US2173483A - Remote control system for toy train accessories - Google Patents

Description

Sept. 19, 1939. R. v. KING 2,173,483

REMOTE CONTROL SYSTEM FOR TOY TRAIN ACCESSORIES Filed May 19,1935 2 Sheets-Sheet 1 Train Mofor v I46 I48 I60 5/:gna/

Accessor '52 y Eff . I Train Mofof 1 INVENTOR Roderic/t V. King BY fi ATTORNEYS Sept. 19, 1939. R. v. KING ,1 3

REMOTE CONTROL SYSTEM FOR TOY TRAIN ACCESSORIES I I Filed May 19, 1936 2 Sheets-Sheet 2 INVENTOR Roderic/r V ing 4 BY KM ATTORNEYS Patented Sept. 19, 1939 v UNITED STATES PATENT OFFICE REMOTE CONTROL SYSTEM FOR TOY TRAIN ACCESSORIES Roderick V. King, Girard, Pa., assignor to Louis Marx & Company, Inc., New York, N. Y., a corporation of New York Application May 19, 1936, SerialNo. 80,503 8 Claims. (Cl. 104-149) This invention relates to toy'trains and more Fig. 9 illustrates a modification of the relay particularly to a control system for remotely conshown in Fig. 4; and trolling a whistle, horn, bell, or like accessory on Fig. 10 shows the relay of Fig. 4 connected to a toy train. a single signal accessory.

The primary object of the invention is to gen- Referring to the drawings and more particuo erally improve remote control systems for toy 'larly to Fig. 1, I show a toy track section In which trains, particularly for the remote control of one may be of conventional type in comprising or more signal accessories on a toy train. grounded outer rails l2 and an insulated center A more particular object is to make possible or third rail M. The parts shown at the left the operation of such a signal accessory at full of track ID are stationarily positioned at the 10 voltage regardless of whether the train is stopped trackside, while the parts shown at the right of or running, and while using an accessory which track Ill are mounted on the train. The latter is energized by the same current as is employed include a driving motor for the train indicated for the driving motor of the train. Still another at i and comprising a series connected armaobject is to attain this desired result while using Wm 18 and field 20. The motor is energized by a simple key or push-button or the like for recurrent collected from third rail I4 by a suitable motely controlling the warning signal or other shoe 22, the circuit being completed to ground accessory on the train, the more complicated cirthrou h the Wheels 24 of the train. Connected cuit changes necessary to compensate for whether in Parallel With motor are a y des Signal or not the train is running being taken care of accessories, such as a whistle, a horn, a bell, or by automatically operated switch mechanism the the like. In the present case, one such accessory position f whi h i responsive t th regular is schematically indicated at 26 and another at speed control handle of the train controller. 28. The energization of the accessories is con- To the accomplishment of the foregoing and trolled by a S t b relay 30 comprising PP such other objects as will hereinafter appear, my ely spo ed magnets 32 and 34 with an arma- 25 invention consists in the remote control system hi 3 m v b e therebetweeh- 0h enersization for toy trains, and the elements thereof, and their f ma n t 3 the a matur 6 is s d a ns relation one to another as are hereinafter more ac e y energizing accessory While particularly described in the specification and n n r zat n f ma n t 34 the armature 36 ou ht to be defined in the claims. The speciflcas l sed a a nst nt t 40, th r y ner iz n 30 tion is accompanied by drawings in which: accessory 28. Magnets 32 and 34 are connected Fi 1 i a he ati Wiring diagram explanain parallel with one another and in parallel with tory of one form of my invention, with the manthe driving mOtOr but rectifiers 42 and 44 are ually operable control switch or assembly in midconnected n e s With the gnets, these position; rectifiers ng ppositely faced, or connected in 35 Fig. 2 shows the manually operable control opposite legs of the circuit, as shown. When the switch in one extreme position; conventional alternating current is applied to the Fig 3 shows the switch in Opp extreme track l0 and thence to the relay magnets, the atposition; v traction of the magnets is balanced and the f 15 a schematic dlagram Showmg armature 36 remains in mid-position, thus open- 40 g ggg fgg ggfi g ggfififig: gig ing the circuits of the signal accessories 26 and sory regardless of whether or not the train is It Wm be appreclated' however that on the m application of a direct current to the track I0,

