Improvements in and connected with the Control of Electrically Propelled Vehicles and Trains.
Year: 1899

page_text: Date of Application, 7th Apr., 1899
Complete Specification Left, 4th Jan., 1900-Accepted, 30th June, 1900
PROVISIONAL DIMITTUALIZAT
Communicated from abroad by FRANK JULIAN SPRAGUE, a Citizen of the United
States of America, of No 20. Broad Street, in the Borough of Manhattan,
in the City, County and State of New York, United States of America,
Manufacturer.
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.,
1. 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 to be as follows:-
Many of the features are not limited to a purely electrical equipment: but
the system actually employed is electrical, and, viewed in this specific aspect,
it consists, in its general features, of a train system made up of car systems
and a train line. There are one or more motor-equipments, each with one or
more motors, on each car, a reverser-switch, a current-varying controller,
which includes a rheostat, and usually a series-multiple switch, for each motor-
equipment, and one or more operator's switches or master controllers, with in-
strumentalities on the cars for operating these devices, and train connections,
whereby a train of cars may be made up of any desired number of cars in any
desired order or end relation, and the entire system be operated, as a unitary
system, from any operator's switch.
The main features of invention in this system, are the following:
(1). A rheostat-cylinder which operates in one direction only, with or without
means for giving to this cylinder an interrupted or a step-by-step-movement,
or both.
(2). A rheostat-cylinder combined with an independently movable series-
multiple switch, whether the rheostat-cylinder be movable only in one direction
or not, and with or without the means recited above under heading (1). To
this combination may also be added an independently mounted and indepen-
dently movable reverser-switch, and either or both of these switches
made operable in either direction.
it, or
be
may
(3). A rheostat-cylinder having upon
operating in conjunc-
tion with it, a switch which determines the continuity of circuits which
operate a reverser-switch, or a series-multiple switch, or both, or determines
the relation of the rheostat, reverser-switch and series-multiple switch, or any
two of them. By means of the combination here outlined, the number of
conductors running from car to car may be reduced in number. According
to the present invention, the reverser-cylinder in this combination may be
operated by a pilot motor, there being a limit-switch for the pilot motor and
circuit-interrupting switch for the series-multiple switch, or the reverser-
switch or both.
a

page_text: (4). Means for operating the reverser-switch or series-multiple switch, or
both, independently of the position of the rheostat-cylinder, with or without
means, such as a cut-out switch on the rheostat-cylinder for preventing the
closure of the reverser-switch, or the series-multiple switch, or both except in
certain positions of the rheostat-cylinder.
(5). Independent series-multiple and reverser-switches having both like or
opposed movements relative to each other, with or without automatic return to
open-circuit position, and with or without a rheostat-cylinder having a like
automatic return to open position.
(6). Various other combinations of these devices into unitary devices.
(). The method of operating the reverser-switch, series-multiple switch and
the rheostat-cylinder, whereby the circuit is opened in passing from series to
multiple position.
(8): A permanent shunt to the field of a series-motor, particularly one having
a laminated field, and especially in combination with the circuit-changing
devices, to hold the field and reduce the arc in breaking the circuit.
(9). A three-way cut-off between the train line, the operator's switches and
the governing apparatus on each car, whereby any one of these elements can be
cut off without disconnecting the other two, and whereby both the governing
apparatus and the operator's switches can be cut off without impairing the train
line.
(10). Connecting up the trolley shoes from car to car.
In the accompanying drawings, which form a part of this specification:-
Figure 1 is a diagram of the circuits of a complete car-equipment with one
motor-equipment, with the parts in the open or off position.
Figure 2 is a diagram of the circuits of a motor-equipment, with the reverser-
switch and series-multiple switch positioned to effect the connection of the
motors in series, for movement of the car forward or ahead.
Figure is a diagram of the circuits of a motor-equipment, with the reverser-
switch and the series-multiple switch positioned to effect the connection of the
motors in multiple, for movement of the car forward or ahead.
Figure 4 is a plan view of the current-varying controller, the reverser-switch,
series-multiple switch, the means for moving them, the throttle, and a relay
in one of the governing wires.
Figure is a vertical section on the line of Figure 4, showing the
reverser-switch, series-multiple switch, the means for moving these switches, and
pilot motor.
Figure is an elevation showing the rheostat of the current-varying con-
troller, the limit-switches, and the brake-mechanism of the pilot motor.
Figure 7 is a top view of the operator's switch, or master controller.
Figure 8 is a vertical section through the handle of the operator's switch, or
master controller.
Figure 9 is a vertical section through the easing of the operator's switch or
master controller.
Figure 10 is a developement of the cylinder of the operator's switch or master
controller, and a diagram of the connections.
Figure 11 is a plan view of a group of switches for connecting the operator's
- switch line, the train line and the local governing wires with each other.
Figure 12 is an elevation of the group of switches illustrated in Figure 11.
Figure 18 is a plan view of one car and the end of an abutting car, the former
being provided with two complete equipments, in which the various parts, with
the exception of the switches and cables of connecting wires, are shown in sub-
stantially their true proportion and position.
Figure 14 is a similar view to Figure 13 showing two cars and the end of a third
connected in a train, the first two cars being broken away, and each provided
with one complete equipment.

page_text: a
1. Car motor-circuits. These include, between the source of supply L and ground
G, a main or working motor or motors M, M, on each car, which will be termed
motor-equipment; a reverser-switch B; a series-multiple switch C; a rheo-
stat D; a hand-switch H for opening the motor-circuits; a safety fuse I; and
a throttle coil K. The reverser-switch, series-multiple switch and rheostat are
all independently mounted and independently moveable. The series-multiple
switch and rheostat are called collectively the current-varying controller.
Cables E (see Figs. 13 and 14) carry the wires between the reverser and current-
varying controller and the motor-equipment. If there are four motors on each
car, these are preferably grouped in two motor-equipments with independent car
circuits.
2. The local governing wires. These include wires on each car gathered in
a cable N, (see Figs. 13 and 14) from which they lead to coils OO of the relay-
magnets or solenoids for operating the reverser-switch and series-multiple switch,
and to the pilot motor P for operating the rheostat-cylinder and switches attached
thereto, and through contacts on the reverser-switch and series-multiple switch.
One of the local governing wires, instead of being connected, as above indicated,
leads to the coil of a relay J.
3. The operator's-switch line. This is a cable Q (see Figs. 13 and 14 and
detail Figure 9) carrying wires for connecting contacts of the operator's
switches on each car, of which switches there are preferably two, one on each
platform. If there is but a single car, this cable becomes a part of the govern-
ing circuits; and in a train, the cable connected with the operator's switch in
use is a part of the governing circuits, through which all of the instrumentalities
of the train-system are governed or controlled.
4. The train line. This is the continuing cable T, with a number of govern-
ing wires running from car to car of the train. It is made up of the per-
manently placed sections of the train line on the several cars, and the couplers U
and jumpers (connecting links of cable) V for connecting these sections of the
train line.
On each car are groups of switches W (detail Figure 11) each switch in
each group being connected with a corresponding switch in each of the other
groups. One group g of five switches closes to the wires of the operator's switch
line Q and a group of four switches closes to the wires in the train line T;
a single switch 7 connects to the source of supply L a group of five switches »
connect to the local-governing wires in cable N of the car-equipment; and in
the event of there being two independent car-equipments, another group of
switches would be necessary to connect to the local governing-wires of the other
car-equipment.
In practice the current is taken from a third rail to each car through shoes Y
which are carried by each truck. All the shoes are united by the line wire L.
In order to guard against interruption of the circuit in any car, through the
jumping of the shoes on any car, while current remains on the other cars, thus
permitting the control-mechanisms on the several cars to become differently
positioned, the line wires on the several cars are connected by couplers Z.
The operator's switch line Q and the train line T may evidently be common
to cars which are equipped with motors and to cars which are not equipped
with motors. Together they constitute means for transmitting an initial govern-
ing impulse from any one of a number of points to all of the motors or to
motor equipments on the train.
cars.
The system, may be called "a multiple-unit" system for operating railway
equipped
By this is meant a system according to which the cars are so
that each car can be operated either by itself, or in a train made up of equipped
cars, or can be used as a locomotive car to draw a train of unequipped cars, or
can be connected up with cars partially equipped, for example, as above indi-
cated, with the train line T and one or more operator's switches S, so that the
fully equipped car can be placed anywhere in the train and the train be operated

