flexible coupling
containing the connecting wires and terminating at each end in suitable couplings.
Each of these couplings comprises a sleeve 6, in which is a block of insulating
material 7, and sockets to which the coupling wires are connected, and which
are contained in holes in the block of insulating material 7. There is a shield 8
for the connections between the coupling wires and the sockets and a key 9
which mates with the key-way, in the coupling shoe on the car, so that the two
will go together in one way only.
The points on the abutting ends of the cars, where the couplings are attached,
have a movement to and from each other of nearly three feet, when the train
is passing around curves, and in passing between straight and curved track there
will be times when the abutting platforms will be displaced laterally with respect
to each other. The connecting cable of the jumper must be of sufficient length
to reach without being drawn too tight when the ends are at their maximum
distance apart, but it cannot be much longer than is necessary, for if too long,
it will at times sag sufficiently to touch either the third rail or the track rail.
In adjusting itself to these various conditions, the jumper must have considerable
flexibility, and its places of greatest flexure will naturally be adjoining the
couplings. The flexure at these places is prevented from being too great by
extending from the back of the coupling a bell-mouth guide 10 of a curvature
to which the cable can be safely bent.
It will be seen that the jumper at each end is provided with sockets, which
are completely protected by metal casings. The coupling shoe which is attached
to the car is provided with plugs to fit these sockets, but the plugs are protected
by a casing and cover and are therefore not likely to be broken. This manner
of construction is of great importance, because trainmen, in handling the jumpers
are apt to strike them carelessly, or by accident, and if there were any plugs
on them, or a cover, it would be apt to be broken. Though foregoing figures
illustrate the preferred forms of connection, the form illustrated in Figures 6,
7, 8, 9, 10, 11 and 12 is also useful.
If a jumper is not used, and only a single set of terminals is provided at each
end of the car, it is not practicable to use terminals of unlike character, as plugs
and sockets, for the speed-controlling wires, since, if a car were turned end for
end in a train, the plugs would be brought together at one end and the sockets
would be brought together at the other end, and the terminals could not be
coupled at either end. The same difficulty, of course, does not obtain with
respect to the direction-controlling wires, for when a car is turned end for end,
the wires that are mated are exchanged. The difficulty with respect to the speed-
controlling wires is avoided by using couplings in which terminals of like
character can be paired, as shown in Figure 6, and in detail in Figures 7 to 12.
The terminals are flat contact springs, which are provided with stems that pass
through blocks of insulated material 11, the controlling wires being connected
to the ends of the stems. The contact springs lie in notches in the sides
of tongues 12, which project from the faces of the plugs, and are protected
thereby. Because of the tongues, the couplings will go together in one
only.
way
my said
Having now particularly described and ascertained the nature of
invention, and in what manner the same is to be performed, I declare that what
I claim is:
-
1. The couplings provided with properly paired terminals for direction-con-
trolling wires and speed-controlling wires, substantially as described.
2. The combination of the shrouded coupling provided with plugs, and the
jumper provided with sockets, substantially as described.

page_text: 3. The combination of a pair of couplings provided with direction-controlling
and speed-controlling wires, and a jumper for connecting the couplings, sub-
stantially as described.
4. In a train of cars, couplings supported at each end of each car, and flexible
jumpers terminating at each end in couplings which pair with the couplings on
the cars, and are provided at their juncture with the flexible jumpers with bell-
mouthed guides, substantially as described.
Dated this 16th day of Tobruary 1800

page_text: Date of Application, 16th May, 1898
Complete Specification Left, 16th Feb., 1899-Accepted, 16th Aug., 1899
Improvements in Pilot Apparatus and Reversing Mechanism for
Controlling Electric Motors.
I, HENRY HARINGTON LEIGH, Assoc. M. Inst. C. E., Fel. Ch. Inst. P.A., F. I.
