US605824A

US605824A - Electric railway

Info

Publication number: US605824A
Authority: US
Publication date: 1898-06-14
Anticipated expiration: 1915-06-14

Description

(No Model.)

B. M. HUNTER. ELEGTRIU RAILWAY.

No. 605,824. ented. June 14,1898.

jraunc? FIG.5

from fra/ky NlTED STATES PATENT "triers.

RUDOLPH M. HUNTER, OF PHILADELPHIA, PENNSYLVANIA.

ELECTRIC RAILWAY.

SPECIFICATION forming part Of Letters Patent No. 605,824, dated June 14, 1898.

Application filed Deeemherl'i, 1897. Serial No. 661,791. (No model.)

To on whom it may concern:

Be it known that I, RUDOLPH M. HUNTER, of the city and county of Philadelphia and State of Pennsylvania, have invented an Improvement in Electric Railways, of which the following is a specification.

My invention has reference to electric railways; and it consists of certain improvements, which are fully set forth in the following specification, and are shown in the accompanying drawings, which form a part thereof.

This application (Case No. 299) has special reference to methods and means for controlling the speed of an electric train of cars as distinguished from the control of an individual car.

Heretofore it has been customary to control a car by the employment of two or more motors on the car, combined with hand-operated devices for throwing the motors into series or parallel to vary the counter electromotive force and internal resistance-such, for example,as set outin Letters Patent No. 885,055, of 1888, granted to me. The series-multiple controller as developed for practical use employs, in addition to the broad idea of seriesmultiple control, the interposing and removing of resistance with each change in the series or multiple connection to give a larger range of regulation. Forindividual cars this system has proven a great success; but when applied to trains formed of a series of cars coupled together it is practically useless unless suitable devices are combined with the series-multiple controllers on each car for causing all of the motors on the several cars to be governed in unison. The object of the particular invention herein set out is to en able this simultaneous operation of the se ries-multiple-eontrol devices of all of the cars of a train from a single point-that is, from the front of the train.

My invention isnot confined to use in connection with the series-multiple controller, as it may also be used in connection with any type of oontrollersuch, for example, as the old and well-known resistance or rheostat; but I prefer for economic reasons to employ the system of counterelectrolnotive-force regulation, and will therefore describe my invention as specially applicable to such system.

My invention compreheuds, furthermore,

the employment of the same mechanism for controlling the motive power to propel the train and for applying a resistance for the purpose of braking the train, the latter being preferably applied both by the electric motors and by the usual air-brake, as will more fully appear from the description of the drawlngs.

In carrying out my invention I provide each of the cars with two or more motors and any suitable controlling-switch for regulating their speed and power. The train or the individual cars thereof are provided with suit* able means for supplying current to the motors. Each of the cars is also preferably provided with an air-brake device, such as the Well-known-WVestinghouse system. Thefront of the train is provided with a pilot-car, which contains suitable reservoirs for containing air under different pressures, a suitable aircompressor, and valve devices for controlling the degree of pressure supplied to the compressedair pipes leading throughout the length of the train. The pilot-car is also provided with electric motors to propel it, which motors may be directly controlled by a seriesmultiple hand-controller or switch,which also, by means of suitable electrical devices, regulates the simultaneous control of all of the controlling-switches on the various cars making up the train. The apparatus is so operated that the air-pressure is caused to act as the motive power for moving the various controllers on the several cars, while the operation of said power is governed by a suitable electric circuit and an electric device upon each car, preferably in parallel. -When the air is supplied through the pipes of the train at a pressure above, say, fifty pounds, the controllers may be operated and the air-brakes will be off, as is well known, since they can only be put on by a release of the pressure in the airpipes. When the pressure is reduced below fifty pounds, the air-brake apparatus may be charged, as this pressure will not be sufficient to move the controllers against suitable resistance, such as springs. If the air-pressure is wholly released, as in any ordinary airbrake system, the speed-controller will have been cut out of circuit and the air-brakes applied. Simultaneously with this action the motors will be coupled up by a second switch on each car, so as to cause them to act as generators, the field-magnets being supplied with current from the line and the armature being short-circuited through a resistance, thus assisting in bringing the train to a full stop. The operation of this braking-switch only comes into play when the air-pressure is wholly liberated and when it is desired to bring the train to a full stop quickly. If the air is allowed to escape slowly from the pipes, as is the case in applying the air-brake slowly, the motors are cut out of circuit and do not perform any electric braking action, so that the train may have its speed governed both in propelling itself and in arresting its motion with the greatest nicety.