page_text: from any desired operator's switch. In a word, the train can be made up wholly
of fully equipped cars, or of fully and partially equipped cars, or of fully
equipped and unequipped cars, or of fully and partially equipped and unequipped
cars. Further, the cars are so equipped as to make them interchangeable, so
that, as above stated, they can be grouped in any number and order, and irre-
spective of what are the abutting ends, and so that the train can be operated
from any selected platform. Suitable provision is also made, in the groups
of switches above described, for isolating any car system without thereby dis-
turbing the train connections or the operation of the train system as a whole,
from either of the operator's switches on any car, including the car whose system
is isolated.
The general operation will first be stated and the exact circuit connections
and one suitable construction of apparatus will then be taken up and described
in detail.
"
66
When one
The Car. The operator's switches S, are placed preferably upon the platforms
and preferably at diagonally opposite sides of the two platforms. This is the
ordinary practice, but they can be placed elsewhere in the car and be operated
by devices placed on the platforms and mechanically connected with them.
Such variation is obviously a matter of convenience, and the system will be dis-
cussed on the supposition that there is an operator's switch or master controller
on each platform. They are each provided with contacts (such for example as
in Figures
and 10) for causing the train to move forward or back.
of the operator's switches is closed at the forward or ahead" contact, as that
term is used here, the car will move along the track with that platform in front
on which the switch that is being operated is closed. When a switch is closed
at the back" contact, as that term is used herein, 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 with his hand on the
handle of the operator's switch on either platform and looking at the track,
the terms ahead" and "back" being relative to the facing direction of the
operator looking at the track, although the actual track movement produced
by closing the "ahead contact or the "back" contact of the switch on one
platform of a car, is opposite to that produced by closing the similarly named
contact of the switch on the other platform of the same car. Further, the two
platform switches are alike and are similarly positioned with respect to the
platform on which they are located, and the contacts are so disposed that an
operator standing at either switch and facing the track, will move his hand
(say) to the right to close the "ahead" contact and to the left to close the
back contact of either switch; and the "ahead" contact of one switch is
connected with the back contact of the other by a wire which is connected to
one of the direction-controlling wires 2 or 4 of the system. It results from the
observance of the conditions above named, that like movement of the operator's
hand on the switch handle of either operator's switch on a car will close 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.
"
"
The Train. This statement may be extended to all of the operator's switches
on the train. In order that the cars may be properly coupled together, the
section of the train line that is on each. car must be provided with couplings
properly arranged, so that the cars can be coupled without regard to number or
sequence or end relation of any of the cars, and that like hand-movement of
the operator's switch at either end of any car will produce like track-movement of
the train relative to the operator standing upon the platform at the switch in
use, although the actual movement of the train along the track be reversed
as above explained with reference to a single car. But if a car is turned end-
for-end in the train, thus changing the end relation of that car with the con-
tiguous car or cars, the rotation of the main motors thereon must be reversed, in
order that the direction of movement of the car which is turned end-for-end

page_text: shall 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 are run
around a loop-or go in and out of yards at different switches, and in other
ways become reversed on the main track, whereby different end-relations of the
cars result. No matter how the cars go together, the corresponding controlling
wires of the several cars must be so coupled 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 relative to the
speed and direction of travel of the train. That is, there must be reversible
train connections for the governing systems of 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 be reversed in the train-system when the car is turned
end-for-end in the train. Therefore, the terminals of the wires at the abutting
ends of the cars must be properly paired, the pairing being secured by properly
positioned terminals, so that the connections of the speed-controlling wires will
not be exchanged, and the connections of the controlling wires will be exchanged
when the car is turned end-for-end. Or the pairing may be secured by pro-
viding couplings of complementary shapes, the couplings at the terminal of
either reverser-wire at either end of each car being like that of the other
reverser-wire at the other end of the car. 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 ahead contact of
one operator's switch, the back contact of the next switch, the ahead contact of
the third switch, the back contact of the fourth switch, and so on alternately
throughout the train. But the order of alternation of these contacts is reversed
in the two train wires, one beginning with the ahead contact and the other with
the back contact at each end of the train. If the conditions herein set forth
are observed, like movement of the operator's hand at any operator's switch on
the entire train will produce like directional movement of the entire train rela-
tive to the facing direction of the operator, although the actual movement of the
train may be reversed.
The foregoing may be summed up briefly as follows:-That in the operation
of a single car, or a train of cars, from any point on the car or train, like move-
ment at any operator's switch will correspond to like relative track-movement of
the car or train.
System of Control. The car-systems are usually preferably identical, and
each comprises one or more motor-equipments, a current-varying controller and
reverser for each motor-equipment, and means for operating the current-varying
controllers, including operator's switches, which from their function are called
master controllers, and from their preferred location may be called platform
switches.
These operator's switches S (see Figures 1, 7, 8, 9 and 10) are provided with
two sets of contacts arranged symmetrically on opposite sides of a neutral or
open-position line in the switch. There are (a) two contact strips L C, and
a single contact finger L C F, connected to the line-wire L and called the
line contacts, for connecting the control-system to the source of supply through
the operator's switch; (b) two strips R S C and S M C and two fingers RSC F
and S M C F making contact with wires 2 and 4 respectively for operating the
reverser-switch and the series-multiple switch, so as to connect the main motor
to line in series-relation through the rheostat resistance; (c) two contact
points P M C and a single finger P M C F for connecting through wire 3 to the
pilot motor so that it shall cause the resistance of the rheostat D to be cut
out, but leaving the motors in series arrangement; and (d) a single contact
point RC and a single finger RC F on the ahead side of the switch for connect-
ing with wire 1 and operating relay J to change the connection of the motors

