Improvements in Controlling Electric Motors and Electrically Propelled Railway Trains.
Year: 1898

page_text: COMPLETE SPECIFICATION.
Improvements in Controlling Electric Motors and Electrically
Propelled Railway Trains.
I, ELIHU THOMSON, of Swampscott, in the County of Essex, State of Massa-
chusetts, United States of America, Electrician, do hereby declare that the nature
of this invention and in what manner the same is to be performed, to be particu
larly described and ascertained in and by the following statement:―
In the practical operation of electric motors, it is usual to provide for each motor
or set of motors a controller for regulating the speed and torque.
For example,
it is usual in traction work to provide a car with one or more motors located
under the car and with a controller on each platform, each controller consisting
of one or more manually rotatable barrel switches or cylinders bearing upon
brushes connected to the source of current and the motors.
Such an arrangement may be satisfactory where the motors are located in close
proximity to the points of contact and when the currents to be controlled are
not too heavy. But I find it preferable for many reasons to locate a controller
directly at each set of motors, for example, in the special case of an electric street
car under the car, and to operate it, or to control its operation, from one or more
selected points.
It is the object of my invention to provide a method and apparatus whereby
this result may be accomplished in a simple and reliable manner, and whereby
the point or points of contact may be moved to any desired distance from the
motor or motors, and also to simplify and improved motor controllers of the
series-parallel and other types.
In order to obtain the greatest tractive and accelerating effort of a train for
a given motive force, it is necessary to divide that force into a number of units
and distribute them through the train, thereby utilizing the tractive effort of the
various cars.
This arrangement also has the additional advantage of economical operation,
for by changing the number of units the motive power of the train can be so
proportioned to the load that it will work more nearly at its full-load capacity,
and consequently at higher efficiency than would be the case if a single unit were
employed which, was large enough to take care of the traffic at all times, and
consequently when the load was light was obliged to work at a reduced efficiency.
Price Sal

page_text: In electric-train systems it is often necessary to change the number of motor-
cars on the train, for example, by adding one or more when the traffic is heavy,
as at night and morning; or leaving off one or more motor-cars during the
portions of the day when the traffic is light, and in order to operate a system of
this kind successfully, it is necessary to provide means whereby this change in
the number of motor-cars on the train can be made without affecting the operation
of the remainder of the system.
My invention has for its object to provide a system of train control, in which
the number of motor-cars can be varied at will to suit the different conditions of
traffic, and the motors of the train controlled from any one of a number of master
controllers, which are located at convenient points on the train.
It is one advantage of my invention, that each car may be made to form an
independent unit capable of being run separately, and also capable of being
jointed in a train with one or more similar cars, and of operating it in such
relation without change of its circuits or connections.
The particular arrangement of the motor-cars on the train is immaterial, and
while I have shown each car provided with motors and controllers, it is within
my invention to place trail-cars between the motor-cars and connect the motor-
cars by suitable cables running through the trail-cars, or make any other desired
connection.
+
In the accompanying drawing, which represent a particular embodiment of my
invention, Fig. is a side elevation of my improved motor-controller; Fig. 2 18
an end elevation; Fig. 3.is an enlarged sectional detail taken on line 3-3 of
Fig. 2; Fig. 4 is an enlarged cross section taken on the line 4-4 of Fig. 1;
Fig. 5 is a diagram of connections; Fig. 6 is a diagram of the motor connnec-
tions; Fig. 6 is a diagram of the motor connections, and Fig. 7 shows a three-car
train equipped with my invention.