My invention com prehends, broadly, the combination of an ordinary air-braking sys tem with a train of cars in which the control ling devices on each car are operated by airpressure and their operation controlled from the front of the train and also the method of operation produced with the employment of such devices. It further comprehends numerous details of construction, all of which will be more fully understood by reference to the accompanying drawings, in which- Figure 1 is a sectional elevation of a railway-train in diagram form, illustrating my invention. Fig. 2 is an end elevation of a portion of one of the speed-controllers. Fig. 3 is an end elevation of one of the braking-controllers. Fig. 4: is an elevation of the reversingswitch on each car. Fig. 5 is a sectional elevation of one of the automatic valves for controlling the passage of air in the pipes. Fig. 6 is a diagram illustrating the braking-controller and its electrical connections with the motors and resistances. Fig. 7 is an elevation of the hand-controller on the pilot-car. 8 and 9 are diagrams illustrating the series and multiple arrangement of the motor-circuits on the the cars, and Fig. 10 is a similar diagram illustrating the braking connections of the motors on each of the cars.

A is the pilotcar, and would correspond in position to the locomotive of an ordinary steam-train and may be provided with the usual track-clearer or cow-catcher. This pilot-car may be simply intended to contain the controlling and braking devices shown or may also be formed as the baggage-car.

13 represents one of the passenger-coaches, of which there may be any number to constitute the train.

On each of the cars A and B, I have shown two motors R R; but it is self-evident that there may be any number of these motors, the only provision necessary being that the con trolling-switches G and T shown be properly designed to suit the particular number of motors employed on each car. G on each of the cars B represents the ordinary seriesmultiple controller, which by means of circuits r throws the motors in series or parallel. The current is supplied to the train by means of trolleys or any suitable current-collecting ceases devices I, making a traveling connection with the trolley or working conductor D. iihere collecting devices are not upon each car, the current may be fed from the trolley I of the pilot-car by a suitable electric circuit (5, con necting all of the controllers in parallel.

D are the rails, and act as the return-eonductor. If desired, the well-known thirdrail system may be employed as the means of conveying current to the train, or the source of supply maybe batteries carried on or mov ing with the train, as well known and also pointed out in my patent of 1888, hereinbefore referred to. The particular source of electric energy is in'nnaterial to my invention.

K is a lVestinghouse air-brake system. on the car B and operates in the wellknown manner upon a friction lnakc it, (imlicated in dotted lines.) The air supplied to the brak ing apparatus K passes through the air-pipes II, arranged on the under side of the ear-bod y and provided at each end with valve couplings 72 which closeihe ends of the pipes, or:- cepting where two pipes of adjacent cars are connected together, in which case the valves are maintained open for the free passagi's of air, as is well known.

The pilot-car is provided with an electric air-compressor E ofany suitable construction, which is operated by current leading from the trolley by a circuit '2' and put into or out oi operation by any suitable switch or c ntrolling device 6. It is evident that the operator need pay no attention to it during the running of the train.

F is a reservoir adapted to contain, for example, air at sixty pounds pressure and is carried upon the pilotear in any suitable manner. F is a second tank or reservoir adapted to contain air at a pressure of approximately fifty pounds to the square inch. These two tanks F F are connected with the air-cinnpressor E by pipes O. lnterposml between the air-compressor and the tank F is a regulating-valve j, the interior construction oi which is shown in Fig. The object ol this valve fis to close oil the connection of the compressor E with the tank 11" once its maximum pressure otiifty pounds is reached. The air passes from the comprcssm' through a valve F thence by a pipe l to the chamlmr above the diaphragm l which carries the valve P and finally emerges into the pipe beyond the said chamber i. A spring 1') normally holds the valve 1 open. "it"hen the air-pressure in the chamber l. and also the tank F reaches :[ifty pouni's, it overcomes the spring 1) and closes the valve l? upon its seat. lVhen this is accomplished, the additional air from the compressor it passes to the other tank F until itreaches sixty pounds, which pressure, by any suitable automatic devices, (not show.n,) may automatically stop the air-compressor without the necessity oi? the operator opening or closing the circuit.