Fig.5 shows the control assembly f Fig. 4 with F energlzed the parts moved to different position; energized, depending upon the direction in which Fig 6 is a perspective View Showing the rela the direct current is fed to the track. By supertion between the speed control handle and the posing even a Small direct current 011 the Ordiautomatically operable switch of the control asnary' alternating D Current the relay 1S sembly; operated and the signal accessory, for example Fig. 7 is a similar view showing the position of a W s y be energized, e W s e being the parts with the speed control handlein the driven by he al ern ting current. ,By fe off or stopped position; the direct current to the track in opposite po- Fig. 8 illustrates a modification of the relay larity, the relay armature 36 may be drawn in shown in Fig. 1; opposite direction and another signal accessory,

for example a bell, may be operated by the alternating current supply.

It will be understood that while I have spoken of operation of the accessories by the alternating current supply, it is also possible to operate the same by the direct current itself. However, the use of alternating current is preferred, for in such case a minimum of direct current is required, it being used solely for control purposes, and the direct current may be supplied by small dry cells of the flashlight battery type, as is hereinafter described. It will also be understood that if only one accessory is desired, the contacts 38 and 40 may be connected together and thence through the single accessory, or the rectiflers 42 and 44' may be omitted, the magnets being so wound and connected that the armature is unaffected by alternating current but is moved by direct current. However, when only one accessory is to be operated, I prefer to employ a somewhat more complex system, subsequently described in connection with Fig. 4, which system makes possible the application of the full alternating current voltage to the accessory, regardless of whether or not the driving motor of the train is in operation.

Coming now to the trackside control elements shown at the left of track I0 in Fig. 1, I employ a conventional step-down transformer the primary 52 of which is connected to a power-line wall outlet plug, and the secondary 54 of which is provided with a speed control handle 56 which varies the output potential of the transformer.

In accordance with the present invention, I interpose between transformer 50 and track l0 a control switch or control assembly, generally designated 60. This comprises stationary contacts 62, 64, 66, and 68 over which are oscillatably disposed switch segments 10 and I2. It will be understood that segments 10 and 12 are mounted on a suitable oscillatable insulation lever and that the segments are in fixed relation to one another and are simultaneously moved about an axis at the center of the segments. Contacts 62 and 66 are connected in series between transformer terminal 58 and grounded rail I2 of the track, while contacts 64 and 68 have connected thereacross any suitable source of direct current, preferably a direct current battery I4. Inasmuch as the current consumption is small, this battery may employ flashlight cells which are readily concealed within a small casing or housing carrying the control assembly 60. The other terminal 16 of the transformer is connected directly to the third rail I4 of the track.

With the manually operable control switch 60 in the position shown in Fig. 1, which is the center or mid-position, the battery 14 is open-circuited and the output of transformer 50 is applied directly to the track. Driving motor I6 is energized, but relay 30 is in neutral position and the train accessories are accordingly deenergized.

Referring now to Fig. 2, I show the control switch 60 moved in counter-clockwise direction from the position shown in Fig. 1. In this position of the control switch the energy from transformer terminal 58 flows through contact 62, segment I2, and contact 64', through battery 14 and thence to the track through contact 68, segment I0, and contact 66. In this position the alternating current has superimposed thereon a component of direct current, and the direct current influences one but not the other of the relay opposite direction and therefore the direct cur-.

rent flows in opposite direction and energizes the other of the two relay magnets and consequently the other of the train accessories where two such accessories are provided.

