US815826A

US815826A - Train-control system.

Info

Publication number: US815826A
Application number: US22147504A
Authority: US
Inventors: George H Hill
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 1904-08-20
Filing date: 1904-08-20
Publication date: 1906-03-20
Anticipated expiration: 1923-03-20

Description

PATENTED MAR. 20, 1906.

G. H. HILL.

TRAIN CONTROL SYSTEM.

APPLIGATIQN FILED AUG. 20, 1904.

3 SHEETS-SHEET 1.

ml emfil? GEORGE H. HIL. by

No. 815,826. PATENTED MAR. 20, 1906. G. H. HILL. TRAIN CONTROL SYSTEM.

APPLIGATION FILED AUG. 20, 1904.

n 3 I3 g uil l5 l V/trlesses: /nvenior"r PATBNTED MAR. 20, 1906.

G. H. HILL. TRAIN CONTROL SYSTEM. APPLICATION FILED AUG. 20, 1904,

3 SHEETSSHEBT 34 Witnesses 7 fm UN ITED STATES PATENT OFFICE.

GEORGE H. HILL, OF SOHENEOTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

TRAIN-CONTROL SYSTEM.

Specification of Letters Patent.

Patented March 20, 1906.

Application filed August 20, 1904. Serial No. 221,475.

To a l/ whom it may concern.-

Be it known that I, GEORGE H. HILL, a citizen of the United States, residing at Schenectady, in the county of Schenectady and State of New York, have invented certain new and useful Improvements in Train-Control Systems, of which the following is a specification.

The present invention relates to systems of control, an more particularly to systems wherein it is desired to control the operation of the motors of a car or train from any one of several points upon the car or train.

In Patent No. 762,409, granted to me on June 14, 1904, there is disclosed a system of motor control applicable to a train of cars having independent motors and motor-circuits, the controlcurrent being in such case obtained from the source of supply for the particular car upon which the master-controller is located. The resistance adapted for insertion in the motor-circuit is divided into a number of sections each governed by a switch or contact, andthe arrangement of circuits is such that when the master-controller ismoved to its second series or second paral lel position the resistance-governing contacts are operated in automatic succession subject to the throttling effect of thecurrent in the motor-circuit of the particular car to cut out the resistance-section. If during the progression of theresistance-contacts the motorcurrent passes a predetermined safe maximum, the actuating-circuit for the contacts is opened, preventing any further elimination of resistance until the motor-current drops within safe bounds; but the resistance-contacts which have been already closed are not affected. If, however, there happens to be no current flowing through the motor-circuit and the control-circuit is energized, the entire resistance will be cut out progressively, exactly the same as if the motors were taking their normal current. Such an arrangement has been found to be objectionable under some. conditions of operation. For example,

in a system in which the motors on each of the l separate cars of a train are supplied with current through collector-shoes on that car it is evident that if after the resistance-contacts on the several cars have been actuated in the usual manner to cut out all resistance the collector-shoe or trolley on any one or more of the cars breaks connection with the third rail or with the trolley-wire, as may frequently happen at cross-overs, or if the current to the motors fails from any cause the resistance may remain cut out, and when connection is again made full line potential will be impressed on the motors with no resistance in circuit, rendering the equipment liable to se rious damage. A further instance in which damage has resulted by reason of the resist ance-contacts being energized nith no current flowing through the motors is where a train of cars is run from a siding or barn to the third-rail or trolley tracks, current being supplied by a cable hooked to the trolley or collector-shoe of one car. It is seen that the cable supplies current to the motors of one car and to the control-circuits of all the'cars, and when the master-controller is turned to start the motors on the car to which the ca ble is connected and to cause the automaticprogression of the resistance-contacts theresistance will be cut out of the local motorcircuits of all the other cars of the train, so that when their current-collecting devices engage the trolley or third rail, as the case may be, the previously-inactive motors are at once subjected to full line potential.

One of the objects of the present invention is to prevent the occurrence of damage in the manner described by rendering the means for cutting resistance out of a motor-circuit vinoperative except when the motor-circuit is energized.

It hap ens at times in systems of traincontrol t at by reason of local short circuits or other defects on an individual car of the train the return of the master-controller to.

its off position does not affect the control-circuit of the defective car sufficiently to interrupt the motor-circuit of that car and bring all contacts to their off positions. This of course places the train beyond the control of the motorman and may cause a serious accident by reason of the failure of the train to stop.