Inst., practising as Phillips and Leigh, of No. 22, Southampton Buildings,
Chancery Lane, London, W.C., Engineer and Patent Agent, (a communication
from Frank Julian Sprague, of No. 20, Broad Street, in the Borough of Man-
hattan, in the City, County and State of New York), do hereby declare the
nature of this invention to be as follows:
The invention consists in reversers, series-multiple controllers and rheostats,
and suitable electrical apparatus for operating the same, heretofore described in
Letters Patent of Great Britain, No. 11,158, filed by Henry Harington Leigh
as a communication from Frank Julian Sprague, of which this present application
is a division.
In the accompanying drawings, which form a part of this specification:
Figure 1 is a plan view of a reverser.
Figure 2 is a side view of the samé reverser, part being shown in cross-section.
Figure 3 is an end view of the same reverser.
Figure 4 is a cross-sectional view of the same reverser on the line - of
Figure 2.
Figure 5 is a side view of a switch and a pilot motor for operating it.
Figure 6 is a top view of the apparatus shown in Figure 5.
Figure 7 is an end view of the apparatus seen at the left-hand of Figure 6.
Figure 8 is a view of the connection between the pilot motor and the switch-
block of Figure 6.
In the apparatus illustrated in Figures 1 to 8, the rheostat and series-multiple
switch and the limit switches for the pilot motor are all on one switch block or
cylinder called the main switch. The reverser switch is a separate piece of
apparatus.
Reference will first be made to Figures 1, 2, 3 and 4, showing the construction
of the reverser. The reverser coils a, b are enclosed in an iron frame 84 which
serves to conduct the magnetism between the poles of each coil. Holes are
bored in the frame opposite the ends of the coils, and brass lining tubes 85 are
inserted. The bottoms of the tubes are filled with plugs 86. Plungers 87 slide
in the tubes, and are attracted into them when the coils are energized. Com-
pression of air under the plunger prevents a too rapid movement, but there is
a slight leakage, so that the air will not stop the movement of the plungers.
Chains 88 connect the plungers with a pulley 89 on the shaft 90 of the reverser.
A spring 91 is coiled around the shaft and its two ends lie on either side of
two pins, one of which 92, is carried by the pulley, and the other of which 93, is
fastened to the frame. Four pairs of reverser contacts 37 38, 39, 40, are carried
by four sleeves, or are mounted on the shaft of the reverser, but insulated from

page_text: each other and from the shaft. Each of the contacts extends over a quarter of
the way around the controller, so that the rotation of the cylinder through one
eighth of a revolution from the middle position will be sufficient to close the
contact with the brushes on either side. The widths of the magnet contacts 33
are about equal to the spaces between the reverser contacts. Magnet poles 94
project upwardly on each side of the reverser contacts, except the end contacts,
and blow out the arc when the reverser is opened. The end contacts are made
slightly longer than the others, so that the circuits will be opened first and the
arcs extinguished at the other contacts. Baffle plates 95 of insulating material
are interposed between the contacts and the magnet-poles.
Reference will now be made to Figures 5, 6, 7 and 8, showing main switch
and the pilot-mechanism as constructed in practice. It embraces switch-contacts
intended to control the resistance in circuit with a pair of motors and to connect
these motors according to the series-multiple plan. To prevent the stoppage
of the main switch at any point where a contact is just on the point of breaking
and in danger of arcing, the shaft 96 of the switch cylinder carries a notched
wheel 97. A roller 98 on the end of a spring-pressed pawl 99 engages the
notches. These notches are located at the proper points for safe stoppage of
the cylinder. In order to enable the pawl to position the cylinder at these
points, it is driven through a yielding coupling, the parts 100 and 101 of which
are separated by compression springs 102. The part 100 is fastened to the shaft
of the cylinder and the part 101 is fastened to the shaft 103 through the worm-
wheel 31, which is driven by the worm on the shaft of the pilot motor. The
pilot motor has a movement of continuous character. There are two switches 50
and 52, which can be used to cut out the motors, one switch cutting out one of
the motors and the other switch cutting out the other. When either of the
switches 50 or 52 is thrown over to cut out the motor with which it is connected,
it contacts with the rock shaft 104 which throws in a latch to prevent the main
switch from being turned beyond series position. It will thus be seen that in
this pilot controller there is a driving and a driven mechanism, a spring connec-
tion with limited movement between the two, means for holding the driven
mechanism fast until the driving mechanism has advanced a definite amount,
and means for centreing and holding the driving mechanism at definite points
of its advance.
