US823196A

US823196A - System of train control.

Info

Publication number: US823196A
Authority: US
Inventors: August Sundh
Original assignee: Individual
Current assignee: Individual
Priority date: 1905-03-16
Filing date: 1905-03-16
Publication date: 1906-06-12
Anticipated expiration: 1923-06-12

Description

No. 823,196. PATENTED JUNE 12, 1906. A. SUNDH.

SYSTEM OF TRAIN CONTROL. APPLIGATION FILED MAR.16.1905. RENEWED DEO.4,1905.

7 SHEETS-SHEET l.

U U [1 U U U U UUUUDUEI [I] U U U U U 1: 3 20;

WITNESSES: z

INVENTOR ATTORNEY PATENTED JUNE 12, 1906.

A. SUNDH.

SYSTEM OF TRAIN CONTROL. APPLIOATION TILED MAR.16, 1905. RENEWED DEG,4,1905.

IWIII\I\W V vv w wh m .un

1\T0.823,196. PATENTED JUNE 12, 1906. A. SUNDH: SYSTEM OF TRAIN CONTROL.

APPLICATION FILED MAR.16. 1905. RENEWED DEC. 4. 1905.

7 SHEETS-SHEET 3.

WITNESSES:

ii @6752 BY PATENTED JUNE 12, 1906.

A. SUNDH: SYSTEM OF TRAIN CONTROL.

APPLIGATION FILED MAR.16.1905

RENEWED DEG-4,1905.

7 SHBETSSHEET l.

INVENTOR ATTORNEY No. 823,196. PATENTED JUNE 12, 1906.

A. SUNDHS SYSTEM OF TRAIN CONTROL.

APPLICATION FILBDMARJfi. 1905. RENEWED DEC. 4, 1905.

7 SHEETS-HEET 5.

ELM

I will!!! i" MW i WW4 M W WITNESSES: 5 4; INVENTOR S efififi y No. 823,196. PATENTED JUNE 12, 1906. A. SUNDH. SYSTEM OF TRAIN CONTROL.

APPLICATION FILED MAR.16, 1905. RENEWED DEC. 4, 1905.

7 SHEETSSHEET 6.

42 53 35/7 86 A as WiTNESSES: r I INVENTOR fi/fi M ATTOR N EY No. 823,196. PATENTED JUNE 12, 1906. A. SUNDH. SYSTEM OF TRAIN CONTROL.

APPLIGATION FILED MAR.16. 1905. RENEWED DEC. 4, 1905. 7 SHEETS SHEET INVENTOR WITNESSES:

ATTORN EY UNITED STATES PATENT oEEIoE.

Specification of Letters Patent.

Patented June 12,1906.

Application filed March 16, 1906. Renewed December 4, 1905. Serial No. 290,176.

To all whom it may concern: v

Be it known that I, AUGUST SUNDH, a citizen of the United States, residing at Yonkers, in the county of Westchester and State of New York,'haveinvented certain new and useful Im rovements in Systems of Train Control, of which the following is a specification.

My invention relates to an improved system of control for electric trains; and its object is to provide a simple and efiicient system whichwill overcome some of the difliculties in the systems now in use.

I will describe my invention in the following specification and point out the novel features thereof in claims.

Like characters of reference designate correspglnding parts in all of the drawings, of

Figure 1 is a side elevation of parts of two railway-cars with certain parts broken away and with m invention applied thereto. Fig. 2-is a side e evation showing a train comprising two motor-cars and an idle car or trailer between them with my invention applied to the train. Fig. 3 is a side elevation of a masterswitch. Fig. 4 is a similar view of the same switch with its handles taken off and its cover removed. I Fig. 5 is a plan view of a detail of one of the masterswitches. Fig. 6 is a sectional view of a master-switch, the section being taken through'the line A B of Fig. '3. Fig. 7 is an end view of my electromagnetic actuating device or actuator connected to an ordi nary electric car-controller. Fig. 8 is a side elevation, artly in section, of a part of this actuator, s owing a series of actuating magnets or solenoids; and Fig. 9 is a plan-view of the controller and its connected actuator. Fig. 10 is a vertical section of a special twopart relay, and Fig. 11 is a horizontal section of the same device. Fig. 12 shows diagrammatically a preferred s stem of wiring for two motor-cars. Fig. 13 1s a detail of a part ofthe actuator.