' A further object of the present invention is to lessen the danger of causing the motorman to losecontrol by reason of local defects by enabling the motorman to break the controlcircuits simultaneously at each car.

In a system of the separately-actuated con tact type interlocks must be provided to pre vent the progression of the contacts in in" proper order. It is usual to connect to 5 number of the main contacts auxiliar con.- tacts or switches, movable therewit and through which the energizing-circuits for some of the contacts pass. l

In one of its aspects the present invention contemplates a novel contactor construction cordance With the present invention and adapted to form one unit of a train system.

Fig. 2 shows a train of two cars equipped in accordance with the present'invention. Figs. 3, 4, and 5 are respectively front elevation, side elevation, and plan of the cut-out switch. Fig. 6 is a cross-section taken through a set of contacts on the cut-out switch. Figs. 7 and 8 are views. showing details of the cut-out I switch. Fig. 9 is a cross-section of my improved. main and interlocking contact device;

and Fig. 10 is a front elevation thereof, show- Y in the interlocking contacts.

'1 "1 Ta d R ,controlling resistances R to R a contact S, which connects the motors in series; conimilar reference characters will be used throughput the drawings and specification to indicate like parts.

Referring to Fig. 1, M and M represent the two motors of a car e uipment. C indicates a motor-controller o the separately-actuated'contact t e, including line-contacts resistance-contacts R to tacts P and P, which make the parallel connections for the motors; contact B, which serves to complete a bridge connection about the-series contact and the resistances before the series contact is broken in changing from series to parallel,' and the throttling and checking relay 0, which limits the rate of automatic progression of the resistance-contacts. RS is the reversing-switch for determining the direction in which current passes throughthe motor-armatures. K K are master-controllers at opposite ends of the car, the controller K being shown in developed form. T is the trolley or other source 0 current-supply. X and X are switches arranged in the control and main circuits. 1, 2, 3, f1, and 5 are train-control wires connecting the master-controllers in parallel to the local control-circuits of ,the several cars of the train,the se wires havin suitable couplings f at their respective en s,.whereby con-' nection between cars is made. The parts and arrangement of parts just described may have any desired or usual form, since ,theythemselves form'no part of the present inof the present invention vention except as will be hereinafter pointed out. w

One of the features of the present invention resides in the relay Q, whic -is controlled by current in the motor-circuit and which in.

turn controls the actuating and maintaining circuits of the resistance controlling contacts, thearrangement being such that when at their relay; but when the motor-circuit is energized current will flow through the coil of the relay, causing it to complete the actuating and maintaining circuits ofthe resistance-contacts. It is thought that the oper ation of this relay will be more fully understood in connection with a description of the to contacts 3 and'2 and from thence through the movable contacts of the controller to

contacts

2 and 4*. From contact 4* a circuit may be traced through train-wire 4, wire 40, and cut-out switch U, to be hereinafter de scribed, to 'coil w of the reversing-switch, and if the reversingswitch is in a position other than its forward position current willlpass from the magnet w, throu h finger w finger -'w upper contact of inter ock t, to ground.

Electroma not w is thereupon energized, throwing the switch to the position shown, whereupon the exciting-circuit of the magnet is broken at finger w and a new circuit is established throughfingerw and the actuatingcoils of contactsT, T T and T toground,

thereby closing contacts T to T. A second circuit may be traced from contact 2 of the master-controller through train-wire 2, wire 20, the cut-out switch U, the up or contact of interlock p, the actuating-coil of contact S, lower contacts of interlock t, which are now-, closed, through contacts 6 upper contacts of interlock 1?, upper contacts of interlock 1*, upper contacts of interlock r upper contacts of interlock 1 to ground, thereby energizing coil of contact. S and completing the motor-circuit :as follows from trolley T, throu h switch X, contacts T and T contact throttling-coil 0 of relay 0, contact o of the reversin -switch, armature of motor M, contact 'v o the reversing-switch, field of motor M, resistance-sections R R "R" R,'contact S, resistance-sections R R R contact T, contact h) and v of the reversing-switch, armature of motor-M contact o of the reversing-switch, field of motor Ma to ground. The motors are therefore no current flows in the motor-circuit the re- 'sistance-controlling circuits are interrupted contact connected across the line in series and in series with all resistance. 7

