Improvements in Systems of Control for Electrically-propelled Vehicles.
Year: 1899

page_text: Date of Application, 13th May, 1899-Accepted, 21st Apr., 1900
COMPLETE SPECIFICATION..
Improvements in Systems of Control for Electrically-propelled
Vehicles.
We, THE BRITISH THOMSON-HOUSTON COMPANY, LIMITED, of 83, Cannon
Street, in the City of London, Electrical Engineers, do hereby declare the nature
of this invention (which has been communicated to us from abroad by William
B. Potter, residing at Schenectady, in the County of Schenectady, State of New
York, United States of America, Electrical Engineer), and in what manner the
same is to be performed to be particularly described and ascertained in and by
the following statement:-
-
The present invention relates to systems of control for electrically propelled
vehicles, and is particularly useful in connection with those systems in which a
number of motorcars are united to form a train, each car being provided with a
propelling motor or motors, a controller therefor, and one or more master con-
trollers capable of regulating the operation of all the motor controllers of the
train, though it is not restricted to such systems.
The invention has for one of its objects to provide a system of control for
train propelling motors in which all the motor controllers on the train are
synchronously operated in a step-by-step manner, by a suitable mechanism con-
trolled and regulated by electro-magnetic means, from one or more master con-
trollers located at any convenient point or points on the train.
This invention also comprises certain new emergency brakes, and various
arrangements and combinations to be hereinafter more particularly described
and claimed.
In the accompanying drawings, which show an embodiment of the invention,
Fig. 1 is a diagrammatic representation of a three-car train; Fig. 2 is a diagram
of the circuit connections of a two-car train, each car being provided with a
master controller a motor controller, and a pilot motor for operating the motor
controller: Fig. 3 is a front elevation of the master controller, and Fig. 4 is an
enlarged section taken on line 4-4 of Fig. 3.
In illustrating this invention, the controllers for the propelling motors have
been shown in a conventional manner only, as the particular type of controller
with its changes of motor combinations forms no part of the invention. The
nvention need not necessarily be applied to a complete controller, which
egulates the propelling motors from lowest to highest speeds, but may be applied
o a part of such controller, which part is arranged to partially establish certain
circuits, or it may be applied to a switch for completing certain circuits other
han those of the propelling motors.
In Fig. 1 the invention is shown in connection with a three-car train, each car
being provided with propelling motors X which are mounted on the axles in
ny well-known manner. Each car is provided with a master controller I.
nd a motor controller A, which is driven by a pilot motor B; the arrangement
f-controllers and motors is such that the car may be controlled from any one of

page_text: the master controllers. Each car is provided with a contact shoe C, which is
arranged to slide along the conductor rail G.
Keterring now to Fig. 2, each motor controller A, shown in dotted lines, is
preferably provided with a gear A' which is rigidly secured to the operating
shaft A², and meshes with the pinion B₁ of the pilot motor B. The motors B
are shown as provided with shunt field windings, which are permanently included
in circuit, and to reverse the motors the direction of current in the armature
circuit is changed in a manner hereinafter pointed out.
Mounted on a suitable insulating support on the controller, and arranged in
the form of a circle, are contacts 1° to 9° inclusive. Mounted for engagement
with these contacts is a spring pressed contact A+ carried by the outer end of an
arm A³, which is rigidly secured to the operating shaft of the controller.
the under side of the arm is a brush arranged to make contact with the seg-
mental plate A5.
On
The number and arrangement of the contacts 1° to 9° inclusive is varied in
accordance with the number of steps or positions on the controller A. In the
present instance four steps are shown on each side of the central or off position;
one set being for braking and the other set for power. By making some of the
contacts longer than others, as contact 2° for example, the angular distance which
the cylinder of the controller A will travel for a given step on the master con-
troller may be varied as desired.
Instead of having a controller capable of a step by step movement there may
be substituted a two-way switch, arranged to have either one or two operative
positions, and an off position.
Current is supplied to the apparatus on the cars by contact-shoes C which
make sliding connection with the third rail or conductor C. In circuit with
the electric apparatus on each car, is an automatic circuit breaker D), normally
in the position shown, but capable of assuming two other positions. One of
these alternative positions is shown by dotted lines on the right hand breaker:
the second is when the movable member has dropped to a still lower position,
and the dog D rests on the stop d. The breakers are similar in construction,
and cach contains two fixed terminals which are bridged by a moving contact D'.