The tank F connects by the usual wellknown pipes through a valve i with the air-- pipes H of the train. The valve J is so arranged that the air may be delivered from the tank F to the pipes H or the pressure in the pipes Il may be exhausted into the atmosphere, as is well known in the WVestinghouse braking system. The valve-J differs from the usual Westinghouse air-brake in that it has provision of an additional part connecting with the pipe leading from the tank F, so that air under pressure of either the tanks F or F may be supplied to the pipes H at will. To make the further description readily understood, I will say at this time that by turning the valve J to release the pressure in the pipes H the air-brake K is applied. By turning the valve J to connect the tank F with the pipes 11 the air-braking device is again set, and by turning the valve J to connect the tank F with the pipes H the electrical controlling devices are adapted to be operated and the airbrake kept out of action. In addition to these broad explanations it is to be kept in mind that when an electrical braking action is also to be had the complete liberation of the airpressure from the pipes ll causes the electric brake to be applied simultaneously with the application of the air-brake.

O is an ordinary series-multipie-controller switch on the pilot-car, provided with the handle G for controlling the current to the motors R R by the circuits 7". The barrel of this switch is provided with a contact-wheel I), (see Fig. 2,) which is connected in any suitable manner with the trolley-circuit or source of energy. It makes an interrupted contact, as is self-evident, with a circuit on, extending the whole length of the train and connected at the ends of each of the cars by means of suitable electrical couplings m. This circuit on supplies current to the electromagnetsN L on each of the cars, the said electromagnets on each car being preferably inseries, but in parallel with the corresponding magnets on the other cars. This, however, is a minor detail, and so far as my invention broadly is concerned the electromagnets of the various cars may all be connected in se ries. The objection to this, however, is that the trains may be made of Widely-differing number of cars, and hence difficulty of con trolling the resistance of the circuit is apparent and would necessitate additional regulating devices on the pilot-car. It is important to simplify as far as possible the devices which the motorman or operator is required to handle in making up and controlling a train, and for that reason I prefer to connect the electromagnets L N in series on each car and connect the electromagnets of the several cars in parallel.

The controller G may be the ordinary seriesmultiple controller for coupling the motors in series or parallel or may be an ordinaryv rheostat or any other device adapted to 0011- trol the current flowing from a source of energy through the motors on the car. There is one of these controllers G to each one of the cars B, and they are combined with automatic devices to move them, the said movement being preferably the rotation of a barrel-switch. Referring more specifically to the construction herein shown, the switch-barrel (indicated in dotted lines in Fig. 2) is provided on itsend with a ratchet-Wheel G and a pin ion G. Meshing with the pinion G is a rack g, which is moved in one direction by a pneumatic cylinder and piston G, connected directly with the compressed-air pipe 11, extending throughout the length of the train and hereinbefore referred to. The piston of this device is moved under the pressure of the air when the same is in excess of a definite amount, such as fifty pounds, and is adapted to overcome the resistance of a spring G or other device opposing the movement of the piston. To operate this pneumatic device G, it is necessary to turn the valve J on the pilot-car, so as to put the tank F, containing air at sixty poundsf pressure, into communication with the pipes H. When this is done, the air-brake system still maintains its nor-' mal condition; but the pneumatic piston and cylinders G may be operated. The tendency of this pneumatic device is to rotate the barrel of the switch G, so as to regulate the current supplied to the motors, by first turning the current on, then coupling the motors in series and finally in parallel, with or without the use of the interposed resistances, as is Well known in the commercial series con troller.

The possible movement of the cylinder of the controller is governed by an electrical devic'e found in the electromagnet L, moving an escapement-pawl L in one direction and a spring Z moving it in the opposite direction. It will be seen that by sending impulses over the electric conductors m under the manipulation of the controller C on the pilot-car (which causes the interrupter I) to be rotated) the electromagnets L throughout the train will be energized intermittently, causing thereby an oscillation of the escapement-pawls L. This will permit the passage of two teeth of the ratchet wheel G with a corresponding portion of a revolution of the switch-barrel. The pneumatic device G through the gearing g G during the regulation or running of the train constantly tends to turn the barrel of the controller, and this tendency is governed by manipulation of the electromagnetic escapement. In this manner all of the controllers on the entire train are pneumatically operated and are electrically controlled under the operation of the controller 0 on the pilot-car. In the particular construction shown, however, the pneumatic device only operates to increase the speed from nothing to its maximum, and when it is desired to reduce the speed it is necessary to reduce the pressure in the pipe 11 by throwing it in communication with the tank F, and thus bringing it to fifty pounds per square inch, or whatever this special pressure may be, in which case the spring G quickly returns the controller to the off position. The valve J is again thrown, so as to put the tanks F in communication with the pipe ll, and the controller 0 operated as before. It is thus evident that the controller in coming to any degree of regulation for increasing speed operates by a progressive movement of the drum or barrel alone, while fora degree of speed it is first brought to the off position. and then thrown onto the position for the desired lower speed. It is selfcvidont that this same method of regulation would apply to any type of controller other than the seriesmultiple method of control.

