US797859A

US797859A - Train-control system.

Info

Publication number: US797859A
Authority: US
Inventors: Charles E Lord
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 1905-01-27
Filing date: 1905-01-27
Publication date: 1905-08-22
Anticipated expiration: 1922-08-22

Description

No. 797,859. PATENTED AUG. 22, 1905.

G. E. LORD.

TRAIN CONTROL SYSTEM.

API LIGATION FILED JAN. 27, 1905.

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PATBNTED AUG. 22, 1905.

O. E. LORD. TRAIN CONTROL SYSTEM.

APPLICATION TILED JAN. 27. 1905.

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UNITED STATES OHARLES E. LORD, OF CINCINNATI, OHIO, ASSIGNOR TO GENERAL ELIiJ'e- P ENT orrron.

TRIO COMPANY, A CORPORATION OF NEW YORK.

TRAIN-CONTROL SYSTEM.

Specification of Letters Patent.

Patented Aug. 22, 1905.

Application filed January 27, 1905. Serial No. 242,843.

T 0 all whom, it may concern:

Beit known that I, OHARLns E. LORD, a citizen of the United States, residing at Oincinnati, county of Hamilton, State of Ohio, have invented certain new and useful Improvements in Train-Control Systems, of which the following is a specification.

My present invention relates to systems of motor control, and especially to systems of control for a plurality of motors mounted upon the several cars of a train.

One of the objects of the invention is to simplify the construction and arrangement of parts of a motor-controller of the separatelyactuated-contact type, in which the contacts operate in automatic progression and in which the rate and extent of such progression may be controlled from a master controlling device, and to render more positive the operations of the individual contacts.

A further objectis to obtain an eflicient automatic progressive operation through series and parallel of the contacts of a series-parallel controller having resistanee-controlling, series, and parallel contacts, while at the same time using a small number of operating parts in the motor-controller and a small number of connections to the master-controller.

The invention therefore consists in one of its aspects of the combination of a motor-controller comprising a plurality of separatelyactuated contacts with pneumatic operating means therefor, means independent of said operating means for maintaining said contacts, and means for controlling the operation of said operating and maintaining means.

In'another aspect my invention consists of a motor-controller comprising a plurality of separately-actuated contacts with pneumatic operating means therefor, means for producing an automatic progressive operation of said operating means, electric maintaining means for said contact, a master controlling device for said operating and maintaining means, and means whereby the extent and rate of progression of said contacts may be directly controlled from said master controlling device.

The invention further comprises the combination, in a otor-controller of the separately-actuated contact type, of resistancecontrolling, series, and parallel contacts, a pneumatic actuating system for said contacts, and an electric maintaining system for maintaining said contacts independent of said actuating system.

The invention still further consists of asys tern of train control in which each of a plurality of cars is equipped with a motor-controller of the separately-actuated-contact type having pneumatic actuating means for the contacts, means such as electrically-operated means independent ofthe contact-actuating means for maintaining the contacts, and an actuating and maintaining train system for controlling the actuating and maintaining means.

The invention also comprises details of construction and combination of parts of the system, Which will be hereinafter explained,

and more clearly pointed out in the appended claims.

In the accompanying drawings, which illustrate the preferred embodiment of my invention, Figure 1 is a diagrammatic representation of so much of the equipment of a single car in a system of train control as is necessary to properly illustrate my invention. Fig. 2 represents diagrammatically a train of three cars equipped with my invention. Fig. 3 is a simplified diagram of the control system, the motor-circuits being omitted. Fig. 4 is a sectional view through the double-throw automatic valve controlling the connections to the operating means of resistance-controlling contacts, and Fig. 5 is a section through one of the mechanically-operated valves controlling the automatic progressive operation of the contacts.

Referring now to the drawings, the motorcontroller O consists of a plurality of pneumatically-operated contacts 6 to 12, inclusive, controlling the connections of the motors M and M The contact 6 controls the series connections of the motors. The

contacts

7 and 8 control the parallel connections, and the remaining contacts 9 to 12, inclusive, control the sections of resistance 13, M, and 15, which are connected in the motor-circuit when said motors are connected in series or in parallel.