The contact D¹ is mounted on the upper end of a rod D2, and on the bottom of
the rod are inverted L-shaped contacts D3, D4, which are insulated from one
another and each arranged to complete certain circuits by contact with the
stationary terminals shown. Rigidly secured to the rod is a dog D which in
the closed or first position of the breaker engages with the pivoted armature E¹,
in the second position with the pivoted armature E³, and in the third with
the stop d.
The action of the armature E is controlled by a magnet E working against a
spring e, and the action of the armature E³ is controlled by a magnet working
against a spring e¹. The magnets E, E2 are energized by a number of cells of
the storage battery F, and their circuits are controlled by means of the switch G.
The switch G consists of two metal blades which are pivoted to suitable ter-
minals in circuit with one set of wires, and are arranged to engage with corre-
sponding terminals in the other set of wires when the switch is in its closed
position.
To cut the apparatus of the adjacent and following cars out of circuit, a double
pole cut-out switch H is provided, the two blades being capable of separate and
simultaneous movement. When blade H is moved to its dotted line position,
it trips the breaker or breakers on the adjacent car or cars, and when blade H
is moved also it establishes certain connections in a manner to apply the brakes
of the rear car or cars all of which will be described in detail later.
The master controllers I consist of two similarly notched metal plates I'
and I, upon which the vertical row of stationary brushes 1 to 9 inclusive rest.
These brushes are connected in multiple arc with the cable wires 1 to 9* inclusive.
The plates I¹ and I have been shown developed in a single plane to facilitate the

page_text: cauing of the diagram, but in practice the plates are mounted on a cylinder in
the ordinary manner and are movable with respect to the brushes.
Situated under the master controller is a reversing switch for reversing the
direction of rotation of the pilot motors B. The reversing switch comprises
5 relatively fixed and moving contacts, and in practice this switch is arranged to
operate with the master controller; but for the purpose of illustration, it is
simpler to consider it as a separate switch having a suitable operating handle;
the mechanical construction is, however, described hereinafter.
Extending through the cars on the train are cables K and L; the former con-
0 tains all the wires which lead to the master controllers I, and the latter the
wires which control the emergency brakes of the various cars, switches also
being provided for cutting out the electrical apparatus mounted on the cars.
Referring to Figs. 3 and 4, the mechanical construction of the master con-
troller will be described: Mounted within a suitable casing M is a contact
cylinder I which is provided with two sets of contacts I' and 12. The cylinder
is loosely sleeved on the shaft L' which is provided with bearings in the casing
and is adapted to be actuated by the handle L².
ment of the cylinder I, a star wheel L is mounted on the shaft, and a pawl L
To insure a step by step move-
is mounted in the top of the casing for engagement therewith.
Situated under the main cylinder is a reversing switch which is capable of a
certain amount of movement independent of the switch cylinder I, and also of a
certain amount of movement with the cylinder. This is accomplished by the
following means: rigidly mounted on the shaft L is a casting L3 which is
provided with a pair of lugs 7 adapted to engage the stop N, and a pair of con-
tact arms and 12, the former carrying at its outer end the contact 11 and 12b,
and the latter the contacts 10 and 12ª. These contacts are arranged to engage
with the spring pressed contacts 10, 11 and 12, which are mounted on the
U-shaped frame N, the said frame being supported at the bottom by the disc N°
which is sleeved on the shaft L', and at the top by the cylinder I.
The operation of the controller is as follows: the handle L2 when moved in
the arc of a circle, first causes the contact 10 and 12ª or 11 and 12b to move
toward the contacts 10, 11 and 12, depending upon which direction it is moved
from a central position. As soon as one or the other of lugs / engage with the
stop N, the contacts 10, 11 and 12 and also the contact plates I¹ and I begin to
travel with the handle and will continue as long as the handle moves in the
same direction. As soon as the direction of the handle is reversed, the circuit
of the reversing switch is interrupted by reason of the lost motion device; but
as soon as one of the lugs / engages with the stop N, the circuit of the reversing
switch is completed and a further movement of the handle causes the cylinder I
to pass the vertical row of stationary brushes. It will be seen that by this
arrangement the reversing of the pilot motors is automatically accomplished.