The main body of the motor controller consists of two angle irons A, A¹, situated
side by side, and constituting the pole pieces of a blow-out magnet for disrupting
any are which may be formed between the contacts. Situated on each side of
the vertically-extending portion of the angle-irons, are fibre-walls B, B', which
are secured together by bolts D, and are so arranged that they insulate the moving
and stationary contacts from the iron, at the same time protecting the iron from
injury due to arcing. The upper ends of the fibre-walls are grooved to receive
fibre pieces C (Fig. 4) which protect the upper end of the angle-irons. Located
between the fibre-walls and the angle-irons are stationary contacts E, their
relation being best shown in Figs. 1 and 3. The contacts are secured in place
by bolts E¹, E, which extend through the angle-irons from the outside; these
bolts are insulated from the iron by bushings E2 (Fig. 4), but are in electrical
connection with the stationary contacts. Electrical connection with each contact
is established by means of one of the bolts and a terminal E³, each of which
terminals is retained in place by the head of the corresponding bolt. Two kinds
of these contacts are provided, single and double; these are similar in construc-
tion, with the exception that each of the single contacts establishes connection
with one moving contact, and each of the double contacts with two. The double
contacts comprise a central body e (Fig. 3) having horns e¹ and e², which are
curved backward so that any arc formed between adjacent contacts will, as it is
blown upward by the magnetic field of the angle-irons, be elongated until the
potential is no longer able to maintain it. The central portion of each contact
is cut away to receive insulating pieces or partitions F, which partitions, together
with the side walls B, form arc restraining chutes. The partitions F are slightly
tapered toward their upper end, so that the area of the chute slightly increases
toward the upper end to allow for the expansion of the arc vapor. The partitions
are secured in place by ribs f which enter grooves in the side walls, and pins f
which pass through the contacts.
In assembling the controller, the insulating walls B and B are mounted in

page_text: place on the angle-irons, the stationary contacts secured by bolts E¹ to one of
the angle-irons, the partitions F mounted in place, and the opposite angle-iron
secured in place by bolts E+
Electrical connection between stationary contacts is established by a series of
separate electro-magnetically operated contacts G. Each contact consists of a
bundle of thin copper strips Gf mounted in a suitable holder G2 carried by an
insulated support G³. To the lower end of each insulating support is secured
a rod G, which is provided on its lower end with a fork G. Mounted in the fork
is an armature H, consisting of a rectangular piece of iron, and between the fork
and the guide G6 is a spring G7, which returns the armature to the position shown,
and opens the circuit between stationary contacts' E, as soon as the magnets are
de-energized. Each armature is acted upon by two shunt magnets H², H²; these
magnets are provided with cores H³ which are secured to the angle-irons by
screws H. These magnets may be so arranged that, in addition to actuating the
contacts, they may form part of the blow-out system. For example, all the
magnets,secured to angle-iron A may be wound to produce a north pole at their
upper end, and the magnets secured to the angle iron A¹ to produce a south pole.
By this arrangement, each pair of magnets has a double utility, i.e., that of
actuating a contact, and that of aiding to disrupt the arc formed at the con-
tacts E when the circuit is interrupted. Surrounding each magnet core is a
closed metal band Go which prevents destructive arcing when the circuit of the
magnet is interrupted, and in addition serves as a guide for the rod G.
At the extreme ends of the angle-irons are shunt-wound magnets I, which are
energized whenever the motor circuit is closed, and furnish an initial field for the
blow-out magnet; with this arrangement, there is always a certain field for dis-
rupting the arcs, which field is increased as additional contact magnets are
engaged.
The description heretofor has been limited to the motor controller, but in
addition I have provided what I term a master controller, meaning a controller
or switch capable of regulating the operation of one or more motor controllers.
The extreme flexibility of the system renders it possible to use one or more mașter
controllers as preferred, and to' place them at any desired point or points, as,
for example, one at each end of the car, when a single car only is used, or one
on each car, or, at each end of each car, when several cars are 'connected on one
train..
L
:
The master controller J is shown in Figs. 5 and 7 which is mounted in any
suitable place on the vehicle J¹, which vehicle is provided with two motors M, M
and a master controller.
In the present instance two such controllers are shown in each car, and situated
at opposite ends, in addition to the motor controller, which may be located under
the car floor or seats, as desired. Each motor car forms a unit in itself; that is
to say, it is provided with a trolley or contact device J, which makes contact
with conductor J, motors M, M', one or more master controllers J, and a motor
controller, and is capable of independent regulation. Extending through the car
is a cable Ja to which are connected all the master controllers, and also, the
switch-actuating coils H of the motor controllers. By this arrangement the
trains can be controlled from the ends or any intermediate point. It is to be
understood that when the train is in operation all the master controllers, with
the exception of the one actually performing work, shall stand at the off position.