Like characters of reference designate corresponding parts in all of the figures.

10 designates a railway-car, 11 its wheels, and 12 the track over which it is adapted to run.

13 is a third rail or power-rail on which collector-shoes 14 run.

- 20 20 designate electric motors, which are connected by suitable gearing 16 to drive the wheels 11.

50 designates a master-switch, which com= prises a reversing-switch 51, which may be manually operated by means of a hand-lever 52, and a controlling-switch 53, which may be manually operated by means of a handlever 54. The hand-lever 52 of the reversin switch is rigidly attached to a shaft 52, whic carries on it a lookin -cam 52 and a switcharm 52. The switc -arm carries on it two insulated brushes 1 and 2, which are connected together by an electrical conductor 3 and are adapted to span and to electrically connect a stationary contact 51 with either the stationary contact 51 which they do when the parts are in the position shown in Fig. 4, or with the stationary contact 51, which they will do when the switch-arm is moved over to the right.

The hand-lever 54 of the controllingswitch is rigidly attached to a shaft 54*,

which extends tothe back of the masterswitch and'which carries at its rear end a plate 54 which is rigidly attached to the shaft 54:. One end of a spiral spring 55 is attached to this plate at 55 and the other end of this spring is attached at 55 to a sleeve or collar 56, which is mounted upon and attached to another sleeve 57, so that the two move together. The sleeve 57 carries on it a switch-arm 57 and a cam 57 These may be made integral parts of the sleeve 57, as shown in Fig. 6, if desired. The switch-arm carries

insulated brushes

4 and 5, which are electrically connected by means of a conductor 6. The brush 4 is adapted to bear upon and make electrical connection with a circular contact piece 53 and through the conductor 6 and the other brush 5 to make electrical connection between this circular conductor and any desired one of a series of stationary contacts 53", 53, 53, Y

53 53*, or 53, according to the position of the switch-arm 57". The various stationary contacts of the reversing-switch and of the controlling-switch may be mounted u on a base 58 of slate or other suitable insu atmg material.

The inner edge of the collar 56 isrnade 1nto the form of gear-teeth 56, so that it forms a gear or pinion, which meshes with a rack 56*, to one end of which a piston 56 is attached. This piston works in a cylinder 56, which is arranged to act as a dash pot andto prevent the collar 56, sleeve 57, and switch-arm 57 from moving rapidly in one direction; but a valve 56 is provided in one end of the cylinder 56, which is arranged to destroy its retarding effect in the other direction.

The hub of the handle 54 is provided with a projecting lug54, which is adapted to engage with a similar lug 57 on the other end of the sleeve 57 and is arranged to move the sleeve positively in one direction, but not'in the other. When the hand-lever 54 is moved to the left, the lug 54 will thereby be moved away from the lug 57. At the same time the plate 54. will be turned and the spring 55 tightened thereby. The spring will then have a tendency to move the collar 56 and its connected parts to the left, and this movement will take place governedby the action of the dash-pot 56 the dash-pot.

The switch-arm 57 will then move its brushes over the station- 'ary contacts slowly under the influence of This movement will continue until the lug 57 meets the lug 54. If the handlever has been moved over to its extreme position, this will not occur until the switch-arm has completed'its movement and has moved its brush 5 around onto the stationary contact 53; but thehand-lever may be stopped atintermediate positions, in which case the lugs 57 and 54 will meet when the "brush 5 is on one of the other stationary contacts. Spring-locks 54 may be provided on 'the hand-lever 54, which are adapted to em gage withindentations in the case 58 of the -master-switch, and to thereby hold the handlever'in desired position. It will be seen then that the switch-arm 57 may be ar' ranged to move at any desired speed without regard to the speed at which the operator moves the hand-lever. I

Now when it is desired to move the switcharm back to its central position the o erator may move the'hand-lever 54 back to t e left.