As it is well known with the ainbrake device K in common use that the brake may be applied gently by a slight reduction in pressure of pipe II, it becomes advisable to provide means which will permit a decided variation in the pressure for operating the controller device without permitting the application of the brake to any degree. To secure these results, I interpose an automatic diaphragm-valve 7tbetween the pipe If and the triple valve of the lVestinghouse air-brake apparatus. This valve 7; is of the same construction as f on the pilotcar and is shown more clearly in Fig. 5. It is so adjusted that with any pressure on the brake side above fifty pounds (the maximum pressure the brake is to operate with) the valve 1? is kept closed, and consequently the pipe ll may contain a pressure from lift-y to sixty pounds per square inch at the time when the air-reservoir of the brake apparatus contains air at fifty pounds pressure. If the air-brake device is to be applied, the pressure in the pipe II is lowered by the valve J to a pressure below fifty pounds, according to the degree the brake is to be applied, and any reduction below fifty pounds will permit the air to escape in the reverse direction to the arrows in Fig. 5 and through the check-valve P. In this manner the airbrake is kept out of operation during the entire manipulation of the controller G for regulating the speed of the train and may be thrown into operation and operated as is now customary after the electric controller G is cutout of circuit.

It is advisable to provide the cars of the train with suitable reversing-switches, so as to enable the train to be run backward when desired, and these switches should all be operated from the pilot-car. While they might be purely electrical switches made in any suitable manner, I prefer to employ the same principle of electromagnetic devices for opcrating them.

N is a suitable rcversingswitch for the armature-circuits of the several motors on the cars B and maybe moved in one direction by an electromagnet N in the circuit on, hereinbefore referred to, and in the other direction by a spring a. This eloctromagnet N, as before stated, is preferably in series with the electromagnet l1 to maintain a uniform resistance .in the circuit m on each car, but it may be, if desired, in parallel. with the electromagnet ll, will be self-evident to any electrician. The switch is provided with. two notches n, into which a bolt N projects, Fig. 4:, to lock the switch in either of its two extreme positions. It is evident that when so located no impulses sent through the ciicuit m to operate the magnet L can affect the reversing-switch. Of course it is evident that an extra electric circuit might be cmployed for operating the reversing-switch separatelyfrom the elcctromagnet ll, but that meansadditional duplication, which it is my desire to avoid. The bolt hi is operated by a piston in a pneumatic cylinder 1Y being moved in one direction by the pressure of air in the cylinder and in the other direction by a spring N. The cylinder N is connected with the air-pipe ll on the car. It is now evident that if there is any pressure in the air-pipe ll suflicient to compress the spring N the bolt N will be moved to lock the rcversing-switch. its the spring N" is very weak, it is only necessary to have a pound or two pressure in the cylinder N to operate the bolt. From this it will be evident that whenever the controller G is in action the rcvcrsing-switch could never be reversed. Neither could it be reversed in the usual or normal operations of the air-brake device. The pipe ll has to be practically exhausted of pressure to manipulate the reversiiig-switch. This is correct, as will readily be seen, for the reversing-switch should. be operated when no electric current is on the motors and should, therefore, be at a time when the electric controller G is out of action. These switches may be set when the train is in the station or on the road after the air-brake has been fully put on either to bring the train. to a full stop or testing it before leaving the station. To send the impulses over the circuit m to manipulate the electromagnetic revowing-switches, the controller 0 is p rovidcd with the ordinary revcrsingswitch C for the motors on the pi lo l;- car, and which switch is furnished with a contact 0, (shown in Fig. 7,) which energizes the electromagnets N to shift the switch N to correspond to the movements of the handswitch C of the controller U on the pilot-car. It is thus seen that the electric controller 0 of the pilotcar. is in effect the electric controller of the whole train.

As the meters on the cars are series motors and necessitate the reversal of armature or licld currents to reverse the motors, there will be a possibility of the cars making up a train being put together so that the operation of the electromagnetic switch might tend to primarily cause the meters of one car to rotate in the wrong direction. To obviate this, I provide each of the cars ll with an additional hand reversing-switch E], Fig. 4;, in series with the electric pneumatic reversing-switoh. By the employment of these hand-switches the motorman may quickly p. ss along the entire IIO 7 act as braking-dynamos.

train, and by properly throwing these handswitches Z it is possible thereafter to secure the electropneumatie switehes'to operate to properly cause all of the motors of the entire train to propel the train forward or backward as a unit. After once making up a train and setting such switches Z as may require to be moved there will be no further occasion to pay any attention to them.