Upon moving the controller to its second position namely, to that in which line b b coincides with the line of fixed contacts-a further circuit is completed through contact 1 train-wire 1, wire 10, cut-out switch U to the contacts controlled by the relay 0, thence through checking-coil 0, the lower contact of interlock s, the upper contact of interlock 1*", contact q, actuating-coil of contact 1", upper contacts of interlocks 1' r r", to ground. From the circuit connections above traced it will be apparent that if no currentis flowing through the motor-circuit and the control-circuits are energized from a separatesource ot current-supply main contacts T to T and contact S will be closed and that if relay Q, were not interposed the resistancesctions would be automatically and progressively cut out of circuit in the manner described in my patent above referred to. The energizing-circuit for the resistance-contacts, however, passes through cont act 9 of the relay Q, so that it is impossible to operate the resistance-controlling contact-s unless the contact (1 is closed. As illustrated in the drawings, the actuating-coil of relay Q is connected to the n'iotorcircuit at a point between the line-contacts T and T and to the ground.

As soon, therefore, as line-contacts T and T are closed current is free to flow from trolley through the line-contacts directly to the coil of relay Q to the ground, energizing the coil and closing contact g; but if the trolley on the car in question is receiving no current the relay will not be energized, and therefore the energizing-circuit for the resistance-contacts will remain broken, thereby preventing the cutting out of resistance from the motor-circuit when the motor-circuit is inactive. The further operation of the system on any carron which the trolley is energized is as follows: The completion of the circuit last traced through the actuating-coil of the contact R causes this contact to be actuated, cutting out resistance-section R". The current in passing through coil 0 energizes it and breaks the actuating circuit. of the coil, which operates contact R. A second circuit has, however, been established before the complete closing of contact Rnamely, the circuit passing through the actuatingcoil oi contact S is broken at the upper contact of interlock r andis reestablished through the lower contacts-0t this same interlock, contact q, through the actuating-coil of R. upper contacts of interlocks 1' r 1", to ground. This latter circuit is the maintaining-circuit or contact R and also for the remaining in uscance-contacts. This cir uit, it will be seen, also passes through ontacts (1 of relay Q, so that not only is it impossible to actuate the resistance-contacts when no current is flowing in the motor-circuit, but it is also impossible to maintain in have been previously operated, thereby providing an effective sate-guard against cutting out any or all resistance from the motor-circuit except when the motors are actually be ing accelerated.

The relay 0 is actuated with each of the resistance-controlling contacts and in case the current in the motor-circuit rises above a predetermined maximum is maintained in its. open-circuit position until the current drops to its normal value, as explained in my prior application, Serial No. 175,176, filed-September 30, 1903. W'hen relay 0 again closes, a circuit is establishedas before through the lower contact of interlock s; but now instead of passing through the upper contact of interlock r the current passes through the lower contact of the interlock, then through the upper contact of interlock r actuating-coil of contact R actuating-coil of contact R upper contacts of interlocks r r, to ground. Contacts R and R are thus closed, cutting out additional resistance-sections R and R As in the case of contact R closing of contact R breaks the actuating-circuit at the upper contacts of interlock 7' and establishes a maintaining-circuit at the lower contact of interlock r this being the maintaining-circuit for contact R which now instead of passing through interlocks to the ground passes through actuating-coil of contact R actuating-coil of contact R upper contact of interlock 1, upper contact of interlock r, to ground, thereby maintaining contacts R and R closed. In this same manner (subject to the checking action of coil 0 and the throttling action of coil 0) resistance-sections R and R and R and R are progressively cut. out.

Itwill be seen that when the contact R is closed an actuating-circuit similar to the acmating-circuits for the resistance-contacts is established at the lower contacts of interlock r through interlock b actuating-coil of contact B, interlock p to ground, thereby closing contact B. As We have seen, the energizing-circuit for the series contact S and the.maintaining-circuit for the resistancecontacts passes through interlock b and therefore upon the closing of contact B the coils of the series and resistance-contacts will be deenergized, permitting these contacts to open. The prior closing of contact B has, however,established a complete circuit between the motors and around the resistancesections, so that the motor-current is not interrupted nor is the resistance reinserted during this operation.

l Upon moving the controller to its third position-namely, that in which the line 0 c registers with the line of fixed contacts a further circuit may be traced through contact 3 to train-wire 3, wire 30, cut-out switch U, up-

closed position the resistance-contacts which i per'contacts of interlock s, actuating-coil of to ground. Contacts P and P are therefore closed, connecting the motors in parallel.