Assuming the train signal accessory to be operable by solely the alternating current, the system so far described cannot be operated when the train is stopped. A. system which overcomes this limitation is schematically illustrated in Fig. 4. In this case the control assembly includes two switches, the first being generally indicated at and the second at 82. For reasons subsequently explained, switch 80 may be and preferably is automatically operated, while switch 82 is manually operated. To obtain automatic operation of switch 80, the switch assembly is preferably incorporated with the transformer or controller generally designated 84. Transformer 84 comprises a primary 86 connected to the conventional household wiring, and a secondary 88 at least a part of which is variably tapped by a suitable speed control lever 90. The latter may be. moved to its of! or stopped position indicated by a contact 92 which ordinarily is an insulated contact so that the transformer circuit is opened, thus stopping the train.

In the present case I show contact 92 connected to the transformer secondary by a'resistor 84, but this forms no part of the present invention and is intended merely to establish an exceedingly small holding current in the off" or stopped position, which prevents undesired reversal of the train when using a remotely controlled reversing system of the type disclosed in copending application of Edward E. McKeige, Serial No. 56,885, filed December 31, 1935. It should be understood that the relatively minute holding current which is supplied to the track through resistor 94 is entirely too small to operate the driving motor or signal accessories of the toy train, and that for all practical purposes the contact 02 may be considered as open-circuited, thus supplying no current at all to the track. When the train is not equipped with remotely controlled reversing mechanism, the resistor 94 is, of course, omitted, and speed control lever in its extreme position actually opens the transformer circuit.

The automatically operable switch 80 comprises stationary contacts 96, 08, I00, I02, and I04, and segments I06, I08, and I I0 bearing thereagainst. It will be understood that segments I06, I08, and H0 are mounted on a suitable oscillatable insulation lever (H2 in Figs. 6 and 7) and that the segments are in fixed relation to one another and are simultaneously moved about an axis at the center of the segments.- A suitable direct current source, preferably flashlight battery cells, is indicated at 4, said source being connected between the contacts I00 and I04.

The control assembly further comprises a manually operable switch 82 which is here illus- Iii) 'relay comprises. a permanent horseshoe magnet- II8 but movable downwardly against a contact I20. It will benoted that with the key H6 in normal or elevated position, energy from the transformer secondary flows from speed control contact 90 to contact II8 and thence through key II6 to the third rail I22 of track I24. The track supply circuit is completed by a conductor I26 connected between the opposite end of transformer secondary 88 and the outer or grounded rails I28 of the track.

However, when key H6 is depressed, the alternating current flows from speed control contact 90 through conductor I30 to contact 98, segment I08, contact I00, and thence through the battery or direct current source 4- to contact I04, segment IIO, contact I02, and thence to contact I20 of manually operable switch 82 which, because of the depression of key I I6, is in turn connected to third rail I22 of the track. In other words, when key H6 is in normal or elevated position, the battery I I4 is open-circuited and the alternating current is fed directly to the track, but when key H6 is depressed the alternating current is fed through battery II4, and a direct current is superimposed onthe alternating current.

The relay on the train differs from and is somewhat more complex than that previously described, and is arranged to control the driving motor circuit as well asthe signal accessory circuit. Specifically, the relay comprises two contact blades I32 and I34 and three stationary contacts I36, I38, and I40. The contact blades I32 and I34 are shown in mid-position and at this time contact is made with contact I38, this being connected in series with the train driving motor I42. In other words, with the relay in mid-position the motor circuit is closed and the train functions in normal manner. When key H6 is depressed, thereby superimposing direct current on the alternating current, the relay armature oscillates downwardly and contact I34 reaches stationary contact I40, thereby energizing a whistle or like signal accessory I44. It will be understood that relay blade I32 is yieldable and that it simply bears against contact I38 during theadditional downward movement needed to close the circuit of the accessory. When the relay is moved in opposite direction, blades I32 and I34 'move together, thus opening the circuit of driving motor I42 at contact I38 and closing the circuit of stationary contact I36, thereby energizing a signal accessory I46. Because of the opening of the driving motor circuit,- the train may be stopped, yet a relatively high alternating current voltage may be impressed on the signal accessory for effective operation of the same.

