US687195A - System of train control. - Google Patents

Description

Patented Nov. 26, I90I. F. E. CASE.

SYSTEM OF TRAIN CONTROL.

(Application filed Apr. 24, 1901.)

' 5 Sheets-Sheet I.

(No Model.)

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SYSTEM OF TRAIN CONTROL. (Application filed Apr. 24, 1901. (No Model.) 5 SheetsSheet 2.

Inventor Frank .Case.

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No. 687,l95. Patented Nov. 2e, [90L F. E. CASE.

SYSTEM OF TRAIN CONTROL.

(Application filed Apr. 24, 1901.) (No Model.) 5 Sheets-Sheet 3.

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SYSTEM OF TRAIN CONTROL. (Application filed Apr. 24, 1961. (No Mo el.) 5 Sheet,s-Shaet 4.

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N0. 687,l95. Patented NOV. 26, I901. F. E. CASE.

SYSTEM OF TRAIN CONTROL.

(Application filed Apr. 24, 1901.)

5 Shea tsSheet 5.

(No Model.)

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UNITED STATES PATENT OFFICE.

FRANK E. CASE, OF SCHENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

SYSTEM OF TRAIN CONTROL.

SPECIFICATION forming part of Letters Patent No. 687,195, dated November 26, 1901.

' Application filed April 24, 1901. Serial No. 57,176. (No model.)

To all whom it may concern:

Be it known that I, FRANK E. OAsE, a citizen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Systems of Train Control, (Case No. 1,611,) of which the following is a specification.

My invention relates to electric traction systems, and has for its object to provide an improved system of control for the motors on an electrically-operated train.

The present system is a development of the system constituting the subject-matter of reissued Letters Patent No. 11,852 to E. W. Rice, Jr. The aforesaid Letters Patent disclose a train system comprising propelling motors on the end cars of a train and a traincontrol system so organized that the motor equipments on the end cars may be connected either in series or in multiple by means of a controller located at either end of the train. The train-control system comprises identical controllers at the two ends of the train and a train-line consisting of a single train-conductor for completing the motor-circuits. In the practical operation of a train by means of the system of the patent above referred to it is necessary that the system should be so organized that the operator may readily reverse the direction of motion of the train without leaving the car from which it is for the time being controlled. Entz, in reissued Letters Patent No. 11,859, has proposed an arrangement for accomplishing this result, which consists in providing each controller with auxiliary contacts arranged to reversely connect the motors on that particular car, the motors on the other car being at such time disconnected from the supply-circuit.

One of the features of my present invention consists in providing a train system of the character above described with a separate reversing-switch for each motor equipment and a control system so arranged that both reversing-switches may be actuated from the controller at either end of the train.

Another feature of my invention consists in so arranging the contacts of the controller that either the two motor equipments on the train or the several motors of one equipment may be connected in series or in multiple. I am thus enabled to operate the motors on the forward carin series or in multiple in case the other motor-car is disabled or disconnected.

My invention also comprises improvements in the reversing-switch-actuating circuits and in the arrangement of the controller-switches as well as certain details of controller construction, all of which features are clearly described in the following specification and pointed out in the claims appended thereto.

Referring to the drawings constituting a part of this specification, Figure 1 illustrates diagrammatically the controllingswitches and the car-wiring for one of the cars of a train having its control system arranged according to my invention. Fig. 2 illustrates the controlling-switches and the car-wiring for the corresponding motor-car at the other end of the train. Fig. 3 is a diagram similar to Fig. 1, but showing a modified construction of certain of the controller switches. Figs. 4 to '7, inclusive, are diagrams illustrating the motor connections obtained in the operation of the system of Figs. 1 and 2. Fig. 8 is a plan view showing the construction of certain of the switches and the switch-actuating mechanism of the controller diagrammatically illustrated in Fig. 3. Fig. 9 is a development of a portion of a motor-reversing-switch cylinder, showing the arrangement of the cont-acts through which the circuit connections of the actuating-coils are completed. Fig. 10 is a view of asiX-car train equipped with my control system; and Fig. 11 is an outline view showing the apparatus employed on the end cars of the train, together with the train line or cable which connects the end cars.

Referring first to Figs. 10 and 11, I II III IV V VI indicate the several cars of a train, the two end cars being equipped with motors M M M M a reversing-switch RS, and a controller C. A train-line B, connected from car to car by means of couplers B, extends throughout the train from one controller to the other. Connections are made to the source of supply through the trolley-conductors 'I on the one side and the car-wheels and rails on the other, as is customary in the operation of electrically-operated cars or trains.