. The closing of contact p breaks the circuit of bridging-coil at contact pfi'therehy cans-- the ing contact B to open and removing the bridge about the resistance. The opening of contact B breaks the actuating-circuit for the parallel contacts at b but previously 'namely, upon the closing of contact Ba.

shunt is established about .the contactl) by means of the auxiliary contact 1). 'The motor-circuit when the controller is in its third osition is' as follows: trolley T, switch X, iine-contacts T and T contact T throttlecoil 0, contact '0 of reversing-switch, armature of motor M, contact 1), fieldof motor M, resistance-sections R to R, contact P, to ground.- Afurther circuit is established from contacts T and T to contact P, resistancesections R to R contact T reverser-contacts v and v armature of -motor M contact v field of motor M to ground;

On moving controller K to its final positionnamely, that in which the line d d coincides with the line of fixed contacts-the acmating-circuit for the resistance-contacts will again be established at contact 1 and automaticprogression of theresistance-contacts takes place as before, contact R being closed first and thencontacts R and R R and R, .R and R, as before, until finally the motors remain connected in parallel with no resistance in circuit. During this latter progression of the resistance-contacts the circuits, as before, pass through the contact. 9 of the relay Q, which must be energized before the re s'istance-contacts can be closed or held closed.

For reversemovements of the car or train the controller is provided with but two running positions a and b In order to reverse, the controller is first inoved so that the line a a coincides with the fixed contacts. Instead of contact e being energized asbefore contact 5* will be first energized, and a circuit will pass from-this contact to train-wire 5,

wire 50, to cut-out switch U, to magnet w of the reversing-switch, throwing the reversingswitch in the opposite direction and reversing the direction inwhich the current passes through the armature of-the motors Othcrwise the circuits in the first and'also' in the second .running position for reverse movement are-the same as the correspondin circuits during the. forward movement 0 the train.

Anbther feature of the present invention resides in the cut-out U, which is arranged between the motor-controller and reversing,

switch and the train-wires. This switch consists of a cylinder provided with a seriesof fixed contacts 24,, adapted to engage with-corresponding members of two series of that when the contacts at are in engagement with the contacts u and UP, as illustrated in Fig. 1, the controller connections between the train wires and the controllers C and RS are completed; but upon moving the cylinder cut-out cylin er is in the position illustrated but the cylinder'is held against rotation by means of a stop U, which engages an arm U projecting from the cylinder shaft. This stop forms part of or is actuated by the core of an electroma et U which when energized releases the cyhnder and permits thespring 16 to return it to its ofi position. Inorder thatthecut-Out switches of all the cars may be actuated simultaneously, 1 have provided an additional train-wire.6,'which is connected to the upper contact-u, of the cut-out switch by means of thewire The corresponding contact a is connected to one terminal of the coil of the eleotromagnet U the other terminal of which is grounded.

It is ap arent that whenwire 6 is energized whether intentionally or. by reason of the grounding of the control-wires or from other cause, the electroinagnet U will be ener- 'gized,:causing the several cut-out switches to be thrown and isolating the control-circuits of each car. Manually-operated switches U are placed near the master-controllers and .serve to connect the train-wire to thetrolley.

The motorman may'at any time, therefore, cut out the control cireuits of all the cars or the train by sim ly closing the local switch U". Any suitable means may be. provided for returning the switches; to their operative positions, or they may be returned manually.

A preferred form of cut-out switch U is illustrated in detail in Figs. 3 to 8. .It consists of aslab of insulation 11 ,having secured thereto end

lates

12 and 13,"whicn form bearings for t e shaft 14 of cylinder 15. On the cylinder 15 are mounted the contacts a, which are adapted to engage with the fixed contacts u and 11?, and in order to provide suitable insulation between the series of contactsthe cylinder 15 may be made of insulating material within which the contacts at are embedded.[ Suitable insulation isprovided for he fixed contacts'by mounting them upon he slab 11. nals for receiving, respectively, the end of -wires 10', 20, 30, 40, 50, and 60 and the con nections to the local control-circuits and the trip ing-magnet. The parts are illustrated in t eir off position in Figs. 3 to 7, namely, with the contacts broken. A spring- 16, housed in a cap 17, fastened to .or forming part of the shaft 14, is secured at one end to said cap, as shown dotted lines at 18 inFig.