In controlling the train to either quickly stop it or to bringit to a full stop quickly after slowing down in approaching a station I may employ, in conjunction-with or independent of the air-brake, an electromagnetic brake by causing the'motors on the several cars to I will now describe 110w this'result is secured. A braking barrel-switch T is maintained in electric circuit by the action of a spring T, Fig. 3, and out of electric circuit by the action of a pneumatic piston and cylinder T, in connection with the air-pipe H of the car. The movable piston of this pneumatic device operates on aerankpin t of the brake-switch T and throws it over into the relative position shown in Fig. 6- that is to say, its contacts do not touch the terminals of the circuits which connect, respectively, with the collector I, the field-magnets R. of the motors, the armatures R of the motors, the ground-circuit U, and the local resistance R This braking-switch, therefore, is kept out of action until the pressure of the pipes H is so far reduced that the spring T may come into play to move the switch T. In practice' I prefer this to be at a pressure which fully applies the air-brakes when they are used. If .the airbrake device K is not to be employed in connection with my employment's, then any pressure below that which is necessary to operate the controller-switch G may be employed. The object of this is to permit the brakingswiteh T to be thrown into'action and coupled with the motor-circuits when the controllerswitch G is out of action and at a time when the motors are out of circuit with the line conductors or source of energy. The circuits leading from the contacts in the brake-switch T to the motors and trolley are indicated by the cable T, Fig. 1. with the contacts in the controller-switch G, as will be readily understood by any one familiar with railway-controllers. By causing the switch T to be moved it will be evident that the current from the trolley will be caused to pass through the field-magnets R of the motors in series and then to the ground, if

desired, through a resistance U, Fig. 6. The armature of the motors will then be short-circuited and preferably thrown in parallel and the currents generated therein caused to flow through resistances Riwhieh may be the usual resistances employedin connection with the series-multiple controller G. The effect of this condition would be to apply a strong brake action upon each axle to which a motor is geared, and thereby quickly bring the train They are connected to a full stop where the air-brake might have been insufficient. As the motors are series motors it is only necessary to short-circuit the armatures to convert them into dynamos; but it is preferable to reverse the fields to change the lead, and I have shown this in Fig. 6, the result being secured by crossing the terminal connection, as will be readily understood. hen the motors are coupled up in series for propelling the train slowly, they are as shown in Fig. 8, and when coupled in parallel for running at full speed they are as shown in Fig. 9. I have not shown the usual resistances which are thrown in and out of circuit with these two combinations beyond the indication of such resistances as R I have not, however, shown their connection with the controller G on account of needlessly complicating the drawings. YVhen the motors are thrown into connection for braking the train, the circuits are as indicated in Fig. 10.

While I have shown my entire system of regulation in connection with the WVestinghouse air-brake system and pointed out its intimate correlation to that system with regard to controlling the train, it is to be kept in mind that I do not confine myself to the use in connectionwith my improvements of an air-braking system, as my invention may be employed with or without the usual or customary airbrake. It is, however, apparent that if the air-brake is not to be employed my apparatus for controlling and braking the train electrically may be operated on materially lower pressures than those given for the tanks F F, the high pressure mentioned being necessary on account of the use of the air-brake. It is also evident that the hand reversingswitch Z may be arranged in the field-circuit, while the main reversingswiteh N operates on the armaturecircuit, or vice versa, since it is immaterial which element of the motors is reversed in coupling up the train where it is necessary to reverse the action of the motors-of one or more of the cars.

I would also point out that while I prefer to employ the two reservoirs F and F, containing air under different pressures, it will be understood that it is not necessary for the operation of my invention, as I may employ only one tank or reservoir carrying the maximum pressure or that necessary for I the operation of the. fluid-pressure device for operating the electric controller G. Under this condition the air in the pipes H before starting the train is less than that necessary to move the controller, but may be sufficient, if desired, to prevent the application of the air-brake. So long as the pressure does not fall below that necessary to operate the triple valve of the brake 6 cease-:1

but not to apply the brake, and this may be operated by the same valve 1. Such a redueing-valve may be made, like any ordinary safety-valve, with weight or spring and may be located as indicated in dot-ted lines at .l in Fig. 1.

I wish it to be also understood that while my invention is especially intended for elec tric railways it is also applicable to elevators, cranes, boats, and in fact any vehicle for con veyance of passengers or merchandise; also, that while I have shown my invention as receiving electricity from a line conductor and moving collector the source of energy may be storage batteries carried on or moving with the vehicle. It is further to be understood that the air-brake may be of any other construction of air-brake than the iVestinghouse system, if so desired.