Figs. 1 and 2 illustrate diagrammatically one arrangement of the controlling-switches and car-wiring for the two end cars of the train. (Shown in Fig. 10.) Referring to these figures, it will be noted that each controller C comprises a main controlling-s witch P for controlling the supply of current to the motor-circuits, a switch BA for controlling the operation of both of the reversing-switches at the ends of the train, the said switch being also provided with additional contacts, the function of which will be hereinafter described, and acommutating-switch OS, which operates in one of its positions to connect the propelling motors on the car on which it is located to the train-line in such a manner that the motor equipments on the two end cars may be connected either in series or in multiple by the operation of the main controlling-switch P and in its other position to disconnect the train-line from the motor-circuit and to connect the motors on the car on which it is located in two sets in such a manner that they may be connected either in series or in multiple by the operation of the same main controlling-switch.

M, M M and M in each of the Figs. 1 and 2 indicate the propelling-motors constituting the motor equipment on each car.

RS indicates the reversing-switch by means of which the relative direction of current-flow through the armature and field windings of the several motors of any one equipment is reversed. All of the switches of the controller are indicated with their contacts developed on a plane surface, as is customary in diagrammatically illustrating such structures, the small circles indicating the fixed contact or brushes and the rectangles the corresponding movable contacts. In actual construction the rectangular contacts are commonly mounted on the surface of a cylinder and are arranged to be rotated past fixed supports carrying the brushes indicated by the small circles.