u" and a are termi- 4, and at its other end engages with'end plate 12 at 19. When the cy inder is turned from its off position, the spring 16 is placed under tension, and when free to do so returns the cylinder to the off position. Secured to the upper end of shaft 14 isan arm 21, having .ashoulder 22 near its outer end, said shoulder extending radially along the arm. A

catch 23-is pivotedupon the end plate 12 in such position that when the arm 21 is turned until the catch 23 drops behind the shoulder b 22 the switch is inils circuit-closing position and is soheld against the tension of the spring by means of the catch The electromagnet 24, whose circuit is closed throu h the upper set of contacts, is mounted within a suitable bracket 25 adjacent the catch 23 and has a pin26 extending from its core 27 through an elongated slot 28 ,in the catch. Upon energizing the coil of magnet 24the catch is tripped, releasing the cylinder and permitting the spring to throw it quickly to its oil position, interrupting the control-cirwits and the tri ping-magnet circuit. spring 29 surroun s the core of the magnet, preventing the catch from being jarred out of position. A thumb-lever 31 onthe arm 21 enables the operator to return the cut-out cylinder to its operative position after it has perative that the series been tripped. The catch 23 is provided with an arm 32, whereby it may be tripped man- ;ually in order to cut outa single car without affecting the others.

In, Figs. 9 and 10 have shown in detail 'a main contact and its interlocks, the particular contact represented being the brid ing contact B. As we have seen, the circuit of the actuating coil broken at b when the bridging contact is closed. Since the object of the brid ing con-' tact is to prevent the interruption o the motor-circuits during the change in the motor connections from series to parallel it is imcontact be not opened until the bridging contact has been closed. Also the actuating-circuit of contact B is broken at b when the contact is closed, 'and it is necessary that the actuatingcircuit of the bridging contact'shall not be roken before contact is completed in order that the weaker maintaining-current need only operate to maintain the contact its closed position. Furthermore, the maintaining-circuit must be completed at b before the --actuating-ci'rcuit is broken at b.

. The mechanism illustrated provides in a simple and compact construction, easily inspected and repa red, means for accomplishing the above results. tion serves equally well for the other main contacts having interlocking contacts subject to such changes as will be obvious from the diagrammatic contact arrangements shown in Fig. 1.

magnet, suitably supported within a frame 2 may require.

7 the other end thereof of the series contact is fully "The circuit of the This same constructact B is thereby closed, but

1 1 is the coil of the electro-.

and provided with a core 3. The fixed member 4 of the contact B is mounted upon an insulating-support 5, secured to the frame at one side of the electromagnet. On the opposite side of the magnet and mounted on a similar support 6 are the fixed contacts 1), b b and b, projecting laterally from the su port. The movable member 41 of contact% is carried by the core 3 at 8 and supported at its other end y a curved leaf-spring 9. As the .core

moves upwardly or downwardly contact B is respectively closed or opened. The movable contact members b b3", b andb? consist of disks of copper or other ood conductingv material'provided with hu s' of insulating material molded thereon. These disks are assembled upon a rod 10, which passes loosely through the hubs of the disks. Col lars 1 1, 12, 13, and 14 on this shaft serve as stops for limiting the movement of the disks aivay from each other. A coiled spring 15 surrounds the shaft 10 and. bears against the hub of disks b" and b, respectively, nor- -mal'ly holding them against the stops 11 and 12, but permitting t em to move toward eachother and enabling them to move slightly out of parallelism to each other, asv occasion The lower end of'rod or'shaft 10 is secured to one end of a lever 17, pivoted at 18 by means of a double hinge-jomt, and

passes through a guidebearin in a bracket 23. second lever 19, privota ly secured to the core 3 at 8 and to the ame 2 at 20, is provided with a hook 21-, engaging with a pin carried by lever 17. Consequently the movements of the core are transmittedto shaft 10, but reversed in direction. 'Inthe positions of the parts illustrated the contact B is closed, and similarly contact I) in the maintaining-circuit of'coil 1 and contact 6 in the actuat1ng-circuit of the parallel contacts are also closed, while contacts b and b in the actuating-circuits of coil 1 and the series coil, respectlvely, are open. series coil, and which is broken at contacts 5, operates on full potential, and in order to disrupt any arcs which may be formed at these contacts-I arrange a blow-out .coil adjacent thereto and provide deflecting-plates 32, whereby any incipient arc is blown outwardly and away fromadjacent contactors.