The action of the invention is as follows: assuming that is desired to propel
he train in a forward direction, the pilot motor reversing switch O is moved to
point where the brushes 10 and 12 will engage with the contacts 10 and 12",
nd the circuit of the pilot motors is as follows:--from contact shoe C to
oint 50, where the circuit divides, one path being through the battery F to
round J, which charges the battery: the second path is from point 50 to
oint 51, where the circuit again devides, one path being through the field-
agnet winding of the pilot motor B to wire 12 and to ground J. Returning
point 51, the second path is to contact 10, to brush 10, to notched plate I¹,
brush 5, to cable wire 5, to wire 5b, to contact 5, through the contact on the
ovable arm, to segmental plate A, to circuit-breaker D, by contact D+ to
ire 53, through the armature of the motor B in the direction indicated by the
all line arrow, to the circuit breaker D, by contact D³ to wire 54, to brush 12,
ntact 12 and to ground J. This will start the pilot motor B into action, and
e motor controller A will be propelled in a direction indicated by the full-
he arrow,

page_text: At the time the master switch was moved to position 1-1, it established the
circuit of brush 4; cable-wire 4ª, wire 4b and contact 4°. The width of the
contact on the moving arm being greater than the space between contacts 5°
and 4°, current will be supplied to the motor so long as the contact arm is in
engagement with either of these contacts. As soon as the motor B has advanced
the controller to a point where arm A³ is no longer in engagement with con-
tact 4, the armature circuit of the motor is automatically interrupted, and the
controller A will stop at this point, and establish any predetermined circuit
relations of the electrical apparatus on the train.
In order to increase the angular movement of the cylinder of controller A, the
master switch is advanced to line 2-2, which causes the brush 3, cable wire 3ª,
wire 3b and contact 3° to be energized: Switch arm A² being in engagement
with contact 3º, due to the arrangement previously described, current will be
supplied to the armature of motor B, which will run until the contact arm A2
interrupts the circuit between contact 3° and segmental plate A5, and rests on
the contact 2, as shown in dotted lines on the left hand controller, and is in
position to receive current as soon as the master switch I is advanced to its
next position.
To move the motor controller to its highest speed position, the master con-
troller I is moved to a point where the brushes rest on the line 3-3; this
energizes the contacts 5°, 4º, 3º and 2º, thereby causing the motor to run until
the arni A³ moves off of contact 2° and interrupts the circuit. The contact 1° is
so arranged that it serves to complete the circuit of the pilot motor when it is
desired to return the controller to the off position or to move it back one step:
When the arm A³ advances from the off position to the contact 1°, it does not
complete the circuit of that contact for the reason that the brush 1, cable
wire 1, wire 1b and, brush 1 are only in circuit when the brush 11 rests on
contact 11, and this only occurs when the pilot motor reversing switch is
thrown.
Assuming that it is desired to move the motor controller cylinder back one
notch or position, the pilot motor reversing switch is moved to a point where
brushes 11 and 12 will engage respectively with contacts 11b and 12b, and the
circuits are as follows; (with the arm A as shown in dotted lines): Current
passes from the trolley C, to the circuit breaker D, to point 50, to contact 12b,
to brush 12, to circuit-breaker D, to contact D³, through the armature of the
pilot motor in the direction indicated by the dotted arrow, by wire 53 to circuit-
breaker D, by contact D to segmental plate A on the controller, to the switch
arm A to contact 2, wire 2, cable wire 2, to brush 2, to notched plate I2, to
brush 11, to contact 11b, to ground J.
It will be seen that as soon as the pilot motor reversing switch is thrown,
the notched plate I¹ is cut out of circuit, and the notched plate I2 is cut into
circuit, by means of brush 11. As soon as current passes through the armature
in the manner above described, the controller A is rotated in the direction
indicated by the dotted arrow, until the switch arm A2 rests on contact 3º, and
the armature circuit is interrupted.
If it is desired to move the motor controller to the off position, the master
controller I is moved to a position where the contacts and brushes are as shown,
and the pilot motors will run until their armature circuits are interrupted.
By this arrangement, it will be seen that all the motor controllers on the
train are synchronously actuated in a step-by-step manner, each motor con-
troller contact arm travelling until it reaches an open circuit position. This
insures the proper position of the motor controller for each step of the master
controller, and by utilizing the battery F, the pilot motors may be driven
forward and back as desired, thus rendering the operation of the controllers
possible at all times. Another important feature of this arrangement is that it
permits the motor controllers to be moved back one or more notches or positions,
as well as advanced, and the same synchronous step-by-step action preserved at

page_text: all times: the armature circuit being open circuited as soon as the arm on each
motor controller has travelled to the desired position. By thus opening the
armature circuit of the pilot motors, except at such times as the motors are in
actual operation, the amount of current for operating them is reduced to a
minimum.