The several switches of the controller are shown in Fig. 2 of the drawings in the position which they must occupy when the motors on the train are being controlled from the controller at the other end. Let us suppose that the train is to be operated from the controller at the left in Fig. 10 and that the several switches of this controller occupy the positions shown in Fig. 1 of the drawings. If now it is desired to start the train, using the motor equipments at both ends, the commntating-switch CS must be thrown to the right until the range of rectangular contacts marked e are in engagement with the corresponding fixed contacts of the set 27 to 38, inclusive. It then the switch RA is moved into either one of its operative positions, so that either the range of contacts marked a or the range of contacts marked (1 are brought into engagement with the corresponding contacts of the set 17 to 26, inclusive, the connections for the motor circuits will be completed, so that both of the motor equipments on the train may be controlled from the main controlling-switch P. lNhenever the switch RA is moved into either of its operative positions, circuits for operating the reversingswitches RS on both of the motor-cars will be completed and these switches will be thrown into a position to operate the train forward or backward, as the case may be. The operation of the reversing-switches is controlled through the fixed contacts 17 to 10, inelusive, of the switch RA, the remaining contacts of this switch being arranged to close the main motoncircuits in a manner to be hereinafter described. If the switch RA is moved to the left until the rectangular contacts of the range (1 are in engagement with the corresponding fixed contacts 17 18, &c., a circuit may be traced from the trolley-conductor T through contacts 17 and 18 to conductor 18 of the train-line, from which a circuit leads both on the car equipment illustrated in Fig. 1 and in the equipment at the other end of the train (illustrated in Fig. 2) by way of conductor 18 to fixed contact 52 at the end of the reversing-switch cylinder, and thence through the cross-connected contacts 7t and Z to the fixed contact 53, and through the conductor and the winding of the electromagnet h to ground. The current flowing in this circuit will cause the electromagnet h to attract its armature, which is operatively connected to the motor-reversing switch cylinder through the crank 11, and the cylinder will be moved into a position to reverse the connections between the armature and field windings of the motors. When this position is reached, the contacts and Z on the reversing-switch cylinder will pass out of engagement with the corresponding fixed contacts 52 and 53, thus opening the circuit above traced. If now it is desired to move the reversing-switch RS back into the position shown in the drawings, the switch RA will be moved to the right until the rectangular contacts of the range (L are in engagement with the corresponding fixed contacts. A circuit may then be traced from the trolley-conductor l through contacts 17 and 19 of the switch RA to train-conductor 19, from which circuits lead both on the forward and on the rear car through conductor 19 to fixed contact 55, which now rests on the corresponding movable contact 92 on the reversing-switch cylinder. From this point the circuit continues through the cross-connected contacts on and a and fixed contact 54 to the winding of the electromagnet g and thence to ground. The electromagnet Q will now actuate its armature and through the crank 2' will move the reversing-switch back into the position shown in the drawings, at which position the contacts in and n will have passed out of engagement with the corresponding fixed contacts 5-1- and. 55 and the contacts 70 and Z will have passed into engagement wit-h the corresponding fixed contacts 52 and 53, as shown in Figs. 1, 2, and 3 and more in detail in Fig. 9 of the drawings. The arrangement of contacts on the reversing-switch cylinder for making the necessary changes in the motor-circuits is illustrated in the drawings, but is so well understood as to require no detailed description. Supposing now that the switch RA is in the position in which the range of contacts a are in engagement with the corresponding contacts of the sets 17 to 26, inclusive, and that the switch OS is in the position in which the range of contacts e are in engagement with the corresponding fixed contacts 27 to 38, inclusive, when the main controlling-switch P is moved into its first operative position, in which the fixed contacts 1 to 16, inclusive, lie along the dotted line 1 1, a circuit will be closed through the motor equipments, which may be traced as follows: Starting from the trolley-conductor T the circuit leads through fixed contacts 1 and 2 and the corresponding rectangular contacts of the switch P to the resistance R, and thence by way of conductor 11 to fixed contact 2t on the switch RA, thence through the cross-connected rectan gular contacts of the range a to fixed contact 21, and by way of conductor 21 to fixed contact 30 of the switch CS. From this contact the circuit continues through the crossconnected rectangular contacts of the range e to fixed contacts 31 and 33 and thence by way of conductors 31 and 33 to the reversing-switch terminals 39 and 40. From the terminal 39 a circuit may be traced through the windings of the motors M and M in multiple, to the conductor 36, and from the reversing-switch terminal 40 a similar circuit may be traced through the windings of the motors M and M to the conductor 37. These two conductors are connected through the corresponding contacts 36 and 37 to contact 34 on switch CS, from whence the circuit leads through conductor 34 and fixed contacts 22 and 25 of the switch BA to conductor 25, which in this position of the main controlling-switch is connected to conductor 13 through the fixed contacts 14 and 13 and corresponding movable contacts of the main controlling-switch. From the conductor 13 the circuit leads through contacts 26 and 20 of switch BA to conductor 20 and through contacts 29 and 28 of the switch OS to trainconductor 28 which extends to the equipment at the rear end of the train. (Shown in Fig. 2.) Here the circuit continues (see Fig. 2) through contacts 28 and 29 of the switch OS to conductor 20 and contact 20 of the switch RA, which in the off position of this switch is electrically connected through the contact I) to contact 21 and the conductor 21, thence through contacts 30, 31, and 33 of the switch CS to conductors 31 and 33, which lead to the terminals 39 and 10 of the motor-reversing switch. From the terminal 39 one branch circuit may be traced through the windings of the motors M and hi to the conductor 36 and from the terminal 40 another branchcircuit may be traced through the windings of the motors M and M to the conductor 37, both of these conductors being connected through contacts 37, 36, and 3a of the switch OS to conductor 34:, thence to contact 22 on switch RA and through contact 0 of this switch to contact 23, and through the conductor 23 to ground. The motors in each of the motor equipments are thus connected in multiple with each other and the two motor equipments are connected in series between the trolley-conductor T in Fig. 1 and the ground connection of the conductor 23 