page_text: from series to multiple and cutting out the resistance of the rheostat. This
last point is preferably not duplicated on the other side of the switch, since it
is not desirable that the operator be allowed to go back at full speed. In prac-
tice, as shown in Figures 9 and 10, these contacts are multipled in series, so that
the circuit is interrupted at several points whenever the switch is opened.
The main motors M M are series motors, but in order to permit opening the
circuit with full current on, the field is provided with a shunt through which
it will discharge itself. This is highly important, especially if the fields be
laminated, because the circuits are opened with full current on.
When the operator's switch S is closed at wire 2, or 4, the reverser-switch and
series-multiple switch are thrown by throw-over coils 0 to close the main-motor
contacts for movement ahead or back with the main-motors in series. If the
operator's switch is then closed at wire 3, the pilot motor is set in motion and
moves the rheostat until the resistance thereof is cut out, if the contact PMC to
wire is maintained long enough in the operator's switch; the circuit of the
pilot motor is then opened at the limit-switches 1) and the pilot motor stops.
The apparatus remains in this condition and the car or train moves according to
this connection of the motors so long as nothing is disturbed. If the operator's
switch is closed on wire 1, supposing it to have been closed on wires 2 and 3,
the reverser-switch and series-multiple switch return to open position, opening
the main-motor circuit; these switches are then set by throw-over coils O to
connect the main-motors for movement ahead with the motors in multiple, and
the pilot motor moves the rheostat in the same direction as before cutting out all of
the resistance of the rheostat. The pilot motor circuit is then opened at the
limit switches and the pilot motor stops. If after either of the above operations,
the operator's switch is opened or the line current fails, the reverser switch and
series-multiple switch return to open position, and the pilot motor again moves
the rheostat-cylinder in the same direction as before to open position, when the
circuit of the pilot-motor is broken at the limit switches and the motor stops.
When the operator's switch is closed at wire 2, the circuit through the main
motors is as follows: (See Figs. 1, 2 and 4): From the source L through
the hand-switch H and safety fuse I, through the resistances R, to R₁ of the
rheostat, to the series-multiple switch, thence through the blow-out coils c
within the series-multiple switch cylinder, thence through wire 5 to contacts on
the reverser-switch cylinder, through lead A A, the armature A of one of the
motors, M,, back through lead A, to contacts on the reverser-switch, through
lead, to field F and a shunt f around the field of the motor M₁, thence through
lead E, to contacts on the series-multiple switch, to wire 6, thence through the
coil of the throttle K to wire 7, thence to a contact on the reverser-switch and
through the blow-out coil b (shewn enlarged in Fig. 5) connected therewith,
thence through leads A A, to the armature A of the motor M, through lead A,
to contacts on the reverser switch, through the lead F, to the field F and a
shunt around the field of motor M through lead E, to ground G. Should
the operator's switch be closed on the other side, at wire 4, for movement back
with the main motors in series, the circuit is the same, except for the direction
of the circuit through the armatures of the two motors, which will be reversed.
Should the operator's switch be closed also at wire 3, the circuit through the
motors remains unchanged, except that sections R₁ to R₁ of the rheostat are cut
out one after the other. As will be seen, these sections are of diminishing
value, so as to maintain a uniform rate of percentage of decrease of resistance.
When the operator's switch is closed at wires 2 and 1 for movement ahead
with the motors in multiple, (see Figures 1, 3 and 4) the switches will be brought
into the position shown in Fig. 3. The main-motor circuits will then be from
the source of supply L, through the resistance or around the resistance of the
rheostat 1 through the series-multiple switch C, thence through the blow-out
coils contained therein, beyond which the circuit divides. Through one branch
the circuit is through wire to contacts on the reverser-switch cylinder, through

page_text: lead A A, the armature A of the motor M, back through lead A₁ to contacts on
the reverser-switch B, through lead F, to the field F and a shunt f, around the
field of the motor M₁, thence through lead E, to contacts on the series-multiple
switch, and thence to ground, G. The other branch can be traced to wire 6
through the coil of the throttle K to wire, thence to a contact on the reverser-
switch B and through the blow-out coil conained therein and connected there-
with, through lead A A, to the armature A of the motor M₂, through lead Ag
to contacts on the reverser-switch, through lead F, to the field F and shunt f
around the field of the motor M, through lead E, to ground, G. It will thus be
seen that the coil of the throttle K is in circuit with only one of the motors
when the motors are in multiple with each other.
The governing circuits may now be traced throughout. They are as follows:
When the parts are all in normal or open position, shown in Figure 1, all
circuits are open.
When the circuit is closed at the operator's switch to wire 2
or 4 only, the circuit is then through one or the other of the relay-coils of the
reverser-switch B, thence through the wires 8 or 9 to contacts of the limit
switches D, thence through one or the other of the coils O of the series-multiple
switch C by connections to be traced later.
If the operator's switch is also closed on wire 3, connection is made at the
reverser-switch through wire 10. If the operator's switch is closed on wire 1,
contact is made to wire 11, thence through contacts on the series-multiple
switch to wire 12, to contacts controlled by the relay J, to line. When both
the reverser switch and the series-multiple switch are returned to open position,
wires 10 and 11 are open, but a circuit is closed from line through contacts on
the reverser-switch to wire 13, and thence through a contact on the series-
multiple switch to wire 14.
Wires 10, 11 and 14 are connected with contacts on the limit switch. The
contacts of 10 and 11 are closed, and the contact of 14 is open when the cylinder
of the rheostat D and the limit switch cylinder D are in off position. The
circuit through this limit switch from wire 10, 11 or 13 is through a continuous
contact thereof to wire 15, thence through the field, armature, and brake-magnet
of the pilot motor in series, to wire 16, thence through the contact of the
throttle K to ground G.
Returning now to the circuits through the coils of the reverser-switch and
wires 8 or 9, leading therefrom to contacts of an automatic circuit-interrupter
and circuit-changer switch on D', the circuit will be continued, in initial
position, through wire 17, one of the coils of the series-multiple switch, called
the series-coil, because it closes the series contacts of the main motors, thence
through wire 18 and cut-out switch to ground. For multiple position the circuit
is through wire 19, and multiple coil 0 to ground. There is also another
branch of wire 18, through a resistance 18 to save current, through contacts on
the series-multiple switch to wire 20, through contacts on the reverser-switch
to wire 21 to ground.
Though the reverser-wires 8 and 9, control the throw-over coils of the
series-multiple switch, the position of the circuit-changer switch determines
which throw-over coil of the series-multiple switch is operated. This is because
the two wires 8 and 9 are in effect merged in the circuit-changer switch. The
connections of these wires in the circuit-changer switch renders it possible to
close or release the reverser-switch and the series-multiple switch in either the
same or opposite directions by making and breaking a single circuit.
The method of operation will now be fully stated. When an operator's
switch is closed at either wire 2 or 4, the system being in the open or off
position shown in Figure 1, the circuit is closed through one of the coils () of
the reverser-switch, thence through wire 8 or 9, through the circuit-interrupter
contact and wire 17, through the series-coil of the series-multiple switch,
through wire 18, and cut out switch contact to wire 19, and thence to ground.
The reverser-switch cylinder is set for either ahead or back connection of the