Each controller-contact is provided with pneumatic operating means consisting of the piston 16, contained Within the cylinder 17, and also with maintaining means independent of the operating means, being here shown as the holding-coil 18. The maintaining or holding coils are preferably connected in series relationship, as shown, in order to reduce the size of the individual coils and permit their operating upon a circuit connected from the supplymain to the return in shunt to the motors. The piston 16 has attached thereto a pistonrod 16*, the function of which will be hereinafter described, and also a piston-rod 19, which has a lost-motion connection with the movable contact-arm20, adapted to engage the iixed contact 21. Said contact-arm is provided with an extension 22, of magnetic material, insulated from the arm proper and acting as an armature to the holding coil or magnet 18. The coil 18 is not of sufiicient strength to operate the contact-arm 20that is, to move said arm into engagement with the contact 21 from its open positionbut is sufficiently strong to maintain the contacts in engagement after the switch has been closed by the pneumatic operating means. The maintaining-coil is not limited in position to that herein illustrated, but may be located in any desired position relative to the movable parts of the switch, so long as the object sought is attained.

The customary reversing-switch RS comprises the cylindrical member 23, carrying contact-segments engaging with relatively fixed contact-fingers. The pneumatic operating means is connected to said cylinder through the lever-arm 24, to the opposite ends of which are pivoted the piston-

rods

25 and 26, respectively, the rod 25 being connected to piston 27, operating in cylinder 28, and the rod 26 being connected to piston 29, operating in cylinder 30. Said cylinders are in communication with the train-

pipes

31 and 32, respectively,through the connecting-

pipes

33 and 34 and the quick-actuating exhaustvalves 35 and 36. The latter valves each comprise a piston 37, operating in cylinder 38 and held normally in the position shown in Fig. 3 by means of spring 39, so as to connect the

cylinders

28 and 30 to atmosphere through the

ports

40 and 41. The

pistons

27 and 29 control ports in the upper part of each

cylinder

28 and 30, communicating with the pipe 42, leading to the controller-contactoperating means. These ports are also controlled by the valves 43 and 44, the spindles of which are operatively connected, by means of links and 46, respectively, to the reversing-switch cylinder 23 or lever 24, so that, considering valve 44, communication is established between the cylinder 30 and pipe 42 when the port leading to said pipe is uncovered by the piston 29 during its upward movement, but is closed when the said port is uncovered by the said piston 29 during its downward movement.

The pipe 42 leads to the series-parallel valve P, which controls the admission of compressed fluid to the series or parallel contact operating means. This valve normally, as shown in Fig. 3, connects pipes 42 to the series-contact-operating means through pipe 47 and consists of the slide-valve 43, operating in casing 44" and maintained at one end ol its travel by means of spring 45 and moved to the other end of its travel by means of solenoid 46, the core 01 which is connected to the valve-spindle. The pipe 48, leading to the parallel-contact-operating means, is normally connected to atmosphere through the passageway 49 in valve 43 and the exliaust-1 )ort 50.

\Vhen a controller-contact has operated, it operates a valve B in the pneui'natic actuating system. which admits compressed air to the actuating-cylinder of the contact nextin advance, thus producing a progressive operation of the controller-contacts. I prefer to employ for the valve B one such as is shown in section in Fig. 5. This is a double-globe valve, in which the interior valve 51 is mounted by a lost-motion connection on valve-spindle 52 and is held in its seat 53 by gravity, assisted by the pressure in the pipe when such pressure exists. Said valve is lifted from its seat by the engagement of the collar 54 therewith during the upward movement of spindle 52. The exterior valve 55 is normally open, exhausting to atmosphere the actuating-cylinder of the next contact in advance. This latter valve is mounted slidably on spindle 52 and is moved to its seat 58 and held iirmly thereon by the compression of spring 56 during the upward movement of spindle 52. In fact, in its closed position the valve 55 is practically engaged by the collar 57, precluding any possibility of said valve opening, due to pressure within the pipe, so long as the piston-rod 16 of the controller-contact-operating means is in engagement with the valve-spindle 52, and said contact is completely closed. The valve 55 is arranged to close before the valve 51 opens and the valve 51 to close before the valve 55 opens.