in Fig. 2. This connection is illustrated in Fig. 4 of the drawings. A movement of the main controlling-switch through the first nine positions until the fixed contacts 1 to 16, inclusive, lie along the line 9 9 operates only to gradually cut out the resistance R from the motor-circuit. lVhen, however, this switch is moved to the position where its fixed contacts lie along the line 10 10, the conductor 25 is connected to ground through the contacts 15 and 16 and corresponding cross-connected rectangular contacts, and the conductor 13, which leads through the contacts of the switches RA and OS to the train-conductor 28, is connected through contacts 13 and 12 and the corresponding cross-connected rectangular contacts of the main controlling-switch to the end of the resistance R. The connections to the motor equipments are thus changed from series to multiple with the same resistance R in circuit in series with the motors. Further movement of the main controllingswitch operates only to out out the resistance R, finally leaving all the motors on both cars of the train connected in multiple without resistance between trolley and ground. This connection is illustrated in Fig. 5 of the drawings. If new it is desired for any reason to operate the train by means of the motor equipment on the forward car only or to operate either of the motor-cars by itself, this may be done by throwing the commutating-switch OS into the position in which the range of contacts f is in engagement with the corresponding fixed contacts of the set 27 to 38, inclusive. Supposing, for example, the switch CS in Fig. 1 to be moved into such a position, the switch RS remaining in the same condition as before, with the contacts of the range a in engagement with the set of fixed contacts, the circuit connections for the motor equipment on the car on which the controller is located will be so changed that the motors, instead of being connected all in multiple, as before, will now be connected in two sets in such a manner that the main controlling-switch, which before operated to connect either in series or in multiple the motor equipments on the two cars of the train, will now operate to connect the two set-s of motors on one car either in series or in multiple. Tracing the circuit in Fig. 1 for the position tor T will pass by way of contacts 1 and 2 of the main controlling-switch through the resistance R to the conductor 11, thence through contacts 24 and 21 of the switch RA to conductor 21, and through contacts and 31 of the switch OS to conductor 31, which leads to terminal 39 of the motor-reversing switch RS. From this terminal the circuit leads in parallel paths through the windings of the motors M and M to the conductor 36, and thence through the contacts 36 and of the commutating-switch and conductors 35 and 25 to contact 14 of the main controlling-switch, thence through contacts 14 and 13 of the main controlling-switch to conductor 13 and by way of contacts 26 and 20 of the switch RA and conductor 20 to contact 29 of the switch OS, from whence the circuit leads through contacts 27, 32, and 33 to conductor 33, which is connected to terminal of the motor-reversin g switch RS. From this terminal the circuit continues through the windings of the motors M and M in multiple to conductor 37', which conductor is connected to ground through contacts 37 and 38 of the switch 08. With the switches in the positions above specified the circuits of the motors of one motor equipment are connected in two sets of two each in series with one another, as shown in Fig. 6 of the drawings. A further movement of the main controllingswitch P up to the position 9 9 operates only to cut out the resistance R in the motor-circuit. When, however, this switch is moved into the position where its fixed contacts lie along the line 10 10, the conductor 25 will be connected to ground through contacts 15 and 16 of the main controlling-switch, and the conductor 13 will be connected to the trolley-conductor through contacts 13 and 12, the resistance R, and contacts 1 and 2. By again tracing circuits it will be found that the conductor 13 leads through the contacts of the switches RA and OS to the terminal 40 of the motorreversing switch RS and thence through motors M and M to conductor 37, which, as before, remains connected to ground through contacts 37 and 38 of the switch CS. Further, it will be remembered that the conductor 25, which now is connected to ground through the contacts of the main controlling-switch, is connected to the conductors 36, leading from the terminals of the motors M and M through the contacts of the switches RA and OS. The position 1O 10 of the main controlling-switch gives, therefore, the connections shown in Fig. 7 of the drawings, in which all of the motors of the motor equipment are connected in multiple with one another. The commutating-switch CS therefore operates in one of its positions to connect what may be termed the coming-out end of all of the motor-circuits on the forward car to the conductor 25 and the train-conductor 28 to the conductor 13 (the conductors 13 and 25 being connected to the series-parallel contacts of the main controlling-switch) and in its other position to connect the coming-out end of the circuit of motors F and M to the conductor 25, the leading-in end of the circuits of the motors M and M to the conductor 13, and the coming-out end of the circuit of the motors M and 1W to ground. In many installations, however, it is not necessary that a means should be provided for series-paralleling the motors of a single equipment when the train is to be propelled by the motors of one equipment only, and in Fig. 3 of the drawings I have shown asimplified switch F, which performs the essential functions of the switch OS of Figs. 1 and 2 with the exception that it does not change the motor connections on the single car, but instead leaves the motors of a single equipment at all times in multiple. In this figure I have also shown a simplified form of switch for controlling the operation of the motor-reversing switches RS, and in this modified construction instead of using contacts I) and c, which operate in the off position of the switch RA to close a circuit from the train-conductor 28 to the leadingin end of the motor-circuit on the car on which the switch is located and to ground the coming-out end of the motor-circuit on that car, I have placed contacts which perform the function of the contact I) in Fig. 1 on the main controlling-switch at Z) in Fig. 3, while the grounding-contact 0 appears in Fig. 3 as contact a, operativelyconnected to the switch E, which controls the operation of the motorreversing switches. It will be evident from an inspection of Figs. 1 and 3 that the contact 0 of Fig. 3 might also have been mounted on the off position of the main controllingswitch; but for the safe operation of the system, as will be hereinafter more fully explained, it is essential that at least one of the two contacts b and c in Figs. 1 and 2 and b and o in Fig. 3 should be operatively connected to the switch which controls the operation of the motor-reversing switches. It makes no difference, however, which of these contacts is placed on the main controllingswitch, the particular arrangement shown being chosen for the reason that it simplifies the actual controller construction.