The operation of the switch is as follows: Assume contact B open and contacts I) and I) closed. The actuatingcircuit of coill passing through contact I) energizes this co.'l and causes the core 3 to be somewhat before the core reaches the limit ofits movement, due to the manner in whicharm 7 is supported. Also, by reason of'the sprin s 15 and 16,

the opemng of contacts I) and 'is delayed until contact B is closed'and until the contacts b" and b' are likewise closed; but the one end of an arm 7, pivoted to drawn up. Confinal movement of the c re brings the-

collars

12 and 14 into engagement with disks b and I) and moves them away from their respective fixed contacts, at the same time compressing the

springs

15 and 16, as illustrated. This operation permits the actuating-circuit of contact B to remain effective until after contact 13 is completely made and the maintaining-circuit therefor established through contact 1). Furthermore, the circuit of the series coils is not broken at 1) until after contact B is closed. Upon def-Energizing coil 1, by reason of energizing the parallel contacts, and thereby breaking the maintaining-circuit of coil 1, breaking of contact at b is similarly delayed until contact B is fully opened, ing sufficient time for the parallel con tacts to become closed and establish their n|uintaintug-circuit before the actuating-circuit therefor is broken at'b lVhile I have described specific embodiments of the several features of my invention in detail in order to clearly explain the principles andmodes'of operation of the various features, Ido not desire to limit the present invention to the particular details illustrated further than is indicated in the a pended claims, for in the. broader aspects t ie present invention may be embodied in various forms; p

\Vhat I claimasnew, and desire-to secure by :ette'rs Patentlof the United States, is-

s 1. In a system of train control, a train wire or Wires, a control-circuit on each of a lurality ofcars normally connected to sa. train wire or wires, and means controlled from a sin le point upon the train for simultaneously breaking the connection between said train wire or wires and said circuits.

2. n a system of train control, a train wire or wires, a control-circuit on each of a plurality of (.ars, a master-controller for energizing said trfin wire or wires and said circuits, and means for simultaneously interrupting the connections between said train wire or ,wires and said circuits.

3. In a system of train control, a train wire or wires, a control-circuit on eachof a plurality of cars, a master-controller for connecting'said train wire or wires and said circuits to a source of current-supply, and means controlled from a single point on the train for simultaneously interrupting the connections between said train wire or wires and said circuits.

4. In a system. of train control, a train wire 01" wires, a control-circuit on each of a plurality of cars normally connected to said trainwire, a master-controller for energizing said train wire or wires and said circuits, and means controlled from a single point on the train for disconnecting said circuits from said train wire or wires. i

In a system of motor control, a plurality of motors or groups of motors, a controlcircuit for each ofsaid motors, or groups of motors, 'a master-controller, electrical connections between said master-controller and each of said control-circuits, and means independent of the master-controller for simultaneously interrupting the connections between said master-controller and said controlcircuits. v

6. In a system of train control, a train wire or wires, a control-circuit on each of a plurality of cars, a master-controller, a switch between each control-c'ircuit and said train wire or wires, and means for simultaneously opening all of said switches.

.7 l In a system of train control, a train wire or wires, a control-circuit upon each of a plurality of cars, a master-controller, an electro magnetic switch between each of said control-circuits and said train wire or wires, and means located at a single point on the train for energizing said switches.

8. In a system of train control, a train wire or Wires, a control-circuit upon each of a plurality of cars and connected'to said train wire or ,wires, a master-controller for energizing and denergiz ng said train wire or wires and said control-circuits, and additional means for-simultaneously denergizing said controlcircuits. I

9. In a system of train control, a train wire or wires, a control-circuit upon each of a plurality of cars and connected to said wire or wires, a master-controller for energizing and deenerglzing said control-circuits, and additional means controlled from a single point to the train for denergizing said control-circults.

10. In a system of control, a plurality of motors or groups of motors, motor-controlling devices for each of said motors or groups of motors, a master controlling device, and

means for rendering said master controlling device inoperative asto said motor-control ling devices whenever the corresponding motors or groups of motors are denergized. v

11, In a system of control, a plurality of motors or groups of motors, independent circuitsfor said motors, local controlling devices for said motors or groups of motors, a source of current-supply, a m aster-controller for connecting said controlling devices to said source of current-supply, and means for rendering said controlling devices inoperative whenever the corresponding motor-circuits are denergized.