The lug 54 will then come into positive engagement with'the' lug 57 and the hand-lever and the'sle-eve 57 will then move back together; As the retarding efiect of the dashpot 56 is destroyed by the valve 56 this movement may be made as rapidly as desired.

It will be noticed that the cam 57, which Ihave-shown is arranged to move in unison with the switch-arm 57*, has a depression at its upper portion. One end of a sliding bolt 59 is pressed into this depression by a spring 59 When the cam is rotated, however, its surface pushes the sliding bolt ulpward against the action of the spring 59. recess 52 is provided in the locking-cam 52 which is in the path of the movement of the sliding bolt 59 when the switch-arm 52 of the reversingswitch is in the position shown. This locks the reversing-switch, so that it cannot be moved until the switch-arm 57 of the controllin switch has been brought back to its centr or stop position. When it is thus brought back to center, the depression or recess in the cam 57 B will again be opposite the end of the sliding bolt 59, and the spring 59 will move the bolt back out of locking position. Another recess 52 is provided in the locking-cam 52 and is arranged to lock the reversing switch in a similar manner when the switch-arm 52has been moved over to the right. Thus it will be seen that the reversing-swit'ch cannot be operated exce t when the controlling-switch is inits' centra or neutral position.

In the drawings, 30 designates a special relay, which comprises two

parts

31 and 32, which maybe supported on the cars 10 by means of chains 33. These relays .30 are shown somewhat in detail in Fi s. 10 'and 11. Each part comprises a series 0 electroma nets 34 34, 34, 34, 34 34 and 34, eac of which has a core 36 anda winding 36 and also a series of 'magnetoresponsive devices 35235 35 35, 35 35 and 35 I have lettered the elctromagnetsin one of the parts 32 of the relay 30 and the electroresponsive devices in the other part 31, as these are the ones which coact, and as the two

parts

31 and 32 are substantially alike this will lead to no misunderstanding. The magnetoresponsive devices each comprise an armature 37, mounted upon a rod 38, which is supported in a frame or bracket 39. This rod 38 is provided with a collar 38 between which and the bracket 39 a spring 37 is placed, which normally keeps the armature 37 and its connected parts in the positionshown in the drawings. A stationary contact 40 is attached to but insulated from the bracket 39. The rod 38 passes through the supporting part of this stationary contact, but is insulated from it by an insulatingbushing, as shown. On the end of the rod' 38 which is opposite that which holds the armature 37 a movable contact 41 is attached. This isinsulated from the rod, as shown. Electrical conductors 40 and 41 are connected to the stationary contact 40 and the movable contact 41, respectively. Each

part

31 and 32 of therelay 30, with its series of electromagnets and its series of magnetoresponsive devices, is inclosed in a

suitable housing

31 and 32, which is preferably water-tight. The two parts are so arranged thatthey may be connected together with the series of electromagnets in each part opposite the series of magnetoresponsive devlcesin'the other part. When thus-connected, each electromagnet with its associated magnetoresponsive device forms an operativeunit, which may be called an electroresponsive device, the urpo se and function of which will be pointed out later. I prefer to connect the two

parts

31 and 32 by springs, as'shown at 42 42, or by other yield- .to the art.

ing means, so that the two .parts may be pulled apart when desired. Conduits 42 42", arranged to carry electrical conductors to the relay mechanism, may be screwed into the housings, as shown at 42 42, and by such an arrangement the apparatus may be made dust-proof and water-tight.