page_text: motors, and the series-multiple switch cylinder is set for series-connection of
the motors. So long as this contact is maintained in the operator's switch
and the line remains intact, the train will continue to run uninterruptedly for-
ward or back with the main motors in series. If contact is closed in the operators
switch, also on line 3, an additional circuit is closed through a contact
of the reverser-switch to line 10, thence through a limit-switch contact to line 15,
and through the pilot-motor and contacts of the throttle to ground. The pilot-
motor will move the rheostat until the limit-switch contact is broken at wire 10,
thus opening the pilot-motor circuit and stopping the rheostat, with all the
resistance cut out. Even though contact 3 should be opened, provided contact 2
or 4 is maintained, no change will take place. The train will continue to run
in the same direction, with the motors in series. Should it be desired to cut
out only a part of the resistance, instead of cutting it all out, the contact at 3
may be made and broken without maintaining it long enough to cut out the
entire resistance of the rheostat. But if the contact 3 is maintained long
enough, the resistance is all cut out as indicated, and the pilot motor is auto-
matically stopped, that is, is stopped independently of the operator's switch by
the breaking of the circuit of the pilot motor at the limit-switch contact.
Should the resistance be cut out too rapidly at any rheostat, so that the main
motors get undue proportion of current, or more current than they are intended
to withstand, the movement of the pilot-motor will be checked or stopped by
opening the contacts of the throttle K.
Should any change in the condition of the system be made, whether by the
accidental breaking of the line, or by opening the operator's switch, or by
closing the operator's switch at multiple contact, that is, on wire 1, the reverser-
switch and series-multiple switch are returned to open position, and the pilot
motor moves again in the same direction as before. The rheostat cylinder and
the reverse switch and series-multiple switch are then brought to the desired
position, determined by the limit-switch, and the circuit-interrupter. If the
operator, after having closed on wire 2 or 4 and 3, desires to go to full multiple
position he closes the operator's switch on wire 1, relay J is operated and the
line is closed through relay-contact of wire 12 and through a contact of the
series-multiple switch to wire 11, thence through the limit switch contacts
on D¹ to wire 15 and the pilot motor. The pilot motor begins to move, and
without disturbing the rheostatic connections, breaks its own circuit at the limit
switch contact, and momentarily stops. At the same time, the circuit through
coils of the reverser-switch and wire 8 or 9, and through wire 17 and the coil
of the series-multiple switch is opened at the circuit-changer contacts. Center-
ing springs return the cylinders of the reverser-switch and series-multiple
switch to open position, thus breaking the main circuit, and at the same time
closing the circuit of the pilot motor through a contact of the reverser-switch,
wire 13, a contact of the series-multiple switch, wire 14, a limit-switch contact,
and wire 15. The pilot motor then begins to move again, and moves the limit-
switches and rheostat until circuit is again made through wire 11 and through
limit-switch contacts to the pilot motor. This restores control of the pilot-
motor to the operator's switch at the multiple contact, and also closes a circuit
interrupter contact at wire 8 or 9 and wire 19, thus operating coils 0 of the
reverser-switch and series-multiple switch. These switches are then set for
multiple position and movement ahead or back, according as wire 2 or 4 is
closed. At the same time, the pilot-motor circuit through wire 14 is opened at
both of these switches. The pilot motor continues to run, under the influence of
the circuit which includes wire 11, cutting out the resistance of the rheostat,
antil the operator's switch is opened at wire 1, or the corresponding circuit
through the pilot motor is broken automatically at the limit-switch contact of
wire 11. The throttle K operates as before.
If again, for any reason, the governing line is opened, either by accident or
at the operator's switch, the reverser-switch and series-multiple switch return to

page_text: open position, thus breaking the main-motor circuit and opening the pilot-motor
circuit through wire 14. The pilot motor then runs until the rheostat cylinder
is brought to open position, when the circuit is automatically broken at the
limit-switch contact of wire 14.
It will be seen from the statement of the operation of the automatic circuit,
which includes wire 14, and which operates the pilot motor independently of
the operator's switch, that this controls the pilot motor, through contacts on
the reverser-switch and series-multiple switch, and is therefore dependent on
these switches, but does not affect the operation of either.
The cut-out switch connected with wires 18 and 19, is closed only when the
rheostat cylinder is at or near open or off position, and when it is at or near
the beginning of the multiple position. If control is for any reason lost at
the operator's switch, when the cut-out switch is open, it cannot be restored until
the pilot motor has operated and effected the closure of the cut-out switch.
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 coils at any point.
Pilot Mechanism. The pilot mechanism as constructed in practice, is shown in
Figures 4 to 6. It consists of a cylinder made up of four sections, which may
be called respectively the rheostat-section D, the pilot motor-section or the
limit-switch section D', the throw-over coils section, and the throw-over coils
cut-out switch section, or briefly, the cut out switch section. To prevent a
stoppage of the cylinder at a point 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
a spring-pressed pawl engages the notches. These notches are located at the
proper points for the safe stoppage of the cylinder. In order to enable the pawl
to position the cylinder at those points, it is driven through a yielding coup-
ling 7, the parts of which are separated by compression springs, see Fig. 4
and 6. 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 charac-
ter, except as it is modified by the operation of the operator's switch or master
controller or pilot-motor limit circuit-openers on the pilot motor section of the
cylinder. or by the throttle.
It will t us be seen that in this mechanism there is a driving and a driven
mechanism, a spring connected 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 of its advance.
Instead of having a separate shunt around the field coil of the motors, there
may be two field coils wound in the same direction and in parallel, but one of
finer wire and many more turns than the other. Such an arrangement will
result in maintaining the field and diminishing arcing in substantially the same
manner as the arrangement above described.
While for clearness the switch C has been referred to as a series-multiple
switch, other circuit-changing schemes could be substituted therefor and
operated by the instrumentality shown or obvious modifications.
Dated the 7th day of April 1899.
HENRY H. LEIGH, C.P.A.

page_text: Improvements in and connected with the Control of Electrically
Propelled Vehicles and Trains.
I, HENRY HARRINGTON LEIGH, Assoc. M. Inst. C.E., Fel. Ch. Inst. P.A.,
F. I. Inst., practicing 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
communicated 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:-
-
Many of the features are not limited to a purely electrical equipment; but
the system actually employed is electrical and, viewed in this specific aspect,
it consists, in its general features, of a train system made up of car systems
and a train line. There are one or more motor-equipments, each with one or
more motors on each
car, a reverser-switch, a current-varying controller,
which includes a rheostat, and usually a series-multiple switch for each motor-
equipment, and one or more operator's switches or master controllers, with in-
strumentalities on the cars for operating these devices, and train connections,
whereby a train of cars may be made up of any desired number of cars in any
desired order or end-relation, and the entire system be operated, as a unitary
system, from any operator's switch.
The main features of invention in this system, are the following:
(1) A rheostat-cylinder which operates in one direction only, with or without
means for giving to this cylinder an interrupted or a step-by-step-movement,
or both.
(2) A rheostat-cylinder combined with an independently movable_series-
multiple switch, whether the rheostat-cylinder be movable in only one direction
or not, and with or without the means recited above under heading (1). To
this combination may also be added an independently mounted and indepen-
dently movable reverser-switch, and either or both of these switches may be
made to operable in either direction.
(3) A rheostat-cylinder having upon it, or operating in conjunction
with it, a switch which determines the continuity of circuits which
operate a reverser-switch, or a series-multiple switch, or both, or determines
'the relation of the rheostat, reverser-switch and series-multiple switch, or any
two of them. By means of the combination here outlined, the number of
conductors running from car to car may be reduced in number. According
to the present invention, the reverser-cylinder in this combination may be
operated by a pilot motor, there being a limit-switch for the pilot motor and
a circuit-interrupting switch for the series-multiple switch, or the reverser-
switch or both.
(4) Means for operating the reverser-switch or series-multiple switch, or
both, independently of the position of the rheostat-cylinder, with or without
means, such as a cut-out switch on the rheostat-cylinder for preventing the
closure of the reverser-switch, or the series-multiple switch, or both, except in
certain positions of the rheostat-cylinder.
(5) Independent series-multiple and reverser-switches having both like or
opposed movements relative to each other, with or without automatic return to
open-circuit position, and with or without a rheostat-cylinder having a like
automatic return to open position.