When the series contact 6 operates, the compressed air is admitted through valve B, operated by the operating means of said contact, to the pipe 60, leading to the pipe 61, communicating with the resistance-controlling-contact-operating means. Also when the parallel contacts are operated the compressed air is admitted through the valves B, operated thereby, to the pipe 62, connecting with said pipe 61. It is necessary with such connections to prevent the compressed air in the pipe 60, when the motors are connected in series, entering pipe 62 through the connection of the latter with pipe 61. IF such a condition should exist, the pipe 60 would be exhausted directly to atmosphere and the resistance-controlling contacts would not be operated. To prevent this condition, I provide at the junction of

pipes

60, 61, and 62 an automatic double-acting valve D, the preferred form of which is shown in section in Fig. 4. This valve is provided with the passage-way 63, which normally registers with the port 64 in the valve-easing and exhausts pipe 61 to atmosphere. The valve is normally held in the position shown in Fig. 1 by means of the springs 65 and 66, located between the valve ends and the

collars

67 and 68, fastened to the valve-casing. If pressure exists in pipe 60; the valve is moved upwardly, compressing spring 65, closing port 64:, and connecting pipe 60 with pipe 61 through passage-way 7 0. Also if pressure exists in pipe 62 the valve will be moved downward, compressingspring 66, closing port 64, and connecting pipe 62 to pipe 61 through passage-way 69. It will thus be seen that the passage way between

pipes

60 and 62 is effectively blocked without affecting the desired communications between pipes-6O and 61 and pipes 62 and 61 during the operation of the controller.

To check the automatic progression of the contacts when the current in the motor-circuit rises above a predetermined value, I provide a throttle-valve 71 in pipe 61, maintained normally open by spring 72 and closed to cut off the supply of air to the resistance-controllingcontactoperating means by the solenoid 73, connected in the motor-circuit, as shown in Fig. 1.

The master controllers or controlling devices are illustrated in Fig. 1 at C and C These controllers may be located at any desired points on the car or train.

The mastercontroller C is shown in diagrammatic development in Fig. 3 and comprises the mastervalve F and the master-switch G. The valve F controls the communications bet-ween the train-pipes 31 and-32 and the source of compressed -fluid supply, here illustrated as a motor-driven air-compressor 74, connected to reservoir 75. The switch Gr controls the electrical connections between the trolley T and trainwires 76 and 77, the former being the parallel train-wire and the latter the trainwire of the maintaining system. In Fig. 1 the master-controller is shown as consisting of a rotary disk valve combined with a switch, both operated from the same handle a. In the simple form developed in Fig. 3 the switch G consists of a movable member carrying the contacts g, 9 and g on the forward and reverse sides of the switch, which are adapted to engage the relatively fixed contact-lingers g, and g, respectively. The valve F consists of the slidable plate f. in which are formed the passage-ways f, f f and f, which register with the ports f, f, and f in a manner to be hereinafter described.

The relay for controlling the parallel valve P is indicated at K. This relay is operated mechanically by the piston-rod 16 of the last resistance-controlling contact 12 and is maintained in its operated position with its bridging member 80 in engagement with contacts 81 by means of the solenoid 82, which is connected in circuit with the parallel train-wire 76 and the solenoid 416 of the valve P. Lo-

cated in this circuit is also the operating-solenoid 88 of the maintaining-circuit-controlling relay R. The latter relay opens the maintaining-circuit to permit the controllercontacts to open, while the valve D operates to change the connections of the controllercontact-operating means from series to parallel, and vice versa. This core 84 of relay R is directly connected to the bridging contact 85 and is connected to the bridging contact 86 by means of spring 87. Both bridging contacts 85 and 86 are adapted to engage fixed contacts 88. The bridging contact 86 is provided with a dash-pot 89, which slightly retards the action of said contact when the relay is operated.

Of the three cars A. A and A, (shown in Fig. 8) the cars A and A are motor-cars, the position of the motor-controllers being shown at C, the master-controllers at O and C the motors at M and M and the trolleys or collector-shoes at T.