I will now describe my electromagnetic actuator, which is shown somewhat detail in Figs. 7, 8, and 9. It is shown in these figures connected to an ordinary street-car motor-controller 45, which is not shown in detail in the drawings, nor is it necessary to describe it at length, as such controllers are well known It contains Various switches and contacts whereby the connections of the motors 20 may be so made and changed that the motors may be started, stopped, reversed, or

their speed .varied at will. Such controllers are usually provided with two shafts 46 and 47. 46 in this case connects with the moving parts of a reversing-switch. To this shaft I attach a gear 46 and a pointer 46 The pointer serves the purpose of indicating the position of the parts within the controller. he gear 46 is arranged .to mesh witha rack 62, which is attached to the plungers or cores 60 61 of two solenoid-

magnets

60 and 61. These solenoid-magnets will move the rack 62 to one side or the other when one or the other of them is energized, and thereby attracts its core. When the rack 62 is thus moved, it will cause the gear 46, the shaft Thus the reversing-switch may be actuated by the solenoid-magnets 60-and 61. When the solenoid magnet 61 is energized, as it through may be by causing an electric current to pass its coils, it will attract its core 61 and the latter through its mechanical connections will move the reversing-switch into such position that the pointer 46 will stand, as shown in Fig. 7, over that portion of the case of the controller which marked Ahead. In a similar manner the solenoid-magnet will move the reversing-switch around until '1ts pointer 46 will stand over the .word

of Fi 7 will show this Back.

. A ear-wheel 47 is attached to theend of the shaft 47, and apointer 47 is also attached .to this shaft. A toothed segment 63 is securely attached to an actuatlng-shaft 63 and is arranged to mesh with the gear 475. .On

' the other end of the actuator-shaft 63 an arm 63 is secured, and this arm carries a weight 63. This weight is provided for the purpose of kee ing the various arts 'in'thelr oil or neutra position when t ey are not moved some other means.

7 arts to their neutral position after they have been moved away by some other force when that other force is removed. An inspection clearly. The weight 63 t ere has a tendency to move the shaft .63 and the segment 63 to the left or and clockwise.

It therefore has a tendency to move the gear 47 A and .the shaft 47 in the opposite direction, and therefore to hold the controller in its ofl position, as indicated .b the pointer 47*. may be provided to limit the downward movement of this weight, and so take the strain oif of the other parts of the apparatus.

A frame 69 is provided which may be attached to the controller 45 and which is arranged to hold the various parts of the actuator. A series of

electromagnets

64, 65, 66, 67, and 68 is supported in this frame.' Each of these magnets comprises a winding, as shown at 68", and a core, as shown at 68 The upper part of each of these cores'is provided with a rack, as at 68, on one side. Antifriction-rollers, such as 68, are provided behind the rack part of each core to guide the Y 7 An ad ustable stop 63.

latter and to insure the racks properly meshing with toothed segments 64 65 66 67 and 68 These toothed segments are loosel mounted upon the shaft 63 and engage with collars 64 65 66 67 and 68 res ectively, which are rigidly attached to the s aft 63 and are so set upon the shaft that they hold their respective toothed segments, and consequently their respective ma et-cores, in different relative positions. ThlS is clearly shown in Fig. 8, where the magnet-core 64 is raised but slightly above its lowest osition, 65 is raised farther, and so on, until 68 which is raised farther than all the .others;-

It will be understood from the previous part of the description of this apparatus that it is the weight 63 which raises these cores and holds them in the positions shown in Fig. 8.

In Fig. '13 I have shown a detail of con struction to show how the collars, such as 64 which are rigidly mounted upon the shaft 63,

engage with the toothed segments, such as 64*, which are loose on the shaft. The collar 64 has a lug 64 which extends under a similar lug 64 on the toothed segment 64 It is evident then that when the In 64 is raisedby the action of the weight 63 that itwill move the segment 64 and consequently raise the core 64 a greater or less extent, according to the position in which the collar 64 jis fastened onto the shaft 63. It is also evident that when the core 64 is-pulled downward by themagnet 64 it will through the connections just described move the shaft 63 to the right. After the shaft 63 has thus been moved by the magnet 64 there is nothing to prevent a further movement of the shaft. by some other force.