page_text: (6) Various other combinations of these devices into unitary devices.
(7) The method of operating the reverser-switch, series-multiple switch and
the rheostat-cylinder, whereby the circuit is opened in passing from series to
multiple position.
(8) A permanent shunt to the field of a series-motor, particularly one having
a laminated field, and especially in combination with the circuit-changing
devices to hold the field and reduce the arc in breaking the circuit.
(9) A three-way cut-off between the train line, the operator's switches and
the governing apparatus on each car, whereby any one of these elements can be
cut off without disconnecting the other two, and whereby both the governing
apparatus and the operator's switches can be cut off without impairing the train
line.
(10) Connecting up the trolley shoes from car to car.
In the accompanying drawings filed with the Provisional Specification, which
are hereby made a part of this specification,
Figure 1 is a diagram of the circuits of a complete car-equipment with one
motor-equipment, with the parts in the open or "off" position.
Figure 2 is a diagram of the circuits of a motor-equipment, with the reverser-
switch and series-multiple switch positioned to effect the connection of the
motors in series, for movement of the car forward or ahead.
Figure 3 is a diagram of the circuits of a motor-equipment, with the reverser-
switch and the series-multiple switch positioned to effect the connection of the
motors in multiple, for movement of the car forward or ahead.
Figure 4 is a plan view of the current-varying controller, the reverser-switch,
series-multiple switch, the means for moving them, the throttle, and a relay
in one of the governing wires.
Figure 5 is a vertical section on the line of Figure 4, showing the
reverser-switch, series-multiple switch, the means for moving these switches, and
pilot motor.
Figure 6 is an elevation showing the rheostat of the current-varying con-
troller, the limit-switches, and the brake-mechanism of the pilot motor.
Figure 7 is a top view of the operator's switch, or master controller.
Figure 8 is a vertical section through the handle of the operator's switch, or
master controller.
Figure 9 is a vertical section through the casing of the operator's switch or
master controller.
Figure 10 is a development of the cylinder of the operator's switch or master
controller, and a diagram of the connections.
Figure 11 is a plan view of a group of switches for connecting the operator's
switch line, the train line and the local governing wires with each other.
Figure 12 is an elevation of the group of switches illustrated in Figure 11.
Figure 13 is a plan view of one car and the end of an abutting car, the former
being provided with two complete equipments, in which the various parts, with
the exception of the switches and cables of connecting wires, are shown in sub-
stantially their true proportion and position.
Figure 14 is a similar view to Figure 13 showing two cars and the end of a third
connected in a train, the first two cars being broken away, and each provided
with one complete equipment.
The train system comprises:
1. Car motor-circuits. These include, between the source of supply L and ground
G, a main or working motor or motors M, M, on each car, which will be termed
a motor-equipment; a reverser-switch B; a series-multiple switch C; a rheo-
stat D; a hand-switch H for opening the motor-circuits; a safety fuse I; and
a throttle coil K. The reverser-switch, series-multiple switch and rheostat are
all independently mounted and independently movable. The series-multiple
switch and rheostat are called collectively the current-varying controller.
Cables E see Figs. 13 and 14, carry the wires between the reverser and current-

page_text: varying controller and the motor-equipment. If there are four motors on each
car, these are preferably grouped in two motor-equipments with independent car
circuits.
2. The local governing wires. These include wires on each car gathered in a
cable N (see Figures 13 and 14), from which they lead to coils 0 0 of the relay-
magnets or solenoids for operating the reverser-switch and series-multiple switch,
and to the pilot motor P for operating the rheostat-cylinder and switches attached
thereto, and through contacts on the reverser-switch and series-multiple switch.
One of the local governing wires, instead of being connected, as above indicated,
leads to the coil of a relay J.
3. The operator's switch line. This is a cable Q (see Figures 13 and 14 and
detail Figure 9) carrying wires for connecting contacts of the operator's
switches S on each car, of which switches there are preferably two, one on each
platform. If there is but a single car, this cable becomes a part of the govern-
ing circuits; and in a train, the cable connected with the operator's switch in
use is a part of the governing circuits, through which all the instrumentalities of
the train system are governed or controlled.
4. The train line. This is the continuing cable T, with a number of govern
ing wires running from car to car of the train. It is made up of the per-
manently placed sections of the train line on the several cars, and the couplers U
and jumpers (connecting links of cable) V for connecting these sections of the
train line.
On each car are groups of switches W (detail Figure 11) each switch in
each group being connected. with a corresponding switch in each of the other
groups. One group 9 of five switches closes to the wires of the operator's switch
line Q, a group of four switches closes to the wires in the train line T,
a single switch connects to the source of supply, a group of five switches n
connect to the local-governing wires in cable N of the car-equipment; and in
the event of there being two independent car-equipments, another group of
switches would be necessary to connect to the local governing-wires of the
other car-equipment.
In practice the current is taken from a third rail to each car through shoes Y
which are carried by each truck. All the shoes are united by the line wire L
In order to guard against interruption of the circuit in any car, through the
jumping of the shoes on any car, while current remains on the other cars, thus
permitting the control-mechanisms on the several cars to become differently
positioned, the line wires on the several cars are connected by couplers Z.
The operator's switch line Q and the train line T may evidently be common
to cars which are equipped with motors and to cars which are not equipped
with motors. Together they constitute means for transmitting an initial govern-
ing impulse from any one of a number of points to all of the motors or to
motor equipments on the train.
The system may be called a "multiple-unit" system for operating railway
cars, by this is meant a system according to which the cars are so equipped
that each can be operated either by itself or in a train made up of equipped
cars, or can be used as a locomotive car to draw a train of unequipped cars, or
can be connected up with cars partially equipped, for example, as above indi-
cated, with the train line T and one or more operator's switches S, so that the
fully equipped car can be placed anywhere in the train and the train be operated
from any desired operator's switch. In a word, the train can be made up wholly
of fully equipped cars, or of fully and partially equipped cars, or of fully
equipped and unequipped cars, or of fully and partially equipped and unequipped
cars. Further the cars are so equipped as to make them interchangeable, so
that, as above stated, they can be grouped in any number and order, and irre-
spective of what are the abutting ends, and so that the train can be operated
from any selected platform. Suitable provision is also made, in the groups
of switches above described, for isolating any cars system without thereby dis-