The master controller J comprises a plurality of segments J³ mounted on an
insulating support, and arranged to bridge the spaces between pairs of stationary
brushes; for example, contact 11 is arranged to bridge brushes 1 and 2, and.
contact 3 to bridge brushes 3 and 4.
In Fig. 5 the wires forming cable J2 are separated, so that the circuit connec-
ions may be traced more readily. The wires forming the cable are not intended
o. carry heavy currents, as the current for operating the motors does not enter.

page_text: .
them, but passes directly to the motor controller, where the grouping of the
current and the amount of current passing is regulated as desired.
The magnet coils are preferably all connected in multiple, through each of the
master controllers J, one only of which is shown in Fig. 5, between the source
of supply J and the ground or return circuit J. The blow-out magnet coils I
are connected between wire 2 and the ground, so that they are included in circuit
'as soon as the master controller moves from its off position.
In the present instance only two motors M. and M, have been shown connected
to each controller, but it is to be understood that the number of such motors will
be varied to suit the traffic conditions.
The operation of my invention is as follows; with the brushes of master con-
troller resting on line a-a, current enters the trolley J, passes to brush 1,
'thence to brush and wire 2, by contact A¹, through the blow-out magnet coils I, I,
to ground.
The second path is from wire 2 to coil H2, to ground, which causes the magnet
to attract its armature, and close the motor circuit between contacts E and Eb.
The third path is from trolley J, brush 5, by contact 51, to brush and wire 6,
to coil He, to ground. This energizes the magnet, and closes, the circuit between
contacts Ed and Ef; and the motor circuit is as follows: the current enters from
trolley J and passes by wire T to contact E", to contact Eb, through resistance R
and field and armature of motor M in series to contact Ed, by contact G, to
contact E, to resistance R', field and armature of motor M¹ in series to ground 6.
With the circuits arranged as above, the motors are connected at a, Fig. 6.
As the blow-out magnet coils I, I, are permanently included in circuit, when
the contacts of the master controller engage with the stationary brushes, further
reference to them will be omitted.
To increase the speed of the motors, the master controller is moved further to
the left, so that the vertical line of brushes will rest in line b-b, and the circuit
is as follows: from trolley J to brush 1, by contact 11, to brush and wire 2, to
switch coil H³ to ground. A. second path is from trolley J+, to brush 5, by con-
tact 5, to brush 6, to coil H6, to ground; and the third path is from trolley J
to brush 3, to brush 4, by contact 3, to switch coil H, to ground.
This closes the motor circuit between contacts E" and Eb, Eb and Ec, Ed and Eb to
ground. With this connection the motors are shown at b, Fig. 6; that is to say,
the motors are in series with one-half the resistance cut out. To further increase
the speed of the motors, the master controller is moved to the left until the
brushes rest on the line c-c. The circuits in this instance are the same as above,
with the exception that the coil H8 is included in circuit, which closes the circuit
of the main controller between contacts E and E³, and cuts out resistance R¹.
The motors are now coupled as shown at c, Fig. 6.
The continued movement of the master controller to the left interrupts the
circuit of magnet H*, permitting contact G to drop and insert resistance R. The
next instant contact 91 bridges the brushes 9 and 10, and coil Ho is energized,
which closes the circuit between controller contacts Eh and E. This places a
shunt around motor M¹, as shown at c¹, Fig. 6, preparatory to connecting the
motors in multiple. When the cylinder is moved to the point where the brushes
rest upon line d-d, the circuit of the master controller is as follows: current
enters from trolley J to brush 1, by contact 11, to brush 2, through coil H², to
ground. A second path is from trolley J to brush 9, by contact 9, to brush 10,
to coil H10 to ground. A third path is from trolley J, to brush 11, by contact 11'
to brush 12, to coil H to ground. This closes the circuit of the motor controller
between contacts E and E", E and Eb, and Eh and E, and connects the motors
in multiple with full resistance in circuit. When the master controller advances
to a point where the brushes rest upon line c-e, the circuit is the same as above,
with the excepton that coils H and Hs are energized. This causes the contacts G
to shunt resistances R and R', and the motors are connected directly in parallel
between the source of supply and the ground, as shown at e, in Fig. 6.