This main switch and pilot motor for operating it are intended to be used
in connection with an electrical governing circuit for driving motors in the
manner illustrated and described in the above mentioned Letters Patent
No. 11,158, of 1898. According to the system therein described, upon closing
an operator's switch or master controller at a series contact, and maintaining
it closed, the main switch will be driven by the pilot motor from initial or
open position to full-series position, in which contact is made at all of the
rheostats contacts, so that the entire rheostat is cut off and the driving motors
are connected in series through contact points 51. The pilot motor is then stopped
by the breaking of the pilot motor circuit at contact st of the pilot motor limit
switch. The circuit is also opened at the cut-out switch contacts 36, but in the
operation of the system is closed by a bridging contact operated by a relay,
so that the circuit will remain closed so long as the line current is maintained.
But should the line current fail, the pilot motor and main switch could not he
operated again, except to return to open position, which, in the operation of the
ystem, is effected by automatic closure of the pilot motor at limit-switch con-
tacts and 19. If the operator's switch should be closed at the multiple contact,
either after the main switch had been brought to the full-series position or
before, the main switch would advance to multiple position with all of the
rheostatic resistance cut out, and contact made to the motors in multiple
through contacts 53 and 54. At this point the main switch would be stopped
by the opening of the pilot-motor circuit at the pilot-motor limit switch con-
tacts 21 and m*. The switch can be returned to series position from the full-

page_text: multiple position by closing at contact and 19, or to initial position auto-
matically, or by closing at contact c' and 19.
In the apparatus so far described, as above stated, the reverser and main switch
are separate devices, and the main switch is composed of the rheostatic contacts,
the series-multiple contacts, and the pilot motor limit switch and cut-out switch
contacts. But the reverser is connected to the circuit through the cut-out switch
contacts, or the bridging contacts above described, for bridging these cut-out
contacts.
1000
Improvements in Pilot Apparatus and Reversing Mechanism for
Controlling Electric Motors.
1, HENRY HARINGTON LEIGII, Assoc. M. Inst. C. E., Fel. Ch. Inst. P.A., F. I.
Inst., practising as Phillips and Leigh, of No. 22, Southampton Buildings,
Chancery Lane, London, W.C., Engineer and Patent Agent, (a communication
from Frank Julian Sprague, of No. 20, Broad Street, in the Borough of Man-
hattan, in the City, County and State of New York), 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:-
The invention consists in reversers, series-multiple controllers and rheostats,
and suitable electrical apparatus for operating the same, heretofore described in
Letters Patent of Great Britain, No. 11,158, of 1898 filed by Henry Harington
Leigh, as a communication from Frank Julian Sprague, of which this present
application is a division.
Referring to the drawings filed with the Provisional Specification and also
to the accompanying drawings which form part of this specification;
Figure 1 is a plan view of a reverser.
-
Figure 2 is a side view of the same reverser, part being shown in cross-section.
Figure 3 is an end view of the same reverser.
Figure 4 is a cross-sectional view of the same reverser on the line of
Figure 2.
Figure 5 is a side view of a switch and a pilot motor for operating it.
Figure 6 is a top view of the apparatus shown in Figure 5.
Figure 7 is an end view of the apparatus seen at the left-hand of Figure 6.
Figure 8 is a view of the connection between the pilot motor and the switch-
block of Figure 6.
Figure 9 is a plan view of a modified reverser-switch series-multiple switch
and rheostat, with electrical mechanism for operating these parts, a throttle, and
a relay in one of the governing wires.
Figure 10 is a vertical section on the line of Figure 9, showing the
reverser, series-multiple switch, and means for moving these switches, and a
pilot motor.
Figure 11 is an elevation showing the rheostat and limit switches and the
brake mechanism of the pilot motor.
Figure 12 is a vertical section on the line of Figure 9, showing a relay
to be connected in one of the governing wires, the throttle and the pilot motor
brake and gearing.