At this point, I may explain that while I have shown separate signal accessories I44 and I46 one of which may, for example, be a whistle and the other a bell, I prefer to connect stationary contacts I36 and I40 together and to a single signal accessory I45, as is shown in Fig. 10, so that the accessory may be operated regardless of whether the train is stopped or running.

The relay illustrated in-Fig. 4 differs from that shown in Fig. 1 in another respect, in that it does not require the use of rectifiers. The

I48 between the poles of which there is oscillatably disposed an armature I50 pivoted at I52. Armature I50 carries a winding I54 connected to the third rail wiper shoe I56 and the grounded.

body or wheels I58 of the train. The armature further carries iron pole pieces I60, but copper or other highly conductive-non-magnetic material is disposed between the armature and the pole pieces I60, asis indicated at I62. The frame carrying pivot I52 and armature I60, which has been omitted from the drawings for clarity, is also preferably made of a highly conductive non-magnetic material such as copper.- The relatively long slender springy contact blades I32 and I34 are connected attheir inner ends to the shaft I52 of armatureJW.

When alternating current alone is supplied to the track, the armature remains balanced in mid- .position. The flux field produced by the alterhating current is blocked by eddy current reaction from the copper shielding. When, however, direct current is superimposed on the alternating current, the flux component produced by the direct current is unimpeded'by the copper shielding, and armature I50 is oscillated about pivot I52 in one direction or the other, depending upon the direction of the direct current. The parts are so connected and battery H4 is so poled that with the parts in-the condition shown in Fig. 4 the armature swings in a clockwise direction upon depression of key II6.

Referring now to Fig. 5, I show the trackside control apparatus of Fig. 4 with the parts in different position corresponding to stopping of the train. Thus, speed control handle 90 is disposed on contact 92 which corresponds to open-circuit condition or to the feeding of a holding current so minute as toin no way affect the driving motor of the train. At this time, however, the switch 80 has been-moved in counter-clockwise direction, and the relation of the parts is therefore entirely changed from that shown in Fig. 4. With the key H6 in elevated position, the speed control handle 90 is connected to contact H8 'and thence through key II6 to the third rail I22 of the track. However, either no or no appreciable alternating current is supplied to the track. At the same time, the direct current source or battery H4 is open-circuited. The train, of course, is stopped. On depressing key II6 to operate the train signal, alternating current is fed from any desired part of the transformer secondary, in this case the maximum voltage tap I64, to contact 96, segment I06, and contact I04, and thence through battery II4 to contact I00, segment H0, and contact I02, and thence through wire I66 to contact II2, key H6 and the third rail I22 of.

the track. Two'things should be noted. Inthe first place, the maximum or any desired substantial alternating current potential is applied to the track. In the second place, the polarity of connection of battery I I4 to the track is reversed rel-,

ative to what it was in Fig. 4. Because of the direction of feed of; the direct current, the relay is moved in an upward rather than a down ward direction as viewed in Fig. 4, and consequently the circuit of the driving motor is opened at contact I38. The high voltage alternating current supplied to the track therefore does not affect the driving motor of the train but does effectively drive the signal accessory, such as the whistle, bell, or the like.

Switch 80 may, of course, be moved manually, but I prefer to move the same automatically in response to movement of the speed control lever. Thus, referring to Figs. 6 and 7 of the drawings, the outermost 'winding of the transformer secondary is indicated at 88, the output potential being varied by moving a contact 90 over the secondary. Contact 90 is moved by a speed control lever the handle of which is indicated at IB8. Handle I68 and contact 90 are interconnected by a strip of insulation I10. Switch 80 is mounted on an insulation support "2 disposed near strip I10. The insulation lever 2 which carries the switch segments is normally biased to the position shown in Fig. 4, by a suitable pull spring I'll. When, however, the speed control lever is swung in a clockwise direction as viewed in the drawings, thus changing the parts from the position shown in Fig. 6 to that shown in Fig. 'I at which time contact arm 90 is disposed over contact 92, the switch lever H2 is moved in a counter-clockwise direction to the position shown in Fig. 5. Whenever the train is.