As I have described somewhat in detail the various parts of the actuator, I Wlll now describe its operation. When not in use, the

various parts stand in the positions shown in the drawings. I have already shown how the

magnets

60 and 61 may be used to actuate the reversing-switch. If an electric current is made to pass through the winding 64 of magnet 64, the latter will become enerized and will attract its core 64 This, as has been shown, will move the shaft 63 a ainst .the action of the weight 63 Thus al the other magnet-

cores

65 ,66 67 and 68 will be moved down as far as the core 64 moves. At the same time throu h the toothed segment 63 and gear 47 t e'conquired number of magnets. Now when the current is shut off from the

magnets

64, 65, 66, 67 and 68 they become deenergized and no, longer attract their cores. The weight 63 then will move the controller and its connected parts back to their original position.

As I have described so much of the various apparatus which I use in carrying out I derstanding of the operation of this inven-' preferred wiring of two cars.

my invention as is necessary for a clear untion, I will now therefore describe its appli cationand operation. Referring to Fig. 12, and particularly to the right-hand portion of that figure, I will trace as many of'the circuits there shown as will enable one skilled in the art to clearly understand the operation .ofall of theapparatus and of the novel system of train control which I have invented. This figure I have before stated represents a The heavy line eadjng from the power-rail 13 designates one of the mains from the source of power-supply. 1 The other main is grounded, as at 13. These mains lead to a main switch 70 and thence to the controller 45 and the motor in any one of the many well-known ways;

Another conductor (designated by the light line 71) leads from the positive main at the switch 7 0- to. one terminal of the

magnets

60, 61, 64, 65, 66, 67, and 68 of the actuator. When the reversing-switch 51 is in the position shown, with'its handle to the left, a cir-' cuit will be established from the positive main, through the conductor 71, the ma et 60,. conductor 72, magnet 34 of the re ay,

conductor 73, contacts 51 and 51 of the reversing-switch, cut-out switch 80 which is shown in its closed position, and conductor 74 to the negative main at the switch 70. Right here I- will point out that there is a cutout switch for each master-switchv on the train. Any desired cut-out switches may be closed .to put their corresponding masterswitches into operative relation with the various circuits. Two of them, 80 80, are shown closed, and two of them, 80 80, are

shown open. All of the reversing-switches "her of the figure.

are in their open or inoperative position ex cept the one near the upper right-hand cor- A branch circuit will also be completed through the conductor 72,

magnet 34*, conductor 73 and the other.

conductors and switches just pointed out.

This magnet 34"" and the similar magnet shown under it perform no function unless there is another car coniiectedat that end of the car at which they'are situated, so in this description I will not trace their circuits, but will only point out that their function is similar to that of the magnets 34, 134 34,

34 34 34 and 34 at the other end of the car. It is evident then from the circuits just traced that when the handle 52 of the reversing-switch 51 is in the position shown that circuits will be completed through the

magnets

60 and 34. The magnet 60 will move the reversing-switchof the .controller 45 to the desired position. The magnet 34% of the relay 'will attract the armature 37 of the magneticresponsive device and will thereby close a circuit between the contacts and 41. This closing'between 40 and 41 will have the same eifect on the second car as the closing of the reversing-switch 51 has-on the first car. To be more specific, I will trace the various circuits, on the second car which are closed, and thus energized, by

conductor 41 is connecte to the negative main through the cut-out switch 80 and the main switch From the negative main then circuits are established through conductor 74, cut-out switch ,-conductor 41, contacts 41 and 40, conductor. 40,

magnets

34 and 34, conductor 40, magnet 60 of the actuator and conductor 71 to the positive main at the main switch '70"; It will be seen then that the reversingswitch on this second car will. bemoved.