Figure 13 is a vertical section on the line
noids or throw-over coils for operating the
13 of Figure 9, showing sole-
series-multiple switch, and the

page_text: yielding coupling through which the rheostat cylinder and the limit switches:
are driven by the pilot motor.
Figure 14 is a vertical section on the line 14 of Figure 9, showing the
series-multiple switch, rheostat-cylinder and the spring connections for returning
both the reverser switch and the series-multiple switch to open or off position.
Figure 15 is a vertical section on the line 15-15 of Figure 9, showing the
reverser switch and series-multiple switch operated in the same direction, with
spring connections for returning both switches simultaneously to open or off
position.
Figure 16 is a vertical section showing the same parts as
Figure 15, but with the reverser-switch and series-multiple switch operated in
are shown in
opposite directions.
Figure 17 is a vertical section on the line 17 of Figure 9, showing the
reverser switch and series-multiple switch in open position and a spring for
returning both switches simultaneously to open position.
In the apparatus illustrated in Figures 1 to 8, the rheostat and series-multiple
switch and the limit switches for the pilot motor are all on one switch block or
cylinder called the main switch. The reverser switch is a separate piece of
apparatus.
Reference will first be made to Figs. 1, 2, 3 and 4, showing the construction
of the reverser. The reverser coils a bare enclosed in an iron frame 84-which
serves to conduct the magnetism between the poles of each coil. Holes are
bored in the frame opposite the ends of the coils, and brass lining tubes 85 are
inserted. The bottoms of the tubes are filled with plugs 86. Plungers 87 slide
in the tubes, and are attracted into them when the coils are energized. Com-
pression of air under the plunger prevents a too rapid movement, but there is
a slight leakage, so that the air will not stop the movement of the plungers.
Chains 88 connect the plungers with a pulley 89 on the shaft 90 of the reverser.
A spring 91 is coiled around the shaft and its two ends lie on either side of
two pins, one of which 92 is carried by the pulley, and the other of which 93, is
fastened to the frame. Four pairs of reverser contacts 37 38, 39, 40, are carried
by four sleeves, or are mounted on the shaft of the reverser, but insulated from
each other and from the shaft. Each of the contacts extends over a quarter of
the way around the controller, so that the rotation of the cylinder through one
eighth of a revolution from the middle position will be sufficient to close the
contact with the brushes on either side. The widths of the magnet contacts 33
are about equal to the spaces between the reverser contacts. Magnet poles 94
project upwardly on each side of the reverser contacts, except the end contacts,
and blow out the are when the reverser is opened. The end contacts are made
slightly longer than the others, so that the circuits will be opened first and the
arcs extinguished at the other contacts. Baffle plates 95 of insulating material
are interposed between the contacts and the magnet-poles.
. Reference will now be made to Figures 5, 6, 7 and 8, showing main switch
and the pilot-mechanism as constructed in practice. It embraces switch-contacts
intended to control the resistance in circuit with a pair of motors and to connect
these motors according to the series-multiple plan. To prevent the stoppage
of the main switch at any point where a contact is just on the point of breaking
and in danger of arcing, the shaft 96 of the switch cylinder carries a notched
wheel 97. A roller 98 on the end of a spring-pressed pawl 99 engages the
notches. These notches are located at the proper points for safe stoppage of
the cylinder. In order to enable the pawl to position the cylinder at these
points, it is driven through a yielding coupling, the parts 100 and 101 of which
are separated by compression springs 102. The part 100 is fastened to the shaft
of the cylinder and the part 101 is fastened to the shaft 103 through the worm-
wheel 31, which is driven by the worm on the shaft of the pilot motor. The 5
pilot motor has a movement of continuous character. There are two switches 50
and 52, which can be used to cut out the motors, one switch cutting out one of

page_text: the motors and the other switch cutting out the other. When either of the
switches 50 or 52 is thrown over to cut out the motor with which it is connected,
it contacts with the rock shaft 104 which throws in a latch to prevent the main
switch from being turned beyond series position. It will thus be seen that in
this pilot controller there is a driving and a driven mechanism, a spring connec-
tion with limited movement between the two, means for holding the driven
mechanism fast until the driving mechanism has advanced a definite amount,
and means for centering and holding the driving mechanism at definite points
of its advance.