running, th e automatically operable switch 80 is in the position shown in Fig. 4, and whenever the train is stopped, the switch 80 is automatically shifted to the position shown in Fig. 5. The only thing the child operating the toy has to manipulate manually for signal purposes is the key IIB which, whenever it is in elevated or normal position, results in deenergization of the signal accessory, but whenever the key is depressed the signal is operated. When the train is running, the alternating current potential applied thereto is adequate ior operation of the signal. When the train is stopped, an adequate potential is specially applied -to the signal but without bringing the driving motor of the train into operation.

It is important to understand that while I have shown two difierent forms of operating mechanism for the relays in Fig. l and Fig. 4-, these operatingmechanisms are, in fact, interchangeable, and the really significant distinction between the arrangements of Figs. 1 and 4 resides ,in the use of a single-blade contact in Fig. 1 and a double-blade contact in Fig. 4, rather than in the mechanism for operating the same. Thus, referring to Fig. 8, I show a relay which is generally like that shown in Fig. 1 in comprising magnet coils 32 and 34' fed through oppositely faced I rectifiers 42 and 44 and acting upon an armature, but in this case the armature I80 carries two relatively yieldable contact blades I32 and I34, corresponding to the blades I32 and I34 in Fig; 4, and cooperating with three stationary contacts I36, I38, and I40 which are similar in relative spacing and functioning to the corresponding elements in Fig. 4.

On the other hand, I show in Fig. '9 a relay generally like that shown in Fig. 4. in that it comprises a horseshoe magnet I48 having an armature I50 pivotally disposed therein on a pintle I52 and carrying a winding I54 as well as magnetic pole pieces I60 and non-magnetic shields I62. In the present case, however, the armature carries only a single contact blade 36' which cooperates with stationary contacts 38' and 40', the primed numerals corresponding to similar parts in the relay of Fig. 1. As will be understood without further comment, the relay shown in Fig. 9 may be used in the arrangement of Fig. 1 to replace the relay there shown, and the relay shown in Fig. 8 may be used in the arrangement of Fig. 4 to replace the relay there shown.

It is believed that the construction and operation of the remote control toy train signalling systems of my invention, as well as the many advantages thei'eof, will be apparent from the foregoing detailed description. In the arrangement of Figs. 1 through 3 and 9,. either one or two signal accessories may be mounted on the train yet remotely controlled by a manually operable three-position switch which is interposed between the power-line transformer and the track. The desired control is obtained through the use of a small amount of direct current for control purposes, and this may be supplied, if desired, in a simple and inexpensive manner through the use of flashlight battery cells.

With the arrangement shown in Figs. 4 through 8 and 10, the train signal accessory may be energized regardless of whether the train is stopped or running and despite the fact that the signal is itself energized by the same alternating current that is normally used to operate the. driving motor of the train. The signal is controlled by a single switch which may take theform of a depressible key or push-button, and this key is all that need be manipulated whether the train is stopped or running. The necessary circuit changes which insure the supply of an an adequate operating potential to the track. when the train is stopped, aretaken care of entirely automatically by movement of the speed control handle of the controller. The train may in this case also be provided with two signal accessories, but in such case only one of the accessories, for example, a whistle, may be operated when the train is running, while the other, for example a bell, may be operated when the train is stopped. The systemmay be used together with a remote 80 control reversing system, the only precaution to be taken in such case being that the contacts of the key or push-button be so arranged that the change-over is practically instantaneous, too much so for functioning of the reverse relay when 85 the signalkey is operated.

It will be apparentthat while I have shown and described my invention in preferred forms, many changes and modifications may be made in the structures disclosed without departing from the spirit of the invention, defined in the following claims.