Referring now to Fig. 3 of the drawing which shows, as before, the car equipment for one of the cars of a train employing ainotorcar at either end, it will be noted that the circuits for controlling the operation of the motor-reversing switches RS are exactly the same as those already described in connection with Figs. 1 and 2. The form of the switch which controls the supply of current to one or the other of the coils of the motor-reversing switches has, however, been changed, so that whenever one of the conductors 18 and 19 is connected to the trolley-conductor the other one will be connected to the other side of the supply-circuitthat is, in the system shown to ground. The switch E comprises two pivoted members i and it, which are insulated from each other and are each arranged to alternately engage with one or the other of the contacts e and 6 The member u is connected directly to the trolley-conductor, and the member t is connected directly to ground. When this switch is thrown into either one of its operative positions-as, for example, when it is thrown into the position shown in dotted lines-the trolley-conductor is connected, through the contacts u and e ,to the train-conductor 18 ,(from which circuits 18 lead on each of the motor-cars through circuit-breaking contacts on the reversing-switch cylinder to one of the windin gs of the electromagnets which actuate said cylinder,) and at the same time the train-conductor 19 is connected directly to ground through the contact 6 and the member '0 of the switch E.

By arranging the contacts of the switches which control the operation of the motor-reversing switches in the manner above described the throwing of the reversing-switch by a short circuit in the train-wiring is absolutely prevented. If the switch were arranged, as in Fig. 1, to merely connect the trolley-conductor to oneor the other of'the train conductors to which the reversingswitch-actuating coils are connected-as, for example, referring to Fig. 3, if the switch E operated merely to connect the trolley-conductor T to the train-wire 18the motor-reversing switches would be moved by their actuating-coils hinto such a position as would open the circuit of the coil h and close the circuit between the coil g and the train-com ductor 19 It with the switch in this position a trolley connection should by any means he made to the conductor 19as, for example, by abrasion of the insulation of the trolley-conductor-current would flow through the actuating-coils of the reversing-switches and would cause them to be moved, it may be, while current is flowing in the motor-circuits, thus causing not only danger to the reversing-switch by reason of arcing, but also a reversal of the motors at a time when it is dangerous both to the equipment itself and to the train to reverse them. The arrangement which I have devised by which the reversing switch actuating train conductor which is not in use is always connected to ground removes any danger of the reversing-switches being thrown at any other time than when it is intended that they shall be operated. Supposing the car equipment to be arranged as shown in Fig. 3 and the switches D and E to be in the position shown in dotted lines and the switch F in the position shown, if the main controlling-switch P is moved to its first operative position the motor circuit may be traced as follows:

Starting from the trolley-conductor T, the circuit leads through the contacts 1 and 2 of the main controlling-switch to the resistance R and thence through conductor 1]. to a common connection uniting terminals 39 and 40 of the motor-reversing switch. From these points the circuit continues through allof the motors h to M, inclusive, in multiple to the conductor 43, which is connected, through the contacts of the switch F, to conductor 44 and 45 and through contacts lei and 13 of the main controlling-switch to the conductor 13 which leads to the train-conductor 28. At the motor-car at the other end of the train the circuit continues through contacts 13 and 12 of the main controlling-switch to the ter minals 39 and 40 of the reversing-switch on that car and thence through the motor-circuits to thcconductor 43 and through contacts of the switch F to the conductor 44 and through the contacts of the switch D to the conductor 23 and to ground, it being understood that both the main controlling-switch and the switch which controls the operation of the motor-reversing switches are in their off position on the rear car of the train, thus bringing the cross-connected contacts Z) 1) into engagement with fixed contacts 12 and 13 of the main controlling-switch and the member 0' of the switch D into engagement with the terminal to which the conductor 44 is connected. The motor equipments on the two cars will thus be connected in series between trolley and ground with the resistance R in circuit therewith. Further movement of the main controlling-switch up to the position 9 9 operates merely to cut out the resistance R, as before, while a movement of the switch to the position 10 10 operates to connect the train-conductor 28, through conductorl3, to the end of the resistance R and the conductor 45 to ground through the contacts 15 and 16, thus connecting the motor equipments on the two motor-cars in multiple with each other. The remaining positions of the main controlling-switch operate to again out out the resistance R, leaving in the last position 18 18 all the motors on the train connected in multiple with one another without resistance between trolley and ground,the same as illustrated in the diagram of Fig. 5.