The details of construction may be largely varied or modified without departing from the essential principles of my invention.

lVhat I claim as new, and desire to secure by Letters Patent, is

l. In an electric railway, the combination of a pilotcar and aselt-propelled railway-car adapted to be operated as a train, a controller on the self-propelled railway-car to govern the speed of the electric motors thereon,afl uidpressure device for operating the controller, an electromagnetic device for governing the operation of the controller, and an electric circuit leading from the electromagnetic device to the pilot-car for governing the operation of the said electromagnetic device from a distance.

2. In an electric railway, the combination of a pilot-ear and a self-propelled railway-car adapted to be operated as a train, a control ler on the self-propelled railway-car to govern the speed of its electric motors, a fluid-pressure device for operating the controller, an electromagnetic device for governing the operation of the controller, an electric circuit leading from the electromagnetic device to the pilot-car for governing the operation of said electromagnetic device from a distance, one or more electric motors to propel the pilotcar, a hand-regulator to regulate the speed of the meters of the pilot-car, and connecting devices between the hand-controller and the aforesaid electric circuit leading from the electromagnetic device whereby the distant controller is caused to move in accordance with the action of the hand-controller on the pilot-car.

3. In an electric railway, the combination of a pilot-car and a self-propelled railway-car adapted to be operated as a train, a controller on the self-propelled railway-car to govern the speed of its electric motors, a fluid-pressure device for operating the controller, an electromagnetic device for governing the operationof the controller, an electric circuit leading from the electromagnetic device to the pilot-car for governing the operation of said electromagnetic device from a distance,

de'viceson the pilot-car i'or supplying the iluid under pressure, and connecti rig-pipes lez'iding from the said devices to the lluid-prosrmre device for actuating the controller oi. the sell?- propelled car.

i. In an electric railway, the combimition of a pilot-car and a sel lT-p repelled railway-car adapted to be operated as a train, a controller on the selt propelled rail nay-car to govern the speed of its electric motors, a ll nid-pressure device for operating the controller, an electromagnetic device for governing the operation of the controller, an electric circuit leading from the electromagnetic device to the pilot-car for governing the operation of said electromagnetic device from a distance, devices on the pilot-ear to r m l pplyi ng the it u i d under pressure,connecting-pipes loading from the said devices to the iluii'lqn'essnre device for actuating the controller oi? the i-ielt propolled car, and means also on, the diot-car for varying theiluid-pressure supplied to the said fluid-pressure devices on the sell-propclled car.

5. The combination oi two cars,one of which is provided with electric motors to propel it and an air-brake device to arrest its momentum and the other of which cars is provided with means to compress and store air under pressure, an electric controlling device to control the current suppliiiid to the motors, a pneumatic device for operating said control ler under a different pressure than that rei ruired to operate the brake, ail-pipes leading from the compressing and storing devices on one car to the pneumatic devices and brake devices of the other car, and means .l'or controlling the pressure of air in the pipe leading to the pneumatic devices for operating the controller and brake devices whereby either may be put into action at dill'ercnt times.

0. The combination of a main car provided with air-brake devices and electric motors to propel it, a brakingcontroller for converting the motors into blitlilllgdlyliitlllllfd, pneumatic devices for operating the brahiiig-emrtniller, a pilot-car, devices for compr thing and storing air under pressure on the pilot-car, airpipes leading from the devices for storing the air on the pilot-car to the pneumatic devices of the electric-brake controller and the airbrake, and means on the pilot-carter governing the pressure oi the air supplied to the main car whereby the electric bra iii) and al rbrake may be operated and controlled from the front of the train.

'7. The combination oi a main ear provided with air-brake devices and electric motors to propel it, a braliing-eontroller for converting the motors into l)ltlililtfidlyllitiilihfi, pneumatic devices for operating the ln'ahing-eontroller adapted to operate when the prrmsnre has been reduced below that necefi ary to apply the air-brake, a pilot-ear, devices for compressing and storing air under pressure on the pilot-ear, air-pipes leading from the devices for storing the air on the pilot-en to the pneumatic devices of the electric-brake controller and air-brake, and means on the pilot-car for governing the pressure of the air supplied to the main car whereby the electric brake and air-brake maybe operated and controlled independently or simultaneously from the front of the train.

8. The combination of a car or vehicle, one or more electric motors to propel the car or vehicle, a speed-controller for varying the speed of the motors, an air-brake apparatus for arresting the momentum of the ear or vehicle, a pneumatic device for operating the controller under a pressure in excess of that necessary for the air-brake, a common source of air-supply, and means to vary the pressure of the air-supply whereby the motors are cut out of operation as propelling-motors when the air-brake is applied.