The operation of my improved system of motor control will now be described. Suppose the master-controller, Fig. 3, is moved into its first operative position forward, (indicated by 1 1. Forward.) The contacts g and will be brought into engagement with the contact-lingers and thus completing the circuit of the maintaining system, which can be traced as follows: from trolley T through resistance r, contact-finger g", con-' tacts g and contact-finger g train-wire 77, contacts 88 and 85 of relay R, through the several maintaining-coils 18 to ground or return. The maintaining-coils are thereby energized, but, as before stated, are not of suflicient power to close the motor-controller contacts. The motor-circuit therefore still remains open. By a further movement of the master-controller into its series actuating position forward, (indicated by 2 2, Forward,) the passage-way f is brought into register with ports f and f thus admitting compressed air from reservoir 75 to train-pipe 32. The compressed air then passes through pipe 3 1 and valve 36 into cylinder 30, forcing piston 29 upward to throw reversing-switch RS into the position shown in Figs. 1 and 8 and uncover port leading to pipe 42 through valve e14. The air then flows through pipe et2into casing of valve P, into pipe 17 and cylinder 17 of series contact 6, thereby operating said contact. As said contact closes, the piston-rod 16 engages valve-spindle 52 and operates valve B of the series contact, admitting air to pipe 60, and thence through automatic valve D and throttle-valve 71 to operating-cylinder of first resistance-controlling contact 9. This latter contact as it closes operates its corresponding valve Bto admit air to the cylinder of contact 10, which latter operates its valve B toadmit air to cylinder of contact 11, which in turn controls the admission of air to cylinder of contact 12, thus producing an automatic progressive operation of the controller-contacts. The maintaining-coils 18 assist to a certain extent the closing of the controllercontacts and also assist the pneumatic operating means in holding said contacts closed, but actually maintain the contacts already operated when the supply of air to the operating means is cut off. This is done whenever it is desired to check the automatic progression of the contact by moving the master-controller back to its first operative position or series maintaining position 1 1 and cutting off the supply of compressed air to the actuating system or whenever the throttle-valve 71 operates to cut off the supply of air and check the progressive operation as the result of an overload in the motor-circuit. The motor-circuit corresponding to the series position with the contacts 6 and 9 operated may be traced on Fig. 1 as follows: from the trolley or colleetor-shoe T, conductor 90, contact 9, resistance 1.3, conductor 91, reversing-switch RS, armature of motor M, reversing switch, throttle-valve solenoid 73, field-coil of motor M, conductor 92, series contact 6, conductor 93, reversing-switch, armature of motor M reversing-switch and field-coil of motor M to ground or return. As the contacts 10 and 11 operate the resistance-sections 14 and 15 are successively thrown in parallel with resistance 13 in the motor-circuit, thus reducing the resistance of said circuit. The final contact 12 short-circuits the resistance-sections and connects the motors directly in series Without external resistance in circuit therewith. Now if it is desired to connect the motors in parallel relationship the master controller is moved farther forward into the parallel actuating position, (indicated by 44,) thus momentarily cutting off the supply of compressed air while passing through the parallel maintaining position, (indicated by 3 In said parallel maintaining position the contact is brought into register with the contact-finger g of switch G, and the parallel control-circuit is established from trolley,Fig. 3, through resistance 9", which may be omitted, if desired, contact-finger 0, contacts 9, and contact-finger g, train-wire 76, actuating-coil of relay 7a, which has previously been mechanically closed by the operation of controller-contact 12, through contacts 80 and 81 of said relay, thence through coil 83 of relay R and coil 46 of valve P to ground. The energization of this circuit causes the valve P to be operated and also causes the relay R to operate to move bridging contact 85 away from contacts 88 and open the maintaining-circuit, so as to permit the controller-contacts to open while the valve P is being operated to establish parallel connections of the pneumatic actuating system. TV hen the valve P has completely operated, the bridging contacts 86 of relay R are moved into engagement with contacts 88 to reestablish the maintaining-circuit. The

length of time the maintainingcircuit is opened at relay R is regulated by adjusting the dash-pot 89. As the valve P is operated by the solenoid 46 the pipe 47 is first connected to atmosphere through passage-way 49 and exhaust-port 50, thus exhausting the air simultaneously from cylinder 17 of contact 6 and from pipe 60. This permits the contact 6 to open and the valve .1) to assume its midposition, so as to exhaust pipe 61 through the port 64 in said valve, thus permitting the resistance-controlling contacts to open approximately simultaneously. The rapidity of open ing of these contacts is increased by the fact that all the air in the operating-cylinders need not pass through the port 64 in valve D, but the exhausting parts of each valve B of contacts 9, 10, and 11 open immediately to permit the air from the cylinder of the advance contact to exhaust therethrough. The controller-contacts are now all open; but it will be clear that the relay K will not open when contact 12 opens so long as sufficient current flows through its coil 82. When the valve P reaches the limit of its downward movement and provided the master-controller is in position 4 4, the compressed air fiows from pipe 42 through the valve-casing into pipe 48 and thence into cylinder of