12. In a system of motor control, a plurality of motors or groups of motors and C11- cuits therefor, a speedcontrolling device for each of said motors or groups f motors, a

master controller, controlling circuits for sald speed-controlling dev ces connected in parallel to said master-controller, and means for rendering said controlling-circuits ino 5 of motors, normally open switches governing motors erative whenever the corresponding motorof current-supply, a motor-circuit connected thereto, a speed-controlling device for said motor, a control-circuit for said speed-controllin device, and-means for rendering said contro circuit inoperative whenever said motor-circuit is denergized.

14. In a system of motor control, a plurality of motors or groups of motors, separate speed-controlling devices therefor, separate control-circuits for said speed-controlling devices, a master-controller, and means for interrupting said control-circuits whenever the corresponding motor-circuits are interrupted.

15. In a system of control, a plurality of motors or groups of motors, a speed-control ling device for each motor or group of motors, actuatingcircuits for said speed controlling devices, a sourceof current-Sn ply, a master-controller for connecting said actuating-circuits to said source of current-sup ply, and means for interrupting said actua ting-circuits Whenever the corresponding motors or groups of motors are'denergized.

16,, In a system of control, 'aplurality of motors or groups of motors, a speed-controlling device for each motor or cup of motors, maintaining-circuits for said speed-controlling devices, a source of current-supply, a master-controller for connecting said maintaining-circuits to said source of current-supply, and means for interru ting said maintaining-circuits whenever t e corresponding motors or groups of motors-are denergized.

17. In a system of control, a-plurality of or groups of motors, a speed-controlling device for each motor or group ofmotors, actuating and maintaining circuits for said speedcontrolling devices, asource of cur rent-supply, a master-controller for connecting said actuating and maintaining circuits -to said source of current-supply, and means for interrupting said actuating and maintaining circuits whenever the corresponding motors or groups of motors are deener ized.

18. In'a system of control, aplurahty ofmotors or groups of motors, speed-controlling devices' -for each of said motors or groups said speed-controlling devices, actuating-circuits for said switches, a master-controller ,for connectingsaid actuating-circuits to a source of current'-' supply, and a switch in each of said actuating; ircuits arranged to be closed by current in't 'e corresponding motor or grou of motors. 1

19. n a system of control, a plurality of motors or groups of motors, speed-controlling devicesforeach of said motors or groups of motors normal] open switches overmng said 'speed-control ng devices, maintainingcircuits for said switches, a master-controller for connecting said maintaining-circuits to a source of current supply, and a switch in each of said actuating-circuits arranged to be closed by current in the corresponding motor or group of motors.

20. In a system of motor control, a plurality of motors or groups of motors, and circuits therefor, a resistance for one of said motors or groups of motors, a controlling-circuit' for said resistance, and means for rendering said controlling-circuit inoperative whenever the corresponding motor-circuit is interrupted.

21. Ina system of motor control, a source of current-supply, a motor-circuit connected thereto, a resistance for said motor, a control circuit for said resistance, and means for rendering said control-circuit inoperative whenever said motor-circuit is deenergized.

, 22. I In a system of motor control, a pluralvi tyvofmotors or groups of motors, separate "resistances therefor, separate control-circuits for eliminating said resistance from the re spective motor-circuits, a master-controller, and means for interrupting thecontrol-cir cuitswhen the corresponding motor-circuits are interrupted. i

23. In a system of motor control, aplural- I 'ity of motors or groups of motors, a resistance for each motor or groups of motors, a control-circuit for each of said resistances, separate circuit connections between the source of current-supply and each motor or groups of motors, and means for interrupting I the said control-circuits when the corresponding circuitconnections to 'the source of cur rent-su ply are interrupted.

24. n a system of motor control, a motorcircuit, a source of current-supply, a resistance'for said motor-circuit,'a control-circuit for said resistance, and means for'rendering said control circuit inoperative whenever the current in the motor-circuit is interrupted.

25.. In a system of motor control,a plural-- ity of motors or groups of motors, a separate connection to the source of current snpply for each motor or groups of motors, resistances for said motors, independent controlcircuits for each of said'resist ances, a master- .controller 'for controlling the supply of cur rent to said control-circuits, and means operative upon the interruption'of current to any one of said motors or groups of motors for rendering the corresponding control-circuit inoperative. I

.26. In a system of motor control, a motorcircuit, a series of resistance-sections together with a series of contacts for introducing the resistance-sections in and eliminating them from the motor-circuit, a control-circuit inclu means for causing automatic progression 0 said resistance-governing contacts,

and means for rendering said control circuits inoperative when no current is flowing in the motor-circuit. n

27. In a system of motor control, a motorcircuit, a resistance, a control-circuit for cutting said resistance out of the motor-circuit,

a source of current-supply, and means for in terrupting the control-circuit when said source of current-supply is deenergized.