If it is desired to operate the train by the motor equipment on the forward car only or if it is desired to operate that car by itself, the switch E is thrown into its lower position, so as to connect the conductort3 to the conductor 38 and to ground. With this switch in this position the movementof the main controlling-switch will operate to supply current through the resistance R to the-motors on the forward car only and to gradually cut out this resistance as the switch is moved forward, the motor connections at all times being the same as illustrated in Fig. 7 of the drawings.

It has been already stated thatof the contacts b and c in Figs. '1 and '2 or the corresponding contacts I) and c in Fig. 3 it is esare in their off positions, a throwing of the motor-reversing switches when both of the main controlling-switches are in off position would operate to cause bucking of the motors. For example, referring; to Fig. 3 of the drawings and supposing that both of the motor-cars of the train have the contacts of the switch D replaced by contacts on the main controlling-cylinder, uniting the contacts 15 and 16 of the main controlling-switch in the off position of said cylinder, if the train is operated from, say, the main controllingoylinder P at the left-hand end of the train and the train is nearing the end of its run the motorman will move the main controllingswitch P to its off position, thus connecting one end of the circuit of the equipment on the car at the left-hand end of the train to the train conductor 28 and the other end to ground; but since the main controlling-switch at the other end of the train will also be in its off position the two motor equipments will be connected in a closed circuit through the train-line and ground. If now the operator should throw the switch E into such a position as to operate the motor-reversing switches RS and move them into a position proper for propelling the train in the opposite direction, the motors of both equipments would begin to operate as generators, the electromotive forces of the motors of the two equipments being opposed to each other, and one set of motors would overpower the other and reverse the fields of the latter, so that the motors of the train would be connected in two sets of four each in series with each other, both sets generating electromotive forces in the same direction and connected togetherin a closed circuit through the train-conductor and ground. There would therefore be produceda sudden and excessive braking action, which might cause serious damage and which is in any case objectionable. In order to prevent such an occurrence, it is only necessary to so arrange the controller-contacts that the closed circuit, above referred to, cannot exist when either of the switches which control the operation of the motor-reversing switches is in its operative position. Thus in Fig. 3 since the contact 0 is arranged to be operated by a movement of the switch E whenever the switch E is moved into such a position to supply current to either of the train-conductors to which the actuatin g-windin gs of the motorreversing switches are connected the ground connection from the conductor 44 through the conductor 23 is broken.

The mechanical construction of theswitches D and E as it may exist. in the casing of a controller is illustrated in Fig. 8 of the drawings, which is a plan view of the particular mechanisms shown, the top plate of the controller from which these mechanisms are supported being removed and supporting parts crosssectioned. The cylinder of the main controlling-switch P is indicated in dotted lines only, and a sector 1', carried by this switch, the function of which will be hereinafter described, is also indicated in dotted lines. Referring to this figure, S indicates the shaft on which the main controlling-switch is mounted, and S the shaft on which the reversingswitch-operating handle is mounted. The shaft S carries an arm 46, which is connected, through the system of levers 4-7, 4:8, 49, 50, 51, and 52, to both of the switches D and E. The switch D comprises a member '6, which is grounded through the body of the controller, and an insulated member 6, carrying brushcontacts cl and d, which in the position shown are in engagement with the ground-contact on the member if. The conductor 4-1 is connected to the member if. The switch E comprises the two members a and o, the former of which is insulated from the controller and connected to the trolley-conductor T and the latter of which is connected to ground through the levers by means of which the switch is operated. The contacts 6 and e, to which the conductors 18 and 19 are connected, are arranged to be engaged on the one side or the other by the switch members u and 't. In order to prevent the main controlling-switch from being operated until the handle of the reversing-switch has been moved into a position to operate the switch E, a member 0 is pivotally mounted on a bearing depending from the controller-cover in such a manner that one of its ends is in engagement with the cam-surface of a segment 3 fixed to the shaft S, and its other end, when the reversing-switch handle is in its off position, opposite to the sector r on top of the main controlling-switch, a spring 0' being provided for maintaining the end of the lever always in engagement with the cam on the shaft S. \Vith the parts in the position shown in the drawings the main controlling cylinder is locked in its off position, the switch E is open, and the conductor 44: is connected to ground through the members of the switch D. It now the reversinghandle is moved into either of its operative positions, the roller on the right-hand end of the lever will drop into the corresponding notch in the cam s and the spring 0 will move the other end of the lever 0 out of the line of movement of the sector r into such a position that it will no longer obstruct the movement of the main controlling-switch cylinder. At

the same time by means of the system of levers, of which 48 and 49 constitute a toggle, the switch D will be opened and the switch E moved into one or the other of its operative positions.