page_text: turbing the train connections or the operation of the train system as a whole,
from either of the operator's switches on any car, including the car whose system
is isolated.
The general operation will first be stated and the exact circuit connections
and one suitable construction of apparatus will then be taken up and described
in detail.
33
"
The Car. The operator's switches S, are placed preferably upon the platforms
and preferably at diagonally opposite sides on the two platforms. This is the
ordinary practice but they can be placed elsewhere in the car and be operated
by devices placed on the platforms and mechanically connected with them.
Such variation is obviously a matter of convenience, and the system will be dis-
cussed on the supposition that there is an operator's switch or master controller
on each platform. They are each provided with contacts such for example as
in Figures 9 and 10 for causing the train to move forward or back.
When one
of the operator's switches is closed at the forward or "ahead" contact as that
term is used here the car will move along the track with that platform in front
on which the switch that is being operated is closed. When a switch is closed
at the " back contact, as that term is used herein 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 with his hand on the
handle of the operator's switch on either platform and looking at the track,
the terms ahead" and "back
being relative to the facing direction of the
operator looking at the track, although the actual track movement produced
by closing the "ahead" contact or the "back" contact of the switch on one
platform of a car, is opposite to that produced by closing the similarly named
contact of the switch on the other platform of the same car. Further, the two
platform switches are alike and are similarly positioned with respect to the
platform on which they are located, and the contacts are so disposed that an
operator standing at either switch and facing the track, will move his hand
(say) to the right to close the ahead" contact and to the left to close the
back"
contact of either switch; and the "ahead" contact of one switch is
connected with the " back contact of the other by a wire which is connected to
one of the direction-controlling wires 2 or 4 of the system. It results from the
observance of the conditions above named, that like movement of the operator's
hand on the switch handle of either operator's switch on a car will close 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.
..
The Train. This statement may be extended to all of the operator's switches
on the train. In order that the cars may be properly coupled together, the
section of the train line that is on each car must be provided with couplings
properly arranged, so that the cars can be coupled without regard to number or
sequence or end relation of any of the cars, and that like hand-movement of
the operator's switch at either end of any car will produce like track-movement of
the train relative to the operator standing upon the platform at the switch in
use, although the actual movement of the train along the track be reversed
as above explained with reference to a single car. But if a car is turned end-
for-end in the train, thus changing the end relation of that car with the con
tiguous car or cars, the rotation of the main motors thereon must be reversed, in
order that the direction of movement of the car which is turned end-for-end
shall 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 are run
around a loop or go in and out of yards at different switches, and in other
ways become reversed on the main track, whereby different end-relations of the
cars result. No matter how the cars go together, the corresponding controlling
wires of the several cars must be so coupled 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 relative to the

page_text: speed and direction of travel of the train. That is, there must be reversible
train connections for the governing systems of 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 be reversed in the train-system when the car is turned
end-for-end in the train. Therefore, the terminals of the wires at the abutting
ends of the cars must be properly paired, the pairing being secured by properly
positioned terminals, so that the connections of the speed-controlling wires will
not be exchanged, and the connections of the controlling wires will be exchanged
when the car is turned end-for-end. Or the pairing may be secured by pro-
viding couplings of complementary shapes, the couplings at the terminal of
either reverser-wire at either end of each car being like that of the other
reverser-wire at the other end of the car. 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 ahead contact of
one operators switch, the back contact of the next switch, the ahead contact of
the third switch, the back contact of the fourth switch, and so on alternately
throughout the train. But the order of alternation of these contacts is reversed
in the two train-wires, one beginning with the ahead contact and the other with
the back contact at each end of the train. If the conditions herein set forth
are observed, like movement of the operator's hand at any operator's switch on
the entire train will produce like directional movement of the entire train rela-
tive to the facing direction of the operator, although the actual movement of the
train may be reversed.
The foregoing may be summed up briefly as follows: That in the operation
of a single car, or a train of cars, from any point on the car or train, like move-
ment at any operator's switch will correspond to like relative track-movement of
the car or train,
System of control. The car-systems are usually preferably identical, and
each comprises one or more motor-equipments, a current-varying controller and
reverser for each motor-equipment, and means for operating the current-varying
controllers, including operator's switches, which from their function are called
master controllers, and from their preferred location may be called platform
switches.
These operator's switches S, (see Figs. 1, 7, 8, 9 and 10) are provided with
two sets of contacts arranged symmetrically on opposite sides of a neutral or
open-position line in the switch. There are (a) two contact strips L C and
a single contact finger L CF, connected to the line-wire L and called the
line contacts, for connecting the control-system to the source of supply through
the operator's switch; (b) two strips R S C and S M C and two fingers RSC F
and S M C F making contact with wires 2 and 4 respectively for operating the
reverser-switch and the series-multiple switch, so as to connect the main motor
to line in series-relation through the rheostatic resistance; (c) two contact
points P M C and a single finger P M C F for connecting through wire 3 to the
pilot motor so that it shall cause the resistance of the rheostat D to be cut
out, but leaving the motors in series arrangement; and (d) a single contact
point RC and a single finger R C F on the "ahead" side of the switch for connect-
ing with wire 1 and operating relay J to change the connection of the motors
from series to multiple and cutting out the resistance of the rheostat. This
last point is preferably not duplicated on the other side of the switch, since it
is not desirable that the operator be allowed to go "back" at full speed. In prac-
tice, as shown in Figures and 10, these contacts are multiplied in series, so that
the circuit is interrupted at several points whenever the switch is opened.
The main motors M₁, M₂, are series motors, but in order to permit opening the
circuit with full current on, the field is provided with a shunt through which