This main switch and pilot motor for operating it are intended to be used
in connection with an electrical governing circuit for driving motors in the
manner illustrated and described in the above mentioned Letters Patent
No. 11,158, of 1898. According to the system therein described, upon closing
an operator's switch or master controller at a series contact, and maintaining
it closed, the main switch will be driven by the pilot motor from initial or
open position to full-series position, in which contact is made at all of the
rheostats contacts, so that the entire rheostat is cut off and the driving motors
are connected in series through contact points 51. The pilot motor is then stopped
by the breaking of the pilot motor circuit at contact of the pilot motor limit
switch. The circuit is also opened at the cut-out switch contacts 36, but in the
operation of the system is closed by a bridging contact operated by a relay,
so that the circuit will remain closed so long as the line current is maintained.
But should the line current fail, the pilot motor and main switch could not be
operated again, except to return to open position, which, in the operation of the
system, is effected by automatic closure of the pilot motor at limit-switch con-
tacts and 19. If the operator's switch should be closed at the multiple contact,
either after the main switch had been brought to the full-series position or
before, the main switch would advance to multiple position with all of the
rheostatic resistance cut out, and contact made to the motors in multiple. At
this point the main switch would be stopped by the opening of the pilot-motor
circuit at the pilot-motor limit switch contacts 21 and m². The switch can be
returned to series position from the full-multiple position by closing at contact s
and 19, or to initial position automatically, or by closing at contact ct and 19.
In the apparatus so far described, as above stated, the reverser and main switch
are separate devices, and the main switch is composed of the rheostatic contacts,
the series-multiple contacts, and the pilot motor limit switch and cut-out switch
contacts. But the reverser is connected to the circuit through the cut-out switch
contacts, or the bridging contacts above described, for bridging these cut-out
contacts.
In the apparatus illustrated in Figs. 9 to 17, the reverser switch B and series-
multiple switch C are independent switches, though arranged to operate in
conjunction with each other, and the rheostat switch 1) and pilot-motor limit
switches are operated by the pilot motor independently of the other two switches,
though arranged to operate in conjunction with them. The pilot motor is
connected with the cylinder of the rheostat and pilot-motor limit switchies in
the same manner as heretofore described, and likewise controlled by a throttle K
in the main circuit of one of the motors, but since the arrangement of the
apparatus is somewhat different, this feature is again illustrated.
The apparatus, however, illustrated in the following figures is fundamentally
identical with that illustrated in the foregoing figures though the two differ in
details. It consists of a series-multiple switch and reverser with a blow-out coil b
and rheostatic switch and pilot-motor limit and cut-out switches. The apparatus
is used in a system analogous in its general features to that described in the
aforesaid Letters Patent, and is intended to be operated through a governing.
circuit from a master-controller or operator's switch, by the aid of which a pair
of motors, typical contacts for connection to which are shown at 7, A₂, A A₂, F
and E, and a ground connection at G, can be connected to a source of supply

page_text: in series or multiple relation with each other, and resistance cut in and out from
the circuit of these motors. The resistance, through terminals R₁ to R₁₁, and
contacts 5 & 6, is cut in and out by means of a pilot motor P controlled by the
operator's switch through a relay J and a governing circuit in part completed
through L, 18 & 20, and the pilot motor also operates limit switches 10, 11,
14, & 15 for the pilot motor itself, so that it shall be automatically stopped when
all of the resistance of the rheostat is cut out, or when the rheostat comes to
open position or when the throttle operates, and in addition to these limit switches
and to the cut-out switch 18, there are also switch contacts 8, 9, 13, 17, 18 & 19
which control the connections of the solenoids or throw-over switches for operating
the reverser switch and the series multiple switch. Whether the apparatus
of Figs. 1 to 8 or of Figs. 9 to 17 be used the motors may be connected in either
direction to the line in series and all the resistance cut out, and the motors may
then be connected in multiple and all the resistance cut out, the pilot motor
being automatically stopped at each of these positions when the resistance is all
cut out; or on the operator's switch being closed for multiple contact, the
apparatus may pass through the series position to the multiple position, and be
automatically stopped at that position with all the resistance cut out. But, unlike
the apparatus of Figures 1 to 8 in the apparatus of Figs. 9 to 17, the rheostatic
cylinder is intended to move only in one direction, returning to open position
by a further movement in the same direction as that in which it is passed from
open to any running position; and upon passing from series to multiple position,
or upon the opening of the circuit from any cause, the reverser-switch and the
series-multiple switch both return to open position.