The motor controllers are designed for movement both sides of a central or off
position, but as their operation is accomplished in the same manner as above.
described, except that the contacts on the master controller I are moved to the
right with respect to the brushes, instead of to the left, it will be unnecessary to
enter into a detailed description of the circuits.
.
The action of the circuit breakers will now be described. Assuming that the
train is being propelled forward in the usual manner, and for some reason it is
desired to cut out the second car and those after it: The switch-blade H',
located on the first car, is moved to the position shown in dotted lines. This
opens the circuits of the magnets E on all the cars, and the pivoted armatures E'
release the dogs D, and the circuit breakers drop to the position shown on the
right hand of the figure, dog D5 resting upon the upper end of armature
The circuits of the magnets are now as follows: from the battery F, by wire 55,
to point 56, where the cireuit divides, one path being through the lower mag-
net E2, switch G, to the cable wire 56, thence to the switch H, through the
right-hand blade to cable wire 57, to switch G', 'thence to the negative side of
the battery. This will energize magnet E, and maintain the armature E³ in the
position shown, but the circuit from point 56 is open-circuited by the switch
blade H, and armature E is moved to the dotted line position by spring e. Aş
soon as the circuit breaker drops to the position shown in dotted lines, the
current which is supplied to the propelling motors and their controllers is
instantly interrupted.
Assuming that the train is running in a normal manner, and that it is
desired to apply the brakes to the rear cars, both blades of switch H on the first
car are moved to the right, which breaks the circuit of magnets E, E². This
will permit the circuit breaker to drop down to a point where dog D5 rests on
the stop d, and the inverted L-shaped terminals D³ and D' bridge the lower
terminals on the breaker.
The circuit through the field magnets of the pilot motors being complete at all
times, it is unnecessary to follow the circuit in detail; the armature circuit will
be as follows: from contact shoe C to point 50, by wire 58 to contact D³, to
wire 59, through the armature in the direction indicated by the dotted arrow, to
the circuit breaker D, by wire 12° to ground J. This will cause the motor to
revolve in the proper direction to move the switch arm A2 to the left and com-
plete the brake circuits of the train, either by converting the propelling motors
into generators or establishing the circuit of a suitable source of energy. The
pilot motor, with the circuits arranged as above described, will continue to run
until the arm A3 strikes the stop S located at the last braking position. It will
be seen that this operation may be effected whether the main source of supply
is complete or not. As soon as the main source of supply fails, the battery F
is in operative position to drive the pilot motors, and establish and desired
circuit relations. To resume the normal operation of the train, both blades of
the switch H are moved to the position shown in full lines on the left-hand
car, and the circuit-breakers closed by hand, the armature E¹ retaining the
circuit-breaker in place.
In the normal operation of the system, switches corresponding to switch H
are all open with the exception of the one located on the front car; and all the
circuit-breakers on the train are controlled by this switch. When, however, the
train accidentally separates, due to any cause, the circuits of the cable wires and
battery are interrupted, and the breakers on the separate cars will act in a
manner corresponding to that described in connection with the emergency
position of switch H.

page_text: Having now particularly described and ascertained the nature of our said
invention (as communicated to us from abroad) and in what manner the same
is to be performed, we declare that what we claim is:-
1--In a system of train control for electrically-propelled vehicles, the com-
bination of a main source of supply, a storage battery connected to the main
source of supply, and so arranged that when the source of supply decreases or
fails, it will supply current for actuating the motor controllers, motor controllers
for regulating the propelling motors, pilot motors for driving the motor con-
trollers and means for controlling the current supplied to the pilot motors, from
the battery or main source of supply; the arrangement of connections between
said means and the pilot motors being such that the circuit of the motors is
automatically interrupted as soon as the motor armatures have travelled a
predetermined amount.
2-In a system of control for an electrically-propelled vehicle, the combination
of a motor controller, a plurality of stationary contacts arranged to correspond
to the steps on the motor controller, a contact carried by the controller, arranged
to estabish connection with the stationary contacts, a master controller for
successively energizing and de-energizing the stationary contacts and a pilot motor
controlled by the controller contact for actuating the motor controller.