I claim:

L In a remote control train system for toy trains, a train having a driving motor arranged to be energized by alternating current, a traincarried accessory arranged to be energized by alternating current, and a train-carried selective three-position polarized relay arranged to be energized by direct current, said relay closing a first contact in its deenergized position, a second contact in another position of the relay when v energized in one direction, and both the first and a third contact in the third position of the relay when energized in opposite direction, the motor 55 being connected to .a pair of track-engaging members through said first contact but not through the other contacts, and'the accessory being connected to said track-engaging members through either the second or third contact, 00 and the said relay being connected directly to said track-engaging members, whereby when alternating current only is supplied to said trackengaging members the driving motor alone is energized, and when said track-engaging mem- 66 bers are supplied with direct current of one polarity and alternating current, both the drivlng motor and the accessory are energized, and when said track-engaging members are supplied with direct current of opposite polarity and 70 alternating current, the accessory alone is enertrain-carried signal accessory. and a train- 1 carried selective three-position relay, the movable part of said relay having movable contact means cooperating with three stationary contacts in such manner that a first contact is closed in the deenergized position of the relay, a second and different contact is closed in one extreme position of the relay when energized in one direction, and both the first and a third contact are closed in the opposite extreme position or the relay when energized in the opposite direction, the motor being connected to a pair oi! trackengaging members through said first oontactbut not through the other contacts, and the signal accessory being connected to said track-engaging members through either the second or third contact, the said relay being connected directly to said track-engaging members, said driving motor and said signal accessory being responsive to a current of one character and said relay being responsive solely to current or a diflerent character, but selectively depending upon a characteristic thereof, whereby when current of said one character only is supplied to said trackengaging members the driving motor alone is energized, when said track-engaging members are supplied with'current of both characters to energize the relay to said one extreme position both the driving motor and the accessory are energized, and when said track-engaging members are supplied with current of both charactersto energize the relay to said other extreme position the accessory only is energized.

3. A remote control train system for toy trains, comprising a main source of alternating current for energizing the track, an auxiliary direct current source for also energizing the track, a control assembly connected between said sources and the track, a train having a driving motor rethe track through either the second or third contact, said control assembly having :appropriate stationary and movable switch contacts so arranged as to connect the direct current source and the alternating current source to the track with the direct current source poled in either direction, and also to connect the alternating current source to the track with the direct current source out of circuit, whereby the driving motor is energized and the accessory deenergized when the first contact only is closed, and the driving motor and accessory are both energized when the first and third contacts are closed, and when the second contact only is closed the signal accessory is energized and the driving motor is deenergized.

4. A remote control train signal system for toy trains, comprising a source of alternating current for energizing the track, a direct current source for also energizing the track. a control as sembly connected between said sources and the track, a train having a driving motor responsive to the alternating current, a signal accessory. on

' the train and responsive to the alternating ourrespond to the direct but not the alternating current, the movable part of said relay having two movable contact blades cooperating with three stationary contacts in such manner-that the first contact is closed in neutral position of they relay, a second and diiierent contact is closed in one extreme position of the relay, and both the first and a third contact are closed in the opposite extreme position of the relay, the motor being energized from the track through said first contact but not through the other contacts, and

the signal accessory being energized from the extreme position of the relay, and also to connect go the alternating current source to the track with the direct current source out of circuit, to obtain the neutral position of the relay, whereby the driving motor is energized and the accessory deenergized when the first contact onlyis closed,

and the driving'motor and the accessory are both energized when the first and third contacts are closed, and when the second contact only is'closed the signal accessory is energized and the driving motor deenergized.