parallel contacts

7 and 8, closing said contacts, which in turn operate their valves B to admit compressed air to pipe 62. The valve D is then automatically operated to connect pipe 62 to pipe 61, and the air passes through said valve D, valve 71, and pipe 61 to cylinder of contact 9. The resistance-controlling contacts then operate in automatic progression, as before described, to reduce the resistance of the motor-circuit step by step. The throttle-valve 71 operates when the current in the motor-circuit rises above a predetermined value to check this automatic progression, as before described. This automatic progression may also be checked by cutting off the supply of air from the actuating system at the master-controller without affecting the energization of the maintaining system. This is accomplished by a simple movement of controller C to position 3 3. The motorcircuits corresponding to the first parallel position of the motor-controller, with

contacts

7, 8, and 9 closed, may be traced on Fig. 1 as follows: from trolley T, through conductor 90, contact 9, resistance 13, conductor 91, reversing-switch, armature of motor M reversing-switch, solenoid 73, field-coil of motor M, conductor 92, controller-contact 8, conductor 97, to ground, also branching at point 96, through conductor 95, contact 7, conductor 93, reversing-switch, armature of motor M reversing-switch, field-coil of motor M" to ground. \Vhen the master-controller is moved intoits mid or off position,Fig. 3, the trainpipes are exhausted and the train-wires are de energized, thus permitting all parts of the system to assume their initial position, as shown.

in Fig. 8. The reversing-switch remains in the position into which it has been thrown until it is desired to operate the car or train in the reverse direction of movement. To accomplish this, the master-controller is thrown into its reverse position,thereby admitting compressed air to the train-pipe 31 rather than pipe 32. The air then passes into cylinder 28 of the reversing-switch through pipe 33 and Valve-casing 35, thus throwing the reversingswitch into its reversed position and uncovering port leading to pipe 42 through valve 43, it being understood that valve 44 is closed when valve 43 is open, and vice versa. The automatic progression of the controller-contacts then takes place as above described. If the master-controller is thrown at once from parallel actuating position, the control system will operate, as above described, to connect the motors first in series with resistance, then cut out said resistance, leaving the motors connected in series, then automatically open the motor-circuit, then reestablish said circuit with the motors connected in parallel with resistance in circuit, then cut out said resistance stop by step, leaving the motors in parallel. Thisautomatic progression may be checked at any desired point by a proper manipulation of the master-controller without affecting the contacts already operated.

Many changes and modifications may be made in the arrangement of the system and the construction of parts thereof as hereinbefore described without departing from the spirit of the invention, and I aim in the appended claims to cover all such changes and modifications.

What I claim as new, and desire to secure by Letters Patent of the United States, is

1. In a system of motor control, a motorcontroller comprising a plurality of separately-actuated contacts with pneumatic operating means therefor, means independent of said pneumatic operating means for maintaining said contacts, and means for controlling the operation of said operating and maintaining means.

2. In a system of motor control, a motorcontroller comprising a plurality of separately-actuated contacts with pneumaticopcrating means therefor, electric maintaining means independent of said operating means,

and means for controlling the operation of said operating and maintaining means.

3. In a system of motor control, a motorcontroller comprislng a plurality of separately-actuated contacts with pneumatic opcont-roller comprising a plurality of scparately-actuated contacts with pneumatic operating means therefor, electric maintaining means independent of said operating means and means for rendering said pneumatic means inoperative without affecting said maintaining means.

5. In a system of motor control, a motorcontroller comprising a plurality of separately-actuated contacts with pneumatic operating means therefor, electric maintaining means independent of said operating means, and a combined pneumatic and electric master-controller for rendering said operating means inoperative without affecting said maintaining means.

6. In a system of motor control, a motorcontroller comprising a plurality of sepaits mid or off position into its final positlon or rately-actuated contacts with pneumatic operating means therefor, means for producing an automatic progressive operation of said operating means, electric maintaining means for said contacts, a master controlling device for said operating and maintaining means, and means whereby the extent and rate of progression of said contacts may be directly controlled from said master controlling device.

7. In a system of motor control, a motorcontroller comprising a plurality of separately-actuated contacts with pneumatic operating means therefor, means for producing an automatic progressive operation of said operating means, electric maintaining means for said contacts, a master controlling device for said operating and maintaining means, said master controlling device being constructed to render the pneumatic operating means inoperative so as to check the progression of said contacts without affecting the contacts already operated.

8. In a system of motor control, a motorcontroller comprising a plurality of separately-actuated contacts with pneumatic operating means therefor, means for producing an automatic progressive operation of said operating means, electric'maintaining means for said contacts, a master controlling device for said operating and maintainingmeans, and an electromagnetically-operated throttlevalve for checking the progression'of the contacts withoutaffectingthe maintaining means.