28. In a system of motor control, a motor or groups oiimotors on each of a plurality of cars, resistances for each motor or groups of motors, a motor-controller on each car i1 [eluding controlling-circuits for connecting the motors of that car to the corresponding current-collecting device and for varying the amount of resistance in the motor-circuit, a normally open switch ineach resistance-controlling circuit for rendering it inoperative, and means controlled by the respective motor-currents for closing said switches.

29. In a system of train control, a motor or groups of motors on each of a plurality of cars, resistancesfor said motors, local control-circuits on each car including circuits for connecting the motor or motors of each car to the corresponding current-collecting device and control-circuits for said resistances, train-lines connecting the several control-cir cuits, a master-controller for controlling thesupply of current, to saidtrain-lines, and means controlled by the motor-currents for rendering corresponding resistance -control circuits operative.

30. An electromagnetic switch, comprising an electro'magnct, fixed contact members arranged on opposite sides and between the ends thereof, cooperating movable contact members, and operative connections between said movable contact members and the core ing devices within each pair of IDOVtLblGCOIlr tact members/ i 32. A contact member comprising a rod, a plurality of contacts arranged in pairs loosely mounted thereon, and insulated therefrom, stops for limiting the separating movement of the contacts of each pair, and a spring between the contacts of each pair for holding them against said stops.

A contact member comprising a rod, a pair of metallic disks provided with hubs of lnsulating material, said rod passing loosely through the hub of the disks, stops on the .rod

for limiting the movement of the disks away 6 5* from each other, and a spring between the hubs of the dlsks, whereby the disks are normally held in parallelism against said stops but are enabled to move out of parallelismand toward each other.

34. An electromagnetic switch comprising anelectromagnet, fixed main and auxiliary 'ries of contacts arranged in pairs and adapted to cooperate with said fixed auxiliary contact members, a pivotally-suppo'rted lever'connected to the core of the electromagnet, and an operative connection between said lever and said rod. I

35. An electromagnetic switch comprising an electromagnet, a main contact member operatively connected to thecore thereof, an auxiliary contact member comprising .a rod, a plurality of contacts arranged in' pairs loosely mounted thereon and insulated therefrom, together with means for yieldingly positioning the contacts upon said rod, an operative connection between said rod and the core of the electromagnet, and fixed main and auxiliary contact members. I

36. An electromagnetic switch comprising an electromagnet, a main contact member operatively connected therewith, an auxiliary-contact member comprising a rod, a plurahty of contacts yieldingly mounted thereon and insulated therefrom, a lever pivoted to said electromagnet, an. operative connection between said lever and said rod; and fixed main and auxiliary contact members.

37. An electromagnetic switch, comprising an electromagnet, a movable main contact yieldingly supported and pivoted to said electromagnet, an auxiliary movable contact member comprising a rod, a series of contacts yieldingly mounted thereon and insulated therefrom, a pivoted lever pivotally connected to said electromagnet, an operative connection between saidlever andsaid rod, and

fixed main and movable contact members.

38. An electromagnetic switch comprising an electromagnet, a movable main contact member operatively related thereto, a mov-' able auxiliary contact member comprising a rod," a series of contacts yieldingly mounted thereon and insulated therefrom, anoperative connection between said rod and said electromagnet, and fixed main and auxiliary contact members, the arrangement of theparts being such that the opemng of some of auxiliary contacts is delayed until after the vmain contact has been opened.

' '39. An electromagnetic switch comprising "an electromagnet,a movable n'iain contact member operatlvely related thereto, an auxiliary movable contact member comprising a .rod. a series of-contacts yieldingly mounted IIO thereon and insulated therefrom, an opera- I In witness whereofI have hereufito set my fi e Connecig; lgatween said roqllpnd electrohand this 19th day of August, 1904" magnet, an e main and am mry cont lct members, the grrangelpent of parts bemg HILL{ 5 such that certaln of sand auxiliary contacts WltnesseS:

are closed previously tothe opemng of cer- BENJAMIN B. HULL,

v min-other contacts. F HELEN ORFORD.