3-In a controller, the combination of two sets of contacts mounted for simul-
taneous movement, a set of brushes mounted for engagement with the contacts,
the arrangement between the contacts and brushes being such that as one set
of contacts moves out of engagement with the brushes, the second set is moved
into engagement.
4. In a system of control for electric motors, the combination of a master con-
troller, comprising two sets of contacts mounted for simultaneous movement, a
stationary set of brushes, the brushes and contacts being so arranged that as one
set of contacts is gradually cut out the second set is cut into circuit, a. motor
controller, and a pilot motor controlled by the master controller for driving the
motor controller.
5 In a system of control for electric motors, the combination of a master
controller, comprising two similar sets of contacts mounted for simultaneous
movement, a set of stationary brushes, a motor controller provided with a
number of contacts corresponding to the set of stationary brushes, a contact
arranged to establish connection with the said contacts to complete the circuit
of the pilot motors, and a pilot motor for driving the motor controller.
6-In a system of train control, the combination of a number of motor cars
united to form a train, a motor controller for each motor car, means for actuating
the controller in a step-by-step manner, a master controller having a plurality of
stationary contacts, a cable containing wires to which the contacts are con-
nected, contacts on the motor controllers connected to the cable wires and corre-
sponding to the contacts on the master controller, and a step-by-step actuating
means for completing the circuit through the motor controller actuating means.
In a system of control for an electrically propelled vehicle, the combination
of a master controller, a motor controller, a plurality of normally open-circuited
contacts on both controllers, the corresponding contacts of the two controllers
being connected, means for completing the circuit of the master controller con-
tacts, and means for completing the circuit of the motor controller contacts.
8 In a system of control for an electrically propelled vehicle, the com-
bination of a master controller comprising two sets of similar moving contacts,
and brushes mounted for engagement therewith, a motor controller for regulating
the propelling motors, provided with contacts corresponding to the brushes of
the master controller, a shunt-wound pilot motor for driving the motor con-
troller, contacts for completing the armature circuit of the pilot motor, and a
separate reversing switch for the pilot motor.
9--In a system of control for an electrically propelled vehicle, the combination

page_text: or a circuit-breaker having the usual open and closed positions, and an additional
position wherein it completes a braking circuit.
10-In a system of control for an electrically-propelled train, the combination
of a motor car, a car attached thereto, electric brakes on the last named car,
and a switch separate from the controlling switch for opening, and closing the
circuit of the brakes on the last-named car.
11 In a system of train control, the combination of a number of motor cars,
a circuit-breaker for each car having the usual open and closed positions, and
an additional position wherein it establishes certain brake connections, and means
whereby its action may be controlled either from the car upon which it is located,
or from one of the other cars on the train.
12 The combination in a circuit-breaker having the usual open and closed
positions, of an electro-magnet for maintaining the breaker in the closed position,
and a second electro-magnet for maintaining the breaker in the open position.
13-In a train system of control, the combination of a plurality of motor cars,
a circuit-breaker for each motor car, having the usual open and closed positions,
and magnets for maintaining the breaker in the open and closed positions, and
switches located on the various cars for controlling the action of the breakers.
14 In a system of train control, the combination of a plurality of motor cars
united mechanically to form, a train, a motor controller for each motor car
means for actuating each motor controller, and a circuit breaker for each car
having the usual open and closed positions, and in addition a position wherein
it closes the circuit of the means employed to actuate the motor controller.
15 In a system of train control, the combination of a plurality of motor cars,
united mechanically to form a train, or a portion of a train, a motor controller
for each motor car, a pilot motor for driving each motor controller, and a circuit
breaker so arranged that it first opens the circuit of the propelling motors, and
their controller, then closes the circuit of the pilot motor in a manner to cause
it to drive the motor controller from a power positon to its off position.
16 In a system of control for electric motors, the combination of a source of
supply, a motor controller a pilot motor for driving the controller forward and
back in a step-by-step manner a storage battery which is permanently con-
nected in circuit in such manner that it will upon the partial or total failure
of the main source of supply furnish current to the pilot motors and a master
controller for regulating the action of the pilot motors.
T1.
THE BRITISH THOMSON-HOUSTON Co. LTD.,
W. MARTINDALE,
A. R. MONKS.
Directors.
ALFRED CLEMENTS,
Assistant Secretary.