The reverser-switch and series-multiple switch will first be described, and then
the pilot mechanism and rheostat cylinder and limit, cut-out and other switches
on the same cylinder will be described.
The reverser-switch and series-multiple switch are each in its general features
of construction like the reverser-switch above described. Each is a hollow
cylinder of insulating material, B & C, on which are contacts suitably disposed.
Each is rotated about an eighth of a revolution in either direction from middle
position, in which the main or driving motor contacts are broken. This rotation
from middle position is effected by means of throw-over coils 0. Iron plungers
22 are attracted into one or the other of these coils, according as the one or
the other is energized and the cylinders thus rotated in one direction or the
other. Chains 23 lead from the plungers to a pulley 24 on the shaft of the switch-
cylinders. Coils are enclosed in an iron casing; iron plugs 25 are fitted into
the lower ends of the brass tubes; and each of the switch cylinders is returned
to its middle position by springs.
In all the foregoing respects, and in many other respects, the switches are
substantially like the reverser switch above described and illustrated in Figs. 1, 2,
3 and 4.
But in the construction now being described, the switch cylinders are each
returned to middle or open position by two springs. One of these is termed
the centralizing spring 26. It is coiled around the shaft of the switch, and its
two ends lie on either side of two pins, one of which is carried with the switch
cylinder eccentrically to its axis, and the other of which is fastened to the frame.
This spring acts with substantially uniform force throughout the entire extent
of movement of the switch from its full movement in either direction to middle
position. At the middle position both ends of the spring rest against the pin in
the frame and hold the switch in this position. Its strength must be within
the power of the magnets to overcome when the plungers are up and the attractive
power is a minimum.
It is desirable that there should be more force to start each cylinder when it
is to be returned, than is afforded by the centralizing spring, and a second spring
which is termed the starting spring 27 is added. This operates through a bell-
crank lever 28, a link 29, one end of the link being attached to the bell-crank

page_text: lever and the other to a pin, which is carried by the switch cylinder eccentrically
to its axis. When the cylinder is near or at its middle position, the starting
spring exerts little or no force on the cylinder, because the links through which
the force is applied lie nearly in a radial line to the cylinder, so that the magnets
in operating the cylinder have at first only to overcome the centralizing spring.
When the cylinder is fully operating, the starting spring exerts its maximum
force.
As shown in the drawings, one starting spring and bell-crank lever is made
to serve for both the reverser switch and the series-multiple switch, with two
links from the bell-crank lever, one to one cylinder and the other to the other
cylinder. One end of each of the links is slotted, so that either cylinder can
be returned to open position by the centralizing spring independently of the
other cylinder, as is desirable for safety, in event of one of the cylinders becoming
stuck in its closed position through the welding of a contact, or other cause.
Safety might also be insured by providing each cylinder with a starting spring-
lever and link independently of the spring lever and link of the other cylinder.
By using one spring for both, however, the simultaneous starting of both cylinders
is insured, so that the main motor circuits will be simultaneously broken at
contact points on both cylinders, and the tendency, to arc correspondingly reduced.
It will be seen by reference to Figs. 15 and 16 that the connection of the starting
spring with the cylinders is such that it will act to return both simultaneously,
whether they have been operated in the same or in opposite directions.
The electrical connections are such that the reverser switch and series-multiple
switch are always operated together, and the coils by which they are operated
are always in the same circuit in series, so that both will be simultaneously
released on breaking the circuit through the coils at any point.