page_text: It will be seen that the entire operation of the motor controller is controlled by
the master controller which regulates the operation of the switch coils H. As
these wires are made of fine wire and connected in shunt to the circuit, only a very
small amount of energy is required to operate the main contact on the motor
controller.
As the contacts are maintained in circuit with the motors only when the switch
controls are energized, it will be seen that in the event of failure of the source
of supply, all of the contacts on the controller will return to the off position, and
the motor circuit will be interrupted automatically at a plurality of points.
.but
I have shown and described my controller in connection with a single car,
it is to be understood that the contact-operating coils H on the other cars and
the main controller are connected in precisely the same manner as the one
described, and when the master controller is actuated, it affects all of the cars
on the train simultaneously. As all of the contacts G are maintained in circuit
with the motors only when the switch coils are energized, it will be seen that in
the event of failure of the source of supply, all of the contacts on the train will
return to the off position, and the motor circuit will be interrupted automatically
at a plurality of points on each controller.
Certain types of train-control systems have been proposed in which, upon an
interruption or upon an interruption and restoration of the main current circuit,
the motor controllers are automatically brought back to zero. The result of
such an arrangement is that, at or after every slight momentary interruption of
the power circuit of any car, the controller of that particular car begins to run-
back. It follows that upon the restoration of the power circuit the controller of
that particular car may be placed in a position different from the position of the
controllers on other cars of the train, so that the different cars receive different
accelerations, and a pulling and hauling" action takes place, which is
exceedingly disagreeable, and wasteful of current. It will be seen that with my
improved system, the defect is avoided.
6
When, for any reason, the power circuit is interrupted the motor circuits are
also instantaneously interrupted. If, now, it is desired that upon the restoration
of the circuit the motor controllers shall be simultaneously placed in the position
which they occupied before the inferruption, as would be the case when the
interruption was only momentary, such as that caused by the presence of ice or
paper upon the third rail, the motor-man has simply to leave the controller in
position, and the result will be affected.
If however, the interruption is continuous for such a time that the speed of
the motors materially decreases it is only necessary for the motorman to place
the master controller in the position corresponding to the position in which he
wishes the motor controllers to be placed when the circuit is restored, and the
motor controllers will then, immediately upon restoration, assume the desired
position.
It should also be noticed that in my improved system of control the motor con-
trollers and master controllers are in positive synchronous relation, so that when
the master controller is placed in any position the motor controllers instantaneously
assume the corresponding position without any appreciable time interval inter-
vening, so that any motion of the master controller forward or back, one notch
or several notches, will be instantaneously and accurately responded to by the
motor controllers.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed I declare that what
I claim is:-
In a controller for electric motors, the combination of a plurality of
separately-actuated contacts for changing the resistance of the motor circuit, and
electro-magnets for controlling the contacts.
2 In a controller for electric motors, the combination of a plurality of

page_text: separately-actuated contacts for changing the grouping of the motors from series
to parallel, and an electro-magnet for controlling the contacts.
3-The combination, with a plurality of motors, of a plurality of separately
actuated contacts for making the series-parallel connections, an electromagnet
means controllable from a distance for controlling their action.
4 The combination of a motor, a controller therefor comprising a plurality
of separate electrically-actuated contacts, and a master controller for regulating
the operation of such contacts.
5 The combination of a plurality of motors, a plurality of master controllers.
connected by a cable in multiple-arc relation, and separate individually-actuated
contacts regulated by the master controllers for controlling the motors.
6-In an electric controller, the combination of a plurality of separate electro-
magnetically-operated contacts for grouping the motors in series or parallel
relation, and a master controller for regulating the operation of the separate
contacts.
7-In a train system, the combination of a number of cars united to form a
train, motors for propelling the train mounted upon more than one of the cars,
separate electrically-actuated contacts for controlling the operation of the motors
and a master controller for regulating the operation of said contacts.
8 In a train system, the combination of a number of cars united to form a
train, motors for propelling the train mounted on more than one of the cars, a
plurality of separate electrically-actuated contacts for changing the grouping of
the motors, a master controller mounted on each motor-car, and connections
whereby the master controllers may operate the motor controllers of the train.