page_text: it will discharge itself. This is highly important, especially if the fields be
laminated, because the circuits are opened with full current on.
When the operator's switch S is closed at wire 2 or 4, the reverser-switch and
series-multiple switch are thrown by throw-over coils 0 to close the main-motor
contacts for movement ahead or back with the main-motors in series. If the
operator's switch is then closed at wire 3, the pilot motor is set in motion and
moves the rheostat until the resistance thereof is cut out, if the contact P M C to
wire 3 is maintained long enough in the operator's switch; the circuit of the
pilot motor is then opened at the limit-switches D' and the pilot motor stops.
The apparatus remains in this condition and the car or train moves according to
this connection of the motors so long as nothing is disturbed. If the operator's
switch is closed on wire 1, supposing it to have been closed on wires 2 and 3,
the reverser-switch and series-multiple switch return to open position, opening
the main-motor circuit; these switches are then set by throw-over coils 0 to
connect the main-motors for movement ahead with the motors in multiple, and
the pilot motor moves the rheostat in the same direction as before, cutting out all
of the resistance of the rheostat. The pilot motor circuit is then opened at the
limit switches and the pilot motor stops. If after either of the above operations
the operator's switch is opened or the line current fails, the reverser switch and
series-multiple switch return to open position, and the pilot motor again moves
the rheostat-cylinder in the same direction as before to open position, when the
circuit of the pilot motor is broken at the limit switches and the motor stops.
When the operator's switch is closed at wire 2 the circuit through the main
motors is as follows: (See Figs. 1, 2 and 4): From the source L through
the hand-switch H and safety fuse I, through the resistances R, to R₁ of the
rheostat, to the series-multiple switch. thence through the blow-out coils o
within the series-multiple switch cylinder, thence through wire 5 to contacts on
the reverser switch cylinder, through lead A A, the armature A of one of the
motors, M,, back through lead A, to contacts on the reverser-switch, through
lead F, to the field F and a shunt faround the field of the motor M₁, thence through
lead E, to contacts on the series-multiple switch, to wire 6, thence through the
coil of the throttle K to wire 7, thence to a contact on the reverser-switch and
through the blow-out coil b (shewn enlarged in Fig. 5) connected therewith,
thence through leads A A, to the armature A of the motor M, through lead A,
to contacts on the reverser switch, through the lead F, to the field F and a
shunt f around the field of motor M, through lead E, to ground G. Should
the operator's switch be closed on the other side, at wire 4, for movement back
with the main motors in series, the circuit is the same, except for the direction
of the circuit through the armatures of the two motors, which will be reversed.
Should the operator's switch be closed also at wire 3, the circuit through the
motors remains unchanged, except that sections R₁ to R₁ of the rheostat are cut
out one after the other. As will be seen, these sections are of diminishing
value, so as to maintain a uniform rate of percentage of decrease of resistance.
When the operator's switch is closed at wires 2 and 1 for movement ahead
with the motors in multiple, (see Figs. 1, 3 and 4) the switches will be brought
into the position shown in Fig. 3. The main-motor circuits will then be from
the source of supply L, through the resistance or around the resistance of the
rheostat D through the series-multiple switch C, thence through the blow-out
coils c contained therein beyond which the circuit divides. Through one branch
the circuit is through wire 5 to contacts on the reverser-switch cylinder through
lead A A, the armature A of the motors M, back through lead A, to contacts on
the reverser-switch B through lead F, to the field F and a shunt f, around the
field of the motor M₁, thence through lead E, to contacts on the series-multiple
switch, and thence to ground, G. The other branch can be traced to wire 6
through the coil of the throttle K to wire 7, thence to a contact on the reverser-
switch B, and through the blow-out coil contained therein and connected there-

page_text: 2
with, through lead A A, to the armature A of the motor M. through lead Ag
to contacts on the reverser-switch, through lead F to the field F and shunt f
around the field of the motor M, through lead E, to ground G. It will thus be
seen that the coil of the throttle A is in circuit with only one of the motors
when the motors are in multiple with each other.
The governing circuits may now be traced throughout. They are as follows:
When the parts are all in normal or open position, shown in Figure 1, all
circuits are open. When the circuit is closed at the operator's switch to wire 2
or 4 only, the circuit is then through one or the other of the relay-coils of the
reverser-switch B, thence through the wires 8 or 9 to contacts of the limit
switches D, thence through one or the other of the coils O of the series-multiple
switch C by connections traced later.
If the operator's switch is also closed on wire connection is made at the
reverser-switch through wire 10. If the operator's switch is closed on wire 1,
contact is made to wire 11, thence through contacts on the series-multiple
switch to wire 12 to contacts controlled by the relay J, to line. When both
the reverser switch and the series-multiple switch are returned to open position,
wires 10 and 11 are open, but a circuit is closed from line through contacts on
the reverser-switch to wire 13, and thence through a contact on the series-
multiple switch to wire 14.
Wires 10, 11 and 14 are connected with contacts on the limit switch. The
contacts of 10 and 11 are closed, and the contact of 14 is open when the cylinder
of the rheostat D and the limit switch cylinder D are in off position. The
circuit through this limit switch from wire 10, 11 or 13 is through a continuous
contact thereof to wire 15, thence through the field, armature, and brake-magnet
of the pilot motor in series, to wire 16, thence through the contact of the
throttle K to ground G.
Returning now to the circuits through the coils 0 of the reverser-switch and
wires 8 or 9, leading therefrom to contacts of an automatic circuit-interrupter
and circuit-changer switch on D¹, the circuit will be continued, in initial
position, through wire 17, one of the coils O of the series-multiple switch, called
the series-coil, because it closes the series contacts of the main motors, thence
through wire 18 and cut-out switch to ground. For multiple position the circuit
is through wire 19, and multiple coil O to ground. There is also another
branch of wire 18, through a resistance 18¹ to save current, through contacts on
the series-multiple switch to wire 20, through contacts on the reverser-switch
to wire 21 to ground G.
Though the reverser-wires 8 and 9, control the throw-over coils O of the
series-multiple switch, the position of the circuit-changer switch determines
which throw-over coil of the series-multiple switch is operated. This is because
the two wires 8 and 9 are in effect merged in the circuitchanger switch. The
connections of these wires in the circuit-changer switch renders it possible to
close or release the reverser-switch and the series-multiple switch in either the
same or opposite directions by making and breaking a single circuit.
66
The method of operation will now be fully stated. When an operator's
switch is closed at either wire 2 or 4, the system being in the open or off
position shown in Figure 1, the circuit is closed through one of the coils O of
The reverser-switch, thence through wire 8 or 9. through the circuit-interrupter
contact and wire 17, through the series-coils 0 of the series-multiple switch,
through wire 18, and cut out switch contact to wire 19, and thence to ground.
The reverser-switch cylinder is set for either "ahead" or back"connection of the
motors, and the series-multiple switch cylinder is set for series-connection of
the motors. So long as this contact is maintained in the operator's switch
and the line remains intact, the train will continue to run uninterruptedly for-
ward or back with the main motors in series. If contact is closed in the opera-
tor's switch, also on line 3. an additional circuit is closed through a contact
of the reverser-switch to line 10, thence through a limit-switch contact to line 15,