the same as that on the first car and that" energize The first of these will have no effect, because one of the wires of its associat'ed ma netic responsive device is a dead two rela -

magnets

34 and 34 will be fro wire. T e other relay-magnet 34 will have no effect unless there is another car connected to that end of the firstcar, in which case it will have the same efiect upon such third car as the relay-magnet 34 has on this second car. In this way any desired number of cars may be added to the train, and

they may all be controlled from any selected master-switch. It .will also be seen that the I amount of current which passes through. the

master-switch which is used does not increase when the number of cars the train is increased. Consequently there need be httle or no sparking at the contacts of the revers ing-switch.

have thus described quite fully the operation ofmy improved system and apparatus when one of the reversing-switches'is moved the contacts 40 41 comin together.. The

to the left. When the latter is moved to the gized and the actuator will cause the controlers 45 to reverse the connections to the motors 20 20 in a well-known way. At the same time the relay-magnet 34 and the corresponding relay-magnets on the train will be energized.

In a similar manner when the controllingswitch 53 is moved to the left until its contacts-bridge contacts 53 and 53 a circuit will be closed through the actuator-magnet 64 and it will be energized and cause the controller to be moved one step. This will have the desired effect upon the motor 20 on that car. At the same time through relay-magnet 34" and the other relay connections simi lar to those already described in detailthe magnets on the other actuators on the train which correspond to ma net 64 on the first car will be energized an will have a similar effect. I

When the controlling-switch arm is moved around onto contacts 5S, 53 53 and 53", the actuator-

magnets

65, 66, 67, and 68 will be energized, respectively, and the motor controller moved correspondingly, and through the relaymagnets 34 34 34 and 34 and their connections a similar 0 eration will occur at the same time on tli e other cars.

This system may be applied to a train made up partly of motor-cars and partly of idle cars or trailers, as shown in Fig. 2, and any person skilled in the art will be able to make the necessary chan es to thus apply it.

I have shown that eac motor-car is complete in itself. All wire connections between the cars are dis ensed with. The cars may therefore be rea ily connected together without the handling of live wires or the liability of disastrous effects due to wrong connections. It will also be noticed that no cur rent is transmitted from car to car and that the current in the master-switch, which is .used to control the train, will remain the same regardless of the number of cars in the train. have shown but one motor on each motorcar; but it is evident that two or more motors'may be placed on these cars. The main motor-circuits may be connected between p the cars, if desired. Many other modifications and alterations of this invention may be made without departing from its spirit.

I do not wish to confine myself to the exact apparatus or electrical connections which I have herein shown and described, as they are shown merely to illustrate my invention,

,which is obviousy capable of many changes- .and modifications.

What I claim is I '1. In combination with two cars, electrical circuits on the cars, and a relay associating the circuits on the two car s.

2. In combination with two cars, a plurality of electrical circuits on each of the cars, and a plurality .of electromagnetic devices associating the circuits.

.3. In combination with two cars, electrica circuits on the cars, a relay associating the circuits, and means for flexibly connecting the relay to the cars.

4. In combination with two connected cars adapted to carry goods or passengers, a two-part relay between the cars.

5. In combination with two cars, a twopart relay between the cars, one part of which is supported by one of the cars and the other part of which is supported'by the other of the cars.

6. In combination with two cars, a twopart relay between the cars, one part of which is flexibly supported by one of the cars and the other part of which is flexibly supported by the other of the cars;

.7. In combination with two cars, a twopart relay, one part of which is on one of the cars and the other part of which is on the other car, and means for uniting the two parts.

8. In combination with two cars, a twopart relay, one part of which is on one of the cars and the other part of which is on the other car, and means for yieldingly uniting the two parts.

9. The combination with a plurality of connected cars adapted to carry goods or passengers, electrical circuits on the cars, and relays between the cars adapted to operatively associate the circuits.