5. A remote control train system for toy trains, comprising a source of alternating current for energizing the track, an auxiliary source consisting of a direct current battery for also energizing the track, a control assembly connected between said sources and the track, a, train havinga driving motor responsive to the alternating current, a train-carried accessory responsive to the alternating current, and a train-carried selective relay connected to the'track and constructed to respond to the direct but not to the alternating current, said relay operating in such manner that a first contact is closed in the neutral position of the relay, a second and different contact is closed in one extreme position of the relay, and both the first and a third contact are closed in the opposite extreme position of the relay, the motor being energized from the track through said first contactbut not through the other contacts, and the accessory being energized from the track through the second and third contacts,-said control assembly having appropriate stationary and movable switch contacts so arranged as to connect the direct current battery in series with .the alternating current source and both sources to the track with the battery; poled in either direction, to obtain either extreme position of the relay, and also to connect the alternating current source to the track with the direct current source out of circuit, to obtain the neutral position of the relay, whereby the driving motor is energized and the accessory deenergized when the first contact only is closed, and the driving motor and the accessory are both energized when the first and third contacts are closed, and when the second contact only is closed the signal accessory is. energized and the driving motor deenergized.

6. A remote control train system for toy trains, comprising-a track, a current supply source having a speed. control handle for varying the potential supplied to the track, said handle having an of! position, a control assembly connected between said source and the track, a train having a driving'motor arranged to be connected to the track, an accessory on the train entirely independent of and additional to the driving motor, and also arranged to be connected to the track, a train-carried selective three-position relay connected to said track, said relay closing a first contact in one position of the relay, a second contact in another position of the relay, and both the first and a third contact in the third position of the relay, the motor being energized from the track through said first contact but not through the other contacts, and the accessory being energized from the track through either the second or third contact, said control assembly being arranged to put the relay in any of said three positions, and means so connecting the speed control handle and the control assembly that when the speed control handle is moved to "oiP position the control assembly is moved from a first to a second positionand a high potential is supplied to the track, and the relay is put in its second posi- 6 tion, whereby the signal accessory is then energized and the driving motor is deenergized.

7. A remote control train system for toy trains, comprising a track, a step-down transformer having a speed control handle with a movable contact 'for thesecondary of the transformer for varying the potential supplied to the track, said handle having an "01? or stop position, a direct current source for also energizing the track, a

control assembly including two switch members one of which is automatically moved in response to movement of the speed control handle and the other of which is arranged for manual operation, a train having a driving motor responsive to the alternating current, an accessory on the a train responsive to the alternating current, a

train-carried selective three-position relay connected to said track and constructed to respond to the direct but not the alternating current, said relay closing a first contact in one position of the relay, a second contact in another position of the relay, and both the first and a third contact in the third position of the relay, the motor being energized from the track through said first contact but not through the other contacts, and

the accessory being energized from the track through either the second or third contact, the

manually movable control switch operating to connect the direct current source and the alternect the latter to the track with the direct current source out of circuit, and the automatically moved switch operating to connect the alternating current source into circuit and to reverse the polarity of the direct current source when the speed control handle is in the of! or stop" position, whereby the accessory is then energized and the driving motordeenergized.

8. A remote control train system for toy train comprising a track, a step-down transformer having a speed control handle with a movable contact for the secondary oi the transformer for varying the-potential supplied to the track, said handle having an oil.'" or "stop" position, an auxiliary source consisting of a direct current battery for also energizing the track, a control assembly including two switch members one or which is automatically moved in response to movement of the speed control handle and the other of which is arranged for manual operation, a train having a driving motor responsive to the alternating current, an accessory on the train responsive to the alternating current, a train-carried selective relay responsive to the direct but not the alternating current, operating in such manner that a first contact is made in the neutral position of the relay, 0. second and different contact is made in one extreme position of the relay, and both the first and a third contact are made in the opposite extreme position of the relay, the motor being energized from the track through the first contact but not through the other contacts, and the accessory being energized from the track through either the second or third contact, the manually movable control switch operating to connect the direct current battery in series with the alternating current source and both sources to the track, or to connect the latter directly to the trackwith the direct current battery "out of circuit, and the automatically moved switch operating to connect the alternating current source into circuit and to reverse the polarity of the battery when the speed control handle is in the ofl or stop" position, whereby the signal accessory is then energized and the driving motor deenergized.

"RODERICK v. KING.

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