page_text: and through the pilot-motor and contacts of the throttle to ground. The pilot-
motor will move the rheostat until the limit-switch contact is broken at wire 10,
thus opening the pilot-motor circuit and stopping the rheostat, with all the
resistance cut out. Even though contact 3 should be opened, provided contact 2
or 4 is maintained, no change will take place. The train will continue to run.
in the same direction, with the motors in series. Should it be desired to cut
out only a part of the resistance, instead of cutting it all out, the contact at 3
may be made and broken without maintaining it long enough to cut out the
entire resistance of the rheostat. But if the contact 3 is maintained long
enough, the resistance is all cut out as indicated, and the pilot motor is auto-
matically stopped, that is, is stopped independently of the operator's switch by
the breaking of the circuit of the pilot motor at the limit-switch contact.
Should the resistance be cut out too rapidly at any rheostat, so that the main
motors get undue proportion of current, or more current than they are intended
to withstand, the movement of the pilot-motor will be checked or stopped by
opening the contacts of the throttle K.
Should any change in the condition of the system be made, whether by the
accidental breaking of the line, or by opening the operator's switch, or by
closing the operator's switch at multiple contact, that is, on wire 1, the reverser-
switch and series-multiple switch are returned to open position, and the pilot
motor moves again in the same direction as before. The rheostat cylinder and
the reverser switch and series-multiple switch are then brought to the desired
position, determined by the limit-switch, and the circuit-interrupter. If the
operator, after having closed on wire 2 or 4 and 3, desires to go to full multiple
position, he closes the operator's switch on wire 1; relay J is operated and the
line is closed through relay-contact of wire 12 and through a contact of the
series-multiple switch to wire 11, thence through the limit switch contacts
on D to wire 15 and the pilot motor. The pilot motor begins to move, and
without disturbing the rheostatic connections, breaks it own circuit at the limit
switch contact, and momentarily stops. At the same time, the circuit through
coils of the reverser-switch and wire 8 or 9, and through wire 17 and the coil
of the series-multiple switch is opened at the circuit-changer contacts. Center-
ing springs return the cylinders of the reverser-switch and series-multiple
switch to open position, thus breaking the main circuit, and at the same time
closing the circuit of the pilot motor through a contact of the reverser-switch,
wire 13, a contact of the series-multiple switch, wire 14, a limit-switch contact,
and wire 15. The pilot motor then begins to move again, and moves the limit-
switches and rheostat until circuit is again made through wire 11 and through
limit-switch contacts to the pilot motor. This restores control of the pilot-
motor to the operator's switch at the multiple contact, and also closes a circuit
interrupter contact at wire 8 or 9 and wire 19, thus operating coils 0 of the
These switches are then set for
reverser-switch and series-multiple switch.
multiple position and movement "ahead" or
back," according as wire 2 or 4 is
closed. At the same time, the pilot-motor-circuit through wire 14 is opened at
both of these switches. The pilot motor continues to run, under the influence of
the circuit which includes wire 11, cutting out the resistance of the rheostat,
until the operator's switch is opened at wire 1, or the corresponding circuit.
through the pilot motor is broken automatically at the limit-switch contact of
wire 11. The throttle K operates as before.
·
66
If again, for any reason, the governing line is opened, either by accident or
at the operator's switch, the reverser-switch and series-multiple switch return to
open position, thus breaking the main-motor circuit and closing the pilot-motor
circuit through wire 14. The pilot motor then runs until the rheostat cylinder
is brought to open position, when the circuit is automatically broken at the
limit-switch contact of wire 14.
It will be seen from the statement of the operation of the automatic circuit,
which includes wire 14, and which operates the pilot motor independently of

page_text: the operator's switch, that this controls the pilot motor, through contacts on
the reverser-switch and series-multiple switch, and is therefore dependent on
these switches, but does not affect the operation of either.
The cut-out switch connected with wires 18 and 19, is closed only when the
rheostat cylinder is at or near open or off position, and when it is at or near
the beginning of the multiple position. If control is for any reason lost at
the operator's switch when the cut-out switch is open, it cannot be restored until
the pilot motor has operated and effected the closure of the cut-out switch.
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.
•
Pilot Mechanism. The pilot mechanism as constructed in practice, is shown in
Figures 4 to 6. It consists of a cylinder made up of four sections, which may
be called respectively the rheostat-section D, the pilot motor section or the
limit-switch section D', the throw-over coils section, and the throw-over coils
cut-out switch section, or briefly, the cut out switch section. To prevent a
stoppage of the cylinder at a point where a contact would be in danger of arcing,
the shaft of the cylinder has a notched wheel thercon. A roller on the end of
a spring-pressed pawl engages the notches. These notches are located at the
proper points for the safe stoppage of the cylinder. In order to enable the pawl
to position the cylinder at those points, it is driven through a yielding coup-
ling Z, the parts of which are separated by compression springs, see Figs. 4
and 6. 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 charac-
ter, except as it is modified by the operation of the operator's switch or master
controller, or pilot-motor limit circuit-openers on the pilot-motor section of the
cylinder, or by the throttle.
It will thus be seen that in this mechanism there is a driving and a driven
mechanism,. a spring connected 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 of its. advance.....
Instead of having a separate shunt around the field coil of the motors, there
may be two field coils wound in the same direction and in parallel, but one of
finer wire and many more turns than the other....Such an arrangement will
result in maintaining the field and diminishing arcing in substantially the same
manner as the arrangement above described.
While for clearness the switch C has been referred to as a series-multiple
switch, other circuit-changing schemes could be substituted therefor and
operated by the instrumentality shown or obvious modifications.
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 motor-equipment, a current-varying controller there-
for, which comprises a resistance and means for determining the circuit connec-
tions of the motor-equipment, means for operating each of these parts of the
controller, and a circuit-interrupter for securing co-operative action of the parts
of the controller, substantially as described.
2. A train system comprising a plurality of motor-equipments, current-vary-
ing controllers therefor, each of which includes a resistance and means for
determining the connections for each motor-equipment, means for operating
each of these parts of each controller, and a circuit-interrupter for securing co-
operative action of the parts of each controller, substantially as described.
3. The combination of a motor-equipment, and a current-varying controller

page_text: therefor which comprises a rheostat and a series-multiple switch, a switch for
operating them, means independent of the switch for interrupting the movement
of the rheostat at a plurality of definite positions, and means for opening the
circuit at the series-multiple switch while the rheostat is passing from one
definite position to another position, substantially as described.
4. The combination of a rheostat, a reverser-switch and a series-multiple
switch, means for operating these parts, and a circuit-interrupter for securing
co-operative action thereof, substantially as described.
5. The combination of a motor, a motor circuit, a rheostat for the motor, an
operator's switch or master controller for operating the rheostat through an
independent governing circuit to advance it to different running positions,
means automatically operated for opening the motor-circuit independently of the
rheostat, and means for restoring the rheostat by movement in the same direc-
tion as above, toward or to off position, independently of the operator's switch or
master controller, substantially as described.
6. The combination of motors, motor-circuits, rheostats for the motors, and
a governing circuit independent of the motor circuits for operating the rheostats
to advance them to different running positions, means automatically operated
for opening the motor-circuits independently of the rheostats and means for
automatically restoring the rheostats toward or to off position by movement in
the same direction as above, substantially as described.
7. The combination of main circuits, rheostats therein, a governing line,
one or more operator's switches connected therewith, means for advancing the
rheostats to different running positions, means for opening the train line,
relay-mechanisms connected therewith for opening the main circuits, means for
automatically restoring the rheostats toward or to off position by movement in
the same direction as above, and means for preventing the closure of the main
circuits or train line after the opening thereof, until the rheostats have been
restored toward or to off position, substantially as described.
8. In an electrical train system, the combination of translating devices and
circuits therefor, one or more reverser-switches and series-multiple switches, and
one or more rheostats to be operated in conjunction with the switches, a govern-
ing train line having two sets of train wires, a circuit-interrupter, means for
controlling the reverser-switches and series-multiple switches connected with
one set of train wires, and means for controlling the circuit interrupters and
rheostats connected with the other set of train wires, substantially as described.
Dated this 4th day of January 1900.