10. In combination with a plurality of cars electrical circuits on the cars, relays between the cars adapted to o eratively associate the electrical circuits an a switch arranged to control-said circuits.

11. In combination with a plurality of cars, electrical circuits on' the cars, relays between the cars adapted to operatively associate the electrical circuits, and switches on each car for c ontrollin the electrical circuits.

12. In combination with'a plurality of cars, electrical circuits on the cars, relays between the cars adapted to operatively associate the electrical circuits ,and switches on each car any one of which may be-used for controlling the electrical circuits.

13. In combination with a plurality of connected cars, electrical circuits on the cars, and relays. between the cars adapted to operatively associate the electrical circuits and arran ed to render such circuits inoperative should the cars become separated.

14. The combination with a cars of a motor and a contro ling-circuit therefor on each car and relays for operatively associating the controlling-circuits.

15. The combination with a lurality of cars of a motor and a contro ling-circuit therefor on some of the cars, and relays for operatively associating the controlling-circuits.

.16. The combination with a plurality of cars, of motors and controlling-circuits therefor, relays for operativelyassociating the circuits between the cars and a switch in the controlling-circuit.

17. The combination with'a lurality of cars, of a motor and a controlling-circuit therefor on each car, relays for operatively associating the controlling-circuits and a switch on each car in the controlling-circuit.

18. The combination with a plurality of cars, of a motor and a controlling-circuit therefor'on each ear, relays for operatively associating the controlling=circuits, and

means for controlling the motors from any selected car.

19. The combination with a lurality of cars, of a motor and a controlling-circuit therefor on each car, relays for operatively associating the controlling-circuits, and

. means for controlling the motor from anyse- 'cars connected in the controllingwircuits,

and means for rendering any desired master switch or switches inoperative.

22. The combination with a plurality of cars of a motor and a controlling-circuit therefor on each car, and relays for associatring the circuits so that they will be mutually operative when the cars are together. j

23. The combination with a plurality of cars, of a motor and a controlling circui't therefor on each car, and a relay on the end of each ear for associating the circuits so thai they will be mutually operative only when the cars are together.

24. In an electric train, the combination of two or more motor-cars, one or more cars without motors, controlling-circuits for the motors, and relays betweenall' of the cars for operatively associating the controlling-circuits. p

25'. In an. electric train, the combination of two or more motor-ears, one or more cars without motors, controlling-circuits for the motors and relays between all of the cars for operativel-y associating the controlling-circuits, and means for controlling the motors from a selected platform of any of the motorcars.

trical circuits on the cars; and a relay connecting the circuits on the two cars, said relay being inclosed by a water-tight housing.

27. In combination with two cars, a twoart relay between the cars, each part being mclosed 111 a water-tight housing.

28. In combination with two cars, a plu: rality of electrical circuits on the cars, and a relay, comprising a plurality of electromagnets, controlling'the circuits on the two cars.

29; In combination with two cars, a plurality of electrical circuits on the ears, and a two-part relay between the cars, each part comprising a plurality of electromagnets and a plurality of magnetic res onsive evices.

30. In combination wit two cars, a plurality of electrical circuits on the cars, and a comprising a plurality of electromagneta and a plurahty of magnetic responsive devices arranged to control the circuits on the two cars.

rality of electrical circuits on the cars, a two part relay between the cars, each part com luralit of'ma-gnetic responsive devices and melose in a water-tight housing, said: relay being arranged to control the circuits on the two cars. Y 32. A plurality of cars, controlling-ciicuits tween the cars arranged to cause the controllin -circuits on the several -cars to act toget er.

s3. trolling-circuits on thecars, master-switches for said circuits and electromagnetic relays trolling-circuits to act together.