9. The combination of a car or vehicle, one or more electric motors to propel it, a speedcontroller for varying the speed of the motors, an air-brake apparatus for arresting the momentum of the car or vehicle, a pneumatic device for operating the controller under a pressure in excess of that necessary for the air-brake, a common source of air-supply whereby the motors are cut out of operation as propelling-motors when the air-brake is applied, and automatic Valve devices for limiting the maximum pressure of air capable of acting on the air-brake apparatus whereby all pressures in excess of that necessary for the air-brake alone are employed for operating the electric controller.

10. The combination of acar or vehicle, one or more electric motors to propel the car or vehicle, a speed-controller for varying the speed of the motors, an air-brake apparatus for arresting the momentum of the car or vehicle, a pneumatic device for operating the controller under a pressure in excess of that necessary for the air-brake, a common source of air-supply whereby the motors are cut out of operation as propelling-motors when the air-brake is applied, a braking electric controller for transforming the electric motors into braking-dynamos to retard or arrest the momentum of the car or vehicle, and pneumatic devices for governing the operation of the electric braking-controller under a pressure less than that necessary to apply the airbrake whereby the electric braking action may come into play after the car or vehicle has been partly slowed down.

11. In a car or vehicle, the combination of one or more electric motors to propel it, a speed-controller for governing the speed of the motors, a braking-controller for transforming the motors into braking-dynamos, independent fluid-pressure devices for governing the operation of the speed and braking controllers respectively under different pressures whereby the speed-controller may be cut out of action when the braking-controller is in action and vice versa, and means for varying the pressure of the fluid upon the independent fluid-pressure devices.

12. In a car or vehicle, the combination of "one or more motors to propel the car or vehicle, an electric speed-controller governing the speed of the motors, a reversing-switch for reversing one of the elements of the motors to change the direction of travel of the car or vehicle, a pneumatic device for operatin g the speedcontroller, an electromagnetic device for controlling the operation of the speed-controller, an electromagnetic device for operating the reversing switch, and a pneumatic device for locking the reversingswitch in either of its positions.

13. In a car or vehicle, the combination of one or more motors to propel the car or vehicle, an electric speed-controller governing the speed of the motors, a reversing-switch for reversing one of the elements of the motors to change the direction of travel of the car or vehicle, a pneumatic device for operating the speed-controller, an electromagnetic device for controlling the operation of the speed-controller, an electromagnetic device for operating the reversing-switch, a pneumatic device for locking the reversing-switch in either of its positions, a sourcev of pneumatic pressure common to both of the pneumatic devices, and means to vary the pressure of the fluid within the said devices whereby the reversing switch is locked against movement excepting when the speed controller is out of operation.

14. In a car or vehicle, the combination of one or more motors to propel the car or vehicle, an electric speed-controller governing the speed of the motors, a reversing-switch for reversing one of the elements of the motors to change the direction of travel of the car or vehicle, a pneumatic device for operating the speed-controller, an electromagnetic device for controlling the operation of the speed-controller, an electromagnetic device for operating the reversing-switch, a pneumatic device for locking the reversing-switch in either of its positions, a source of pneumatic pressure common to both of the pneumatic devices, means to vary thepressure of the fluid Within the said devices whereby the reversing-switch is locked against movement excepting when the speed-controller is out of operation, and an electric circuit common to the electromagnetic device for controlling the of the train may be relieved to any degree, electric motors to propel the train, and regulating devices for controlling the operation of the electric motors operated by the fluid-" pressures controlled. on the pilot-car.

It). In a pilot-car for trainwork, the combination of two tanks adapted to contain a fluid under different pressures, a compressor to supply air to both tanks, pipes leading from both tanks to a pipe-coupling at the end of the car, valve devices to connect either one of the tanks or the atmosphere with the pipe terminating in said coupling whereby different pressures may be supplied to the train or the pressure in the pipes of the train may be relieved to any degree, an electric circuit carried on the pilot-car and terminating at the rear in an electric coupling whereby electric connection may be made with circuits on the cars of the train, an d a hand-controlled switch for governing the current supplied to said circuit.