The rheostat cylinder, pilot-motor limit and cut-out switches and the pilot
mechanism, as constructed in practice are shown in Figs. 9, 10, 11 and 12. The
apparatus consists of a cylinder made up of four sections, which are called
respectively the rheostat section D, the pilot-motor section or the limit-switch
section, the throw-over coils section, and the throw-over coils cut-out switch
section, or, briefly, the cut-out section. To prevent the stoppage of the cylinder
at points where a contact would be in danger of arcing, the shaft of the cylinder
has a notched wheel thereon; a roller on the end of the spring-pressed pawl
engages the notches; which are located at the proper points for the safe stoppage
of the cylinder; and in order to enable the pawl to position the cylinder at these
points it is driven through a yielding coupling, the parts of which are separated
by a compression spring, as described in reference to the apparatus illustrated
in Figs. 5, 6 and 8. One of the parts is fastened to the shaft of the cylinder
and the other part is fastened to the shaft of a worm-wheel, which is driven by
a worm on the shaft of the pilot-motor. The pilot-motor has a movement of
continuous character, except as it is modified by the operation of an operator's
switch or master-controller, not illustrated, or the pilot-motor limit circuit-openers
on the pilot motor section of the cylinder, or by a throttle, which is shown in
Fig. 4, and which, in the operation of the system in which the apparatus is
intended to be used, opens the pilot-motor circuit when the current exceeds a
predetermined limit and causes the rheostat to stop until the current has fallen
to the desired limit. It will be seen that in this mechanism, as in that above
described, there is a driving and a driven mechanism, a spring connection with
limited movement between the two, means for holding the driven mechanism
fast until the driving mechanism has advanced a definite amount, and means
for centering and holding the driven mechanism at definite points in its advance.
And generally, in respect to the connection of the pilot motor with the cylinder
which it operates, it may be said that this is substantially the same as that
illustrated in Figs. 5, 6 and 8, except that the pilot motor drives its cylinder
only in one direction in the figures now being described, and in those above
described, the pilot motor drives the cylinder in both directions.

page_text: Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is
1. The combination of a controller for motors provided with contacts for vary-
ing the relation of the motors with each other and for varying the resistance of
the circuit, pilot mechanism for moving the controller and contacts moving
with the controller for limiting the movement thereof, substantially as described.
2. The combination of a controller for motors, a main switch provided with
contacts for connecting the motors in series or multiple relation, and for varying
the resistance of the circuit, pilot mechanism for moving the controller, and
contacts moving with the controller for limiting the movement of the pilot
mechanism so as to stop the controller at open circuit, or series, or multiple
relation of the motors, substantially as described.
3. The combination of a motor-regulating controller, a pilot motor for actuating
the controller in a step-by-step manner, and a switch for interrupting the circuit
of the pilot motor each time the controller advances a definite amount, sub-
stantially as described.
4. A motor regulating controller composed of two or more parts, one of which
can be operated by a step-by-step movement, and has intermediate stops between
its extreme limits, and the other or others of which have single throw movements
and are spring retracted to an open circuit position, substantially as described.
5. The combination of a reverser switch and means for moving it, and a
rheostat switch movable independently of the reverser switch, and means for
effecting the co-operation of the reverser and the rheostat switch, substantially
as described.
6. The combination of a series-multiple switch and a reverser switch, and
means for moving these switches independently of each other, in the same or
in opposite directions relatively to each other, and a rheostat switch movable
independently of the other two switches, and means for effecting the co-operation
of the rheostat and the series-multiple and reverser switches, substantially as
described.
7. The combination of a rheostat-cylinder, a series-multiple switch and a
reverser switch, all independently movable, a pilot motor for operating the
rheostat cylinder, limit switches for the pilot motor operated with the cylinder,
and contacts also operated with the cylinder for controlling the series-multiple
and reverser switches, substantially as described.
8. The combination in a motor regulating controller of a current varying
cylinder and pilot motor limit switches moved in conjunction therewith, a pilot
motor for driving the same, a spring or loose connection with limited movement
between the two, means for holding the cylinder fast until the pilot motor has
advanced a definite amount, and means for centering and holding the cylinder fast
at definite points of its advance, substantially as described.
Dated this 16th day of February 1899.