It will be evident from aperusal of the foregoing description that my invention is not limited to the specific arrangements shown and described in the present application and that while some of its features'are limited in their application to a particular train system other features are of general application in motor-control and train'control systems. In the claims hereto appended I have attempted to point out the essential characteristics of the several features constituting my present invention, and I aim to cover by these claims any arrangements which, although they may contain material variations from the system shown and described, do not depart from the spirit and scope of my invention.

What I claim as new, and desire to secure by Letters Patent of the United States, is-- 1. In a train system for controlling the operation of motor equipments on the end cars of a train from either end of the train, a trainconductor, identical controllers on the end cars, each of said controllers being provided with contacts for arranging the motors on the rear car in fixed combination with the trainconductor and with other contacts for connecting the train conductor, trolley conductor, and motor-circuits in variable combinations in the front car, a reversiug-switch for each motor equipment, and means whereby both of the said switches may be operated from either controller.

2. In a train system for controlling the operation of motor equipments on the end cars of a train from either end of the train, a trainconductor, identical controllers on the end cars, each of said controllers being provided with contacts for arranging the motors on the rear car in fixed combination with the trainconductor and with other contacts for connecting the train-conductor, trolley-conductor, and motor-circuits in variable combinations in the front car, a reversing-switch for each motor equipment, electrically-controlled actuating means therefor, train-conductors to which said actuating means are connected, and contacts in the controllers for connecting said conductors to a source of supply.

3. In a train system for controlling the operation of motor equipments on the end cars of a train from either end of the train, a trainline comprising a plurality of conductors, identical controllers on the end cars, each of said controllers being provided with contacts for arranging the motors on the rear car in fixed combination with the conductors of the train-line and with other contacts for connecting the conductors of the train-line, the trolley-conductor, and the motor-circuits in variable combinations on the front car, and

electrically-actuated reversing-switches on the motor-cars having their actuating-windings connected to conductors in the trainline.

4. In combination, a motor equipment at each end of a train, a train-line, a controller at each end of the train arranged to connect the two motor equipments either in series or in multiple, separate reversing-switches for the two motor equipments, and means for operating both of said switches from either of said controllers.

5. In combination, a motor equipment at each end of a train, a train-line, a controllingswitch at each end of the train arranged to connect the two motor equipments either in series or in multiple, separate reversingswitches for the two motor equipments, electrically-controlled means for actuating said switches, and conductors leading therefrom through the train-line to a switch at each end of the train.

6. In combination, a motor equipment at each end of a train, a train-line, a controller at each end of the train arranged to connect the two motor equipments either in series or in multiple, separate reversing-switches for the two motor equipments, electromagnets for operating said switches, conductors in the train-line to which the windings of the said electromagnets are connected, and a switch at each end of the train for connecting said conductors to a source of current-supply.

.7. In combination, a motor-car at each end of a train, a train-line, a controller on each of the motor-cars arranged to connect the motors on the two motor-cars either in series or in multiple, separate reversing-switches on the two motor-cars, electrically-controlled means for actuating said switches, and conductors leading therefrom through the trainline to contacts in each of said controllers.

8. In combination, a motor equipment at each end of a train, an electromagneticallyactuated reversing switch for each motor equipment, a train-line, and a controller at each end of the train, each controller comprising a main controlling-switch for connecting the motor equipments either in series or in multiple and an auxiliary switch for controlling the operation of the electromagnetically-actuated reversing-switches.

9. The combination of two motor equipments located on different cars of a train, each of said equipments comprising a plurality of motors, a train-conductor connecting said cars, a controlling-switch, on one of the cars of the train, for coupling the motor equipments in series or in multiple, and a second switch for opening the circuit to the train-conductor and connecting the motors of one equipment in two sets so that the same controlling-switch may connect the sets of motors in series or in multiple.

10. The combination of two motor equipments located 011 dififerent cars of a train,

each of said equipments comprising a plurality of motors, a train-conductor connecting said cars, and a controller having its contacts arranged to connect either the two motor equipments or the several motors of one equipment in series or in multiple.