9. In a system of motor control, a motorcontroller comprising a plurality of separately-actuated contacts with pneumatic operating means therefor, means for producing an automatic progressive operation of said contacts, independent maintaining means, means for controlling the operation of said operating means, and means for controlling the operation of said maintaining means.

10. In a motor-controller of the separatelyactuated-contact type, a plurality of contacts, and pneumatic operating means and electric maintaining means therefor.

11. In a motor-controller. of the separatelytric maintaining system maintaining said contacts independently of said actuating system.

12. In a motor-controller of the separatelyaetuated-contaet type, resistance-controlling, series and parallel contacts, a pneumatic actuating system for said contacts, an electric maintaining system, and means for rendering said actuating system inoperative Without affecting said maintaining system.

13. In a motor-controller ofthe separatelyaetuated-contact type, resistance-controlling, series and parallel contacts, pneumatic operating means therefor, an actuating system, and an electrically-operated valve controlled by the operating means of a resistance-controlling contact for rendering said actuating system inoperative as to said series and resistance-controlling contacts and operative as to said parallel contacts.

14. In a motor-controller of the separatelyactuated-contact type, resistance-controlling, series and parallel contacts, pneumatic operative means therefor, an actuating system and a maintaining system, an electrically-operated valve controlled by the operating means of aresistance-controlling contact for rendering said actuating system inoperative as to said series and resistance-controlling contacts and operative as to said parallel contacts, and means for rendering said maintaining system inoperative While said eleetrically-operated valve is being operated.

15. In a motor-controller of the separatelyactuated-eontact type, resistance-controlling, series and parallel contacts, pneumatic operative means therefor, an actuating system and a maintaining system, an electrically-operated valve controlled by the operating means of a resistance-controlling contact for rendering said actuating system inoperative as to said series and resistance-controlling contacts and operative as to said parallel contacts, and a relay for opening the circuit of the maintaining system While said electrically-operated valve is being operated.

16. In a motor-controller of the separatelyactuated-eontact type, resistance-controlling, series and parallel contacts, pneumatic operating means therefor, an actuating system, an electrically-operated valve controlled by the operating means of a resistance-controlling contact for rendering said actuating system inoperative as to said series and resistancecontrolling contacts and operative as to said parallel contacts, and a pneumatically-operated electrically-maintained switch for controlling said valve.

17. In a motor-controller of the separatelyactuated-contact type, resistance-controlling, series and parallel contacts, pneumatic operating means therefor, an actuating system, an electrically-operated valve controlled by the operating means of a resistance-Controlling through the actuating-coilof said electricallyoperated valve.

18. In a motor-controller of the separatelyactuated-contact type, resistance-centrelling, series and parallel contacts, pneumatic operating means therefor, an actuating system, an electrically-operated valve controlled by the operating means of a resistance-controlling contact for rendering said actuating system inoperative as to said series and resistancecontrolling contacts and operative as to said parallel contacts, a pneul'natically-operated electrically-maintained switch for controlling said valve, and a relay for momentarily opening the circuit of said maintaining systems While said valve is being operated.

19. In'a motor-controller of the separatelyactuated-contact type, resistance-controlling, series and parallel contacts, pneumatic operating means therefor, an aetuatingsystem, an electrically-operated valve controlled by the operating means of a resistance-controlling contact for rendering said actuating system inoperative as to said series and resistance controlling contacts and operative as to said parallel contacts, a pneumatically-operated electrically-maintained switch for controlling said valve, a relay for momentarily opening the circuit of said maintaining system while said valve is being operated, and a master controlling-switch for said maintaining system and the circuit through the actuating-coil of said valve.

20. In a motor-controller of the separatelyaetuated-eontact type, series and parallel contacts, pneumatic operating means and electric maintaining means therefor.

21. In a motor-controller of the separatelyactuated-contact type, series and parallel contacts, pneumatic operating means and electric maintaining means therefor, and an automatic valve for rendering said series-contact-oper ating means inoperative when the parallel contacts are operative and vice versa.

22. In a motor-controller of the separatelyactuated-contaet type, series and parallel contacts, pneumatic operating means and electric maintaining means therefor, and an automatic valve for rendering said series-contact-operating means inoperative when the parallel contacts are operative and vice versa, and means for rendering the maintaining means inoperative While the valve is moving from one position to another.