9 In a train system, the combination of a number of cars united to form a
train, motors for propelling the train mounted upon more than one of the cars,
a plurality of separately-actuated contacts for changing the resistance of the cir-
cuits of the motors, mechanism for operating said contacts, a master controller
of each motor-car, and electrical connections between the master controllers and
the said mechanism, which are independent of the motor circuits.
10 The combination of a plurality of motor-cars united to form a train, a
controller on each motor car comprising a plurality of separate electrically-
actuated contacts, and a master controller for establishing similar circuit connec-
tions on all the motor cars simultaneously.
11 In a train system, the combination of a plurality of cars united to form
a train, each provided with its own contact device and motors, a controller for
the motors comprising a plurality of separately-actuated contacts, a master con-
troller for regulating the motor controllers, and connections between all of the
master controllers on the train.
12 The combination of a plurality of motor for propelling a car, a controller
comprising a plurality of separately actuated contacts for changing the resistance
of the circuits of the motors, mechanism for operating said contacts, a master con-
troller, and electrical connections between the master controller and the said
mechanism, which are independent of the motor circuits.
13 The combination of a plurality of motors, a contact device for supplying
current thereto, a controller having a plurality of separate magnetically-actuated
contacts, for changing the motor circuits, a plurality of master controllers, and
electrical connections between the magnets of the master controllers, which are
independent of the motor circuits.
14 In an electric controller, the combination of a plurality of separate contacts
for changing the resistance of the motor circuit, a blow-out magnet and an
electro-magnet for actuating the contacts and assisting to energize the blow-out
magnet.
15 In a controller, the combination of a plurality of separately-actuated
magnetically-controlled contacts, with a means for blowing out the arcs formed
at the contacts.
16 In a controller, the combination of a plurality of separately-actuated con-

page_text: tacts, a blow-out magnet, and shunt-wound magnets for actuating the contacts,
so arranged that they assist the blow-out magnet to disrupt the arcs formed
between contacts.
17 In a controller, the combination of a plurality, of separately-actuated con-
tacts, and a shunt-wound blow-out magnet, and shunt-wound magnets for
actuating the contacts, so arranged that they assist the blow-out magnet to disrupt
the arcs formed between contacts.
18 In a controller, the combination of a plurality of separately-actuated
magnetically-controlled contacts, and means for returning the contacts to their
off position as soon as current ceases to flow in the operating magnets.
19 In a controller, the combination of a plurality of stationary contacts,
separately-actuated moving contacts for closing the circuit of the stationary con-
tacts, and electro-magnets for controlling the moving contacts and holding them
in engagement with the stationary contacts, the arrangement being such that as
soon as current ceases to pass through the magnets, the contacts will return to
their open position.
20 In a train system of control, the combination of a controller for each
motor-car, comprising a plurality of separately-actuated contacts for regulating
the motor circuits, 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, and a master controller for regulating
the operation of the separate contacts.
21 The combination of a plurality of motors, a controller therefor, comprising
a plurality of separately actuated contacts for regulating the motor circuit, and
electro-magnets for controlling the operation of the contacts, the arrangement
being such that as soon as the current ceases to pass through the coils, the motor
circuit will be interrupted at the contacts, and a master controller for regulating
the operation of the separate contacts.
22-In an electric controller, the combination of a plurality of separately-
actuated contacts, an electro-magnet for operating each contact, and a closed
metal band surrounding the core of each magnet to decrease the arcing at the
time the circuit of the electro-magnet is interrupted.
23-In an electric controller, the combination with a plurality of separate
contacts, of a common blow-out magnet, energized by the magnets which actuate
the contacts.
24 In a train system, a plurality of cars equipped with motors and motor
controllers, one or more master controllers for operating the motor controllers,
and means whereby, upon the interruption of the power circuit, the motor con-
trollers will, upon the restoration of the circuit, be instantaneously restored to
the position which they occupied before the interruption.
25 In a train system, the combination with a plurality of cars supplied with
motors and with motor controllers, of a master controller, and electro-magnets
magnetically-controlled means whereby the motor controllers assume at all times
positions corresponding to the position of the master controllers, and are main-
tained in rigid synchronism therewith, irrespective of the direction of motion of
the master controller.
Dated this 23rd dox of Sontainshan 1000