17. In a pilot car for trainwork, the combination of two tanks adapted to contain a fluid under different pressures, a compressor to supply air to both tanks, pipes leading from both tanks to a pipe-coupling at the end of the car, and valve devices to connect either one of the tanks or the atmosphere with the pipe terminating in said coupling whereby dill'erent pressures may be supplied to the train or the pressure in the pipes of the train may be relieved to any degree, an electric circuit carried on the pilot-car and terminating at the rear in an electric coupling whereby electric connection maybe made with cir cuits on the cars of the train, a hand-controlled switch for governing the current supplied to said circuit, one or more cars supplied with electric motors, pneumatically-actuated controlling and air-brake devices, and means on said cars receiving supply of air and electric current from the pipes and circuits on the pilot-car for governing the operation of the motors and air-brakes on the cars.

18. In a pilot-car for trainwork, the combination of two tanks adapted to contain a fluid under different pressures, a compressor to supply air to both tanks, vipesleading from both tanks to a pipe-coupling at the end of the car, and valve devices to connect either one of the tanks or the atmosphere with the pipe terminating in said coupling whereby dil't'erent pressures may be supplied to the train or the pressure in the pipes of the train may be relieved to any degree, and an automatic pressure-valve interposed between the compresser and the tank to contain the lower pressure whereby communication with the reservoir is automatically shut off when its pressure reaches a maximum.

19. In a car or vehicle, the combination of one or more electric motors to propel the car or vehicle, a speed-controller to govern the speed of the motors, an independent brakingeontroller for transforming the motors into braking-dyuames by changing their electrical connection, and connecting means common to both controllers adapted to operate the said controllers alternately to put either into action but only at different times.

20. In a car or vehicle, the combination of one or more electric motors to propel the car, a speed-controller to govern the speed of the motors, an independent braking-eontrolhn for transforming the motors into hraking-dynames by changing their electrical eenneir tions, and connecting means common to both controllers adapted to operate the said controllcrs alteriilately to put either into action but not both into action at the same time and also to permit both to be out of action at one time.

21. The combination in a carer vehicle, of one or more electric lllOtOl'S to propel the ear or vehicle, a controller to govern the speed of the motors, an automatic reversirig-switch to reverse one of the elements of the meters, and an independent hand reversingswiteli to modify the action of the automatic reversing-switch to compensate for cases where the car or vehicle has been turned end forend in making up the train.

In a car or vehicle, the combination oi. one or more motors to propel. the car or vehicle, means to govern the speed of the motors, a main reversing-switeh for reversing one of the elements of each of the motors, means under the control. of the operator at a distance to operate the reversirig-switch, and an independent reversing-switch which may be set in either of its extreme positions and unaeted upon by the main reversingswiteh or its operating devices.

23. In an electrically-1';repelled train, the combination of two or more cars each providcd with one or more motors, means to si' multaneously reverse oneof the elements of all of the motors on the train from the front of the train, and an independent currentne versing switch on each of the cars for reversing the polarity of one of the elomen ts of the motors so that the polarity in the meters of any car may be changed or set upon making up the train to insure all of the motors prepelling all of the cars in their proper direction under the control of the main reversing switches.

2t. In a car or vehicle, the combination of one or more motors to propel the car or vehicle, means to govern the speed of the meters, a reversing-switch for reversing one of the elements of each of the motors, a highpressure pneumatic device for operating the means for governing the speed of the motors, a low-pressure pneumatic device for permitting the reversing-switch to be operated for reversing the motors, and means under the control of the operator for alternatol y operating the pneumatic devices for governing the speed of or reversing the meters.

25. In a car or vehicle, the combination oi. one or more motors to propel the car or ve hiele, means to govern the speed of the mo- IIO tors, a reversing-switch for reversing one of the elements of each of the motors, a highpressure pneumatic device for operating the" means for governing the speed of the motors, a low-pressure pneumatic device for permitting the reversing-switch to be operated for reversing the motors, and means under the control of'the operator for alternately operating the pneumatic devices for governing the speed of or reversing the motors consisting of an air-pipe, a source of compressed air of maximum pressure for operating the pneumatic device of means for governing the speed a pneumatic device for operating the speedcontroller of the motors when the pressure is greater than that necessary for the normal operation of the air-brake, a source of maximum air-pressure, an air-pipe leading from the source of maximum air-pressure to the pneumatic devices for the controller and also the air-brake devices, and means under the control of the operator for permitting air to flow to the air-pipe under a pressure greater than that necessary for the air-brake or to permit the air to escape from the air-pipe to relieve it from pressure to any point below a maximum pressure, and suitable means to limit the reduction of pressure to that which would throw the controller out of action but insufficient to put the brakes into action.

In testimony of which invention I hereunto set my hand.

R. M. HUNTER.

Witnesses: 7

WM; L. EVANS, J. W. KENWORTHY.