23. In a motor-controller of the separatelyactuated-contact type, resistance-controlling, series and parallel contacts, pneumatic operating means therefor, an actuating system, an

, the operating means inoperative as to the series contacts and then operative as to the parallel contacts, and means for controlling the maintaining system to render the maintaining system inoperative when said valve operates.

24. In a series-parallel motor-controller of the separately-actuated-contact type, pneumatically-operated contacts, a pneumaticallyoperated reversing-switch, a pneumatic actuating system, means controlled by the operat ing means of the reversing-switch for rendering said actuating system operative as to the series contacts, an automatic valve for rendering said actuating system operative as to the parallel contacts, and an electric maintaining system for the controller-contacts' 25. In a series-parallel motor-controller of the separately-actuated-contaet type, pneumatically-operated contacts, a pneumaticallyoperated reversing-switch, a pneumatic actuating system, means controlled by the operating means for the reversing-switch for rendering said actuating system operative as to the series contacts, an automatic valve for rendering said actuating system operative as to the parallel contacts, an electric maintaining system for the controller-contacts, and a master controlling device including a mastervalve operatively related to the reversingswitch-operating means and a master-switch connected to said maintaining system and the operating means for the automatic valve.

26. In a series-parallel motor-controller of the separately-actuated-contaet type, pneumatically-operated contacts, a pneumaticallyoperated reversing-switch, a pneumatic actuating system, means controlled by the operating means for the reversing-switch for renderingsaid actuating system inoperative as to the series contacts, an automatic valve for rendering said actuating system operative as to the parallel contacts, an electric maintaining system for the controller-contacts, a master controlling device includinga master-valve op eratively related to the reversing-switch-op-' crating means and a master-switch connected to said maintaining system and the operating means for the automatic valve, and a switch in the connection between the master-switch and the automatic-valve-operating means and operatively related to one of the controllercontacts for governing said automatic valve.

27. In a system of motor control, a plurality of motors, a motor-controller comprising a plurality of separately-actuated contacts including resistance-controlling contacts, pneumatic operating means for said contacts, means controlled by the contact-operating means for producing an automatic progressive action of said operating means, means controlled by the current in the motor-circuit for checking the automatic progression of the resistancecontrolling contacts, a pneumatically-actuated reversing-switch, two pipes connected to the operating means of the reversing-switch and contacts, and a master-controller for regulating the admission of compressed fluid to said pipes to control said reversing-switch and motor-con troller.

28. In a motor-controller of the separatelyactuated-contact type, a pneumatically-actuated contact with a retaining-coil therefor, said retaining-coil having insufficient strength to operate said contact, but suflicient to maintain it when operated.

29. In a motor-controller of the separatelyactuated-contact type, a plurality of pneumatically-actuated contacts, means for producing an automatic progressive action of said contacts, and a maintaining-coil for each of said contacts.

30. In a motor-controller of the separatelyactuated-contact type, a plurality of pneu m atically-actuated contacts, means for producing an automatic progressive action of said contacts, and maintaining-coils for said contacts connected in series.

31. In a motor-controller of the separatelyactuated-contact type, a plurality of pneumatically-actuated contacts, means for producing an automatic progressive action of said contacts, a maintaining-coil for each of said contacts, and a throttle-valve for cutting off the supply of air to said operating means to arrest the progression of the contacts without affecting said maintainingcoils.

32. In amotor-controller of the separatelyactuated-contact type, a plurality of pneumatically-actuated contacts, means for producing an automatic progressive action of said contacts, a maintaining-coil for each of said contacts, and an electromagneticallyactuated throttle-valve which arrests the progression of said contacts when the current in the motor-circuit rises above a predetermined value, but does not affect the maintaining-coil.

33. In a motor-controller of the separatelyactuated-contact type, aplurality of pneumatically-operated contacts, a source of compressed-fluid supply, connections between said source of supply and the operating means for said contacts and valves in said connections operated by each contact-operating means to admit compressed ii uid to the operating means of the contact next in advance to produce an automatic progression of said contacts, each valve being constructer to normally exhaust the operating means of the next contact in advance.

34:. In amotor-controller of the separatelyactuated-eontact type, resistance-control] ing, series and parallel contacts, pneumatic operating means therefor, connections between the series-contact-operating means and the resistance-controlling-contact-operating means,

connections between the parallcl-contact-opcrating means and said resistance-controllingcontact-operating means, and automatic means for rendering one of said connections inoperative when the other is operative.