11. In combination, a motor equipment at each end of a train, a train-conductor, and a controller at one end of the train comprising a main controllingswitch for connecting the two motor equipments either in series or in multiple, and a commutat-ing switch arranged to connect the motors of one equipment in two sets, in such a manner that the said sets may be connected either in series or in multiple by the operation of the main controlling-switch.

12. In combination, a motor equipment at each end of a train, a train-conductor, and a controller at one end of the train comprising a main controlling-switch for connecting the two motor equipments either in series or in multiple and a commutating-switch arranged to open the circuit to the train-conductor and to connect the motors of one equipment in two sets, in such a manner that the said sets may be connected in series or in multiple by the operation of the main controlling-switch.

13. In combination, a motor equipment at each end of a train, an electromagneticallyactuated reversingswitch for each motor equipment, a train-line, a controller at each end of the train, each controller comprising a main controlling-switch having its contacts arranged to connect the motor equipments either in series or in multiple, an auxiliary switch for controlling the operation of the reversing-switches, and other controller-contacts, some of which are operatively connected to the auxiliary switch, for closing the circuits of the motor equipment at one end of the train to the train-line and to ground when the switches of the controller at that end of the train are brought to their oft position.

14. In combination, a motor equipment at each end of a train, an electromagneticallyactuated reversing-switch for each motor equipment, a train-line, a controller at each end of the train, each controller comprising a main controlling-switch having its contacts arranged to connect the motor equipments either in series or in multiple and an auxiliary switch for controlling the operation of the reversing-switches, contacts at the off position of one of the switches of the controller for connecting the circuit of the motor equipment at that end of the train to the train-line, and other contacts controlled by the movement of the auxiliary switch for connecting the other end of the circuit of said motor equipment to ground only when the said auxiliary switch is in its off position.

15. In combination, a motor equipment at each end of a train, a reversing-switch for each motor equipment, a train-line, a controller at each end of the train, each controller comprising a motor-controlling switch having its contacts arranged to connect the motor equipments either in series or in multiple and a means for controlling the operation of the said reversing-switches, and other controllercontacts for connecting the circuit of the motor equipment at that end of the train where the controller is located to the train-line and to ground, the said contacts being so arranged that some of them will be opened whenever the reversing-switch controlling means is in either of its operative positions.

16. In combination, a motor equipment at each end of a train, a reversing-switch for each motor equipment, a train-line, and a controller at each end of the train, each controller comprising a main controlling-switch having its contacts arranged to connect the motor equipments either in series or in multiple and another switch having its contacts arranged to connect the circuit of the motor equipment at that end of the train either directly to ground, or to the train-line and to ground through the contacts of the main controlling-switch.

17. In a train system, a reversing-switch, electromagnets for actuating said switch, a common ground connection for one of the terminals of each of the electromagnet-windings, train-conductors to which the other terminalsof the electromagnet-windings are connected, a line-terminal, and a switch, located at any desired point on the train, having its contacts arranged to connect either of said train-conductors to the line-terminal, and the other conductor to ground.

18. In a train system, a device to be operated, electromagnets for operating said device, a common ground connection for one of the terminals of each of the electromagnet windings, train-conductors to which the other terminals of the electromagnet-windings are connected, a line-terminal, and a switch, located at any desired point on the train, having its contacts arranged to connect cit-her of said train-conductors to the line-terminal, and the other conductor to ground.

19. In a motor-control system, a switch to be operated, electromagnets for actuating said switch, a connection from one of the terminals of the winding of each of said mag nets to one side of a source of supply, conductors to which the other terminals of the electromagnet-windings are connected, and a switch, located at any desired point, having its contacts arranged to connect said conductors to opposite sides of the source of supply, in either direction.

20. In a train system comprising a motor equipment at each end of the train, with an electromagnetically-operated reversingswitch associated with each motor equipment and a train-line containing conductors for completing the motor-circuits and operating the reversing-switches, a controller compris- ICO ing a main controlling-switch for connecting an interlock between, said operating means the motor equipments either in series or in and the main controlling-switch. 10 multiple, a switch for grounding the circuit In witness whereof I have hereunto set my of the motor equipment at the end of the hand this 22d day of April, 1901.

5 train at which the controller is located, a FRANK E. CASE.

switch for controlling the operation of the Witnesses: motor-reversing switches, a common means BENJAMIN B. HULL,

for operating both of the latter switches, and MARGARET E. .WooLLEY.

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