35. In a motor-controller of the separatelyactuated-contact type, resistance-controlling, series and parallel contacts, pneumatic operating means therefor, connections between the series-contact-operating means and the re sistance-controlling-contact-operating means, connections between the parallel-contact-opcrating means and said resistance-controllingcontact-operating means, and an automatic valve for closing one of said connections, or the other depending upon whether the series or the parallel contacts are operated.

36. In a system of train control, each of a plurality of cars having a motor-controller comprising a plurality of separately-actuated contacts with pneumatic operating means therefor, means for producing an automatic progression of said contacts, electric maintaining means for said contacts, and a train system including a master-valve and a master-switch for controlling said pneumatic operating means and said electric maintaining means respectively.

37. In a system of train control, each of a plurality of cars having a motor-controller comprising a plurality of separately-actuated contacts with pneumatic operating means therefor, means for producing an automatic progression of said operating means, electric maintaining means for said contacts, trainpipes and train-wires connected to said operating and maintaining means, a master controlling device for connecting said train-pipes to a source of compressed-fluid supply and said train-wires to a source of current-supply, the arrangement of parts being such that the rate and extent of the automatic progression of said contacts may be controlled directly from said master controlling device.

38. In a system of train control, each of a plurality of cars having a motor-controller of the separately-actuated-contaet type, pneumatic actuating means for the contacts of the controller, means independent of said pneumatic actuating means for maintaining said contacts, and an actuating and maintaining train system for controlling said actuating and maintaining means.

39. In a system of train control, each of a plurality of cars having a motor-controller comprising a plurality of separately-actuated contacts, pneumatic actuating means for said contacts, electrically -operated maintaining means for said contacts, a pneumatic train system connected to said actuating means, and an electrical train system connected to said maintaining means.

40. In a system of train control, each of a plurality of cars having a motor-controller comprising a plurality of separately-actuated contacts, pneumatic actuating means for said contacts, electricallyoperated maintaining means for said contacts, a pneumatic train system connected to said actuating means, an electrical train system connected to said maintaining means, and a master controlling device located in any desired part of the car or train for controlling said actuating and maintaining means.

4C1. In a train-control system, each of a plurality of cars having a motor-controllcr comprising a plurality of separately-actuated contacts, pneumatic operating means for said contacts, means for producing an automatic progressive operation of said operating means, electric maintaining means for said contacts, a train system connected to said actuating and maintaining means including a master-controller, and means whereby the extent and rate of the progression of said contacts may be directly controlled from said master-controller.

42. In a train-control system, each of a plurality of cars having a motor-controller comprising a plurality of separately-actuated contacts, pneumatic operating means for said contacts, means for producing an automatic progressive operation of said operating means, electric maintaining means for said contacts, a train system connected to said actuating and maintaining means including a master-controller, and independently-operating means carried by each car for checking the automatic progression of the contacts on that car when the current in the motor-circuit rises above a predetermined value.

43. In a train-control system, each of a plurality of cars having a motor-controller comprising a plurality of separately-actuated contacts, pneumatic operating means for said contacts, means for producing an automatic progressive operation of said operating means, electric maintaining means for said contacts, a train system connected to said actuating and maintaining means including a master-controller, and a throttle-valve carried by each car for checking the progression of the contacts on that car without affecting the maintaining means.

at In a train-control system, a plurality of motor-cars each equipped with a motor-controller comprising a plurality of separatelyactuated contacts, a pneumatic actuating system for said contacts, including train-pipes and a master controlling-valve, and an electrical maintaining system for said contacts, including a train wire or wires and a master controlling-switch.

45. In a train-control system, a plurality of motor-cars each equipped with a motor-controller comprising separately-actuated resistance-controlling, series and parallel contacts, pneumatic actuating and electrical maintaining systems for said contacts including train connections and master controlling means, means for controlling the connections to the series and parallel contact operating means, and train connections therefor to said master controlling means.

46. In a train-control system, a plurality of motor-cars each equipped With a motor-controller comprising a plurality of separatelyactuated contacts, a pneumatic actuating system for said contacts including trainpipes and a master controlling-Valve, a series-parallel Valve for each motor-controller controlling the connections to the series and parallel contact operating means, operating means for said series-parallel valve and train connections therefor to said master controlling means.

In Witness whereof I have hereunto set my hand this 24th day of January, 1905.

CHARLES E. LORD. IVitnesses:

BENJAMIN B. HULL, HELEN ORFORD.