34. A plurality of cars, independent controllin -c1rcuits on the cars, master-switches for said circuits, and electromagnetic devices between the cars arranged to cause the controlling-circuits .to' be controlled together from. any one of the master-switches. i 35. A plurality 'of cars, independent controlling-clrcuits on the cars, master-switches 'on' the latforms of the cars and relays between 1: e cars arranged to be actuated by any selected master-switchand by each other to control the controlling-circuits.

36-. The combination of two cars, a masterswitch. on each car, a relay between the cars, said switches and said relay each comprising c'ar connected to the master-switch on the car on which said circuits are situated andtc the relay.

.37. The combination'oftwo cars, a master'- switch on each car, a twoart relay-between the cars, one part of whidh is on one of the cars, and the other part of which is on the on the cars, and electromagnetic relays be- A plurality of cars, independent con between the cars arranged to cause the con- 26. In combination with two cars, electwo-part relay between the cars, each part 31. In combination with two cars, a pluprising a plurality of electromagnets and a a plurality of circuit-closers, and a plurality I of independent controlling-circuits on each of circuit-closers, and a plurality of indepen ent circuits on each car connected to the master-switch and to the art of the relay Which is on the car on which said circuits are situated. 7

38. A plurality of cars, independent controlling-circuits on the cars, master-switches for said circuits, means for rendering each of said master-switches operative or inoperative, and electromagnetic devices between the cars arranged to cause the controllingcircuits to act together.

39. A plurality of cars, independent controlling-circuits on the cars, master-switches for said circuits, means for rendering each of said master-switches operative or inoperative, and electromagnetic devices between the cars arranged to cause the controllingcircuits to be controlled together from any of the master-switches.

40. A plurality of cars, a direct-currentcontrol system for said cars and wireless communication between the cars for the control system, i

41. The combination with a plurality of cars, of motors, controllers therefor, suitable electrical circuits, and relays for operatively associating the circuits on the several cars.

42. The combination with a plurality of cars of electric motors, controllers therefor, suitable electrical circuits, master-switches, and relays for operatively associating the circuits on the several cars.

43. The combination with a plurality of cars of electric motors, controllers therefor, suitable electrical circuits, master-switches, means for connecting or disconnecting the master-switches with or from the circuits, and relays for operatively associating the circuits on the several cars. I

44. The combination with a plurality of cars, each car having a motor, a controller therefor, suitable electrical circuits, and a master-switch, and relays between the cars for operatively associating the electrical circuits.

45. The combination with a plurality of cars each of which has a motor, a controller therefor, a master-switch and suitable electrical connections, and means comprising a relay between the cars for operatively associating the several circuits so that all the motors may be operated from any selected master-switch.

46. The combination with a plurality of cars each of which has a motor, a controller therefor, a master-switch and suitable electrical connections, and means comprising a relay between the cars for operatively associatlng the circuits so that the controllers may be actuated to start, stop or controlthe speed of all the motors from a master-switch on any selected car.

47. The combination with a plurality of cars, of electric motors, controllers therefor, electromagnetic actuators for the controllers,

suitable electrical circuits, and relays for operatively associating the circuits on the several cars.

48. The combination with a plurality of cars, of' electric motors, controllers therefor,

electromagnetic actuators for the controllers,

suitable electrical circuits, master-switches, and relays for operatively associating the circuits on the several cars. 1

49. The combination with a plurality of cars, of electric motors, controllers therefor, electromagnetic actuators for the controllers, suitable electrical circuits, master-switches, means for connecting or disconnecting the master-switches with. or from the circuits, and relays for operatively associating the circuits on the several cars.

50. The combination with a plurality of cars, each car having a motor, a controller therefor, an electromagnetic actuator for the controller, suitable electrical circuits and a master-switch, and relays between the cars for operatively associating the electrical circuits.

51. The combination with a plurality of cars each of which has a motor, a controller therefor, an electromagnetic actuator for the controller, a master-switch and suitable electrical connections, and means comprising a relay between the cars for operatively associating the several circuits so that all the motors may be operated from any selected master-switch.

52. The combination with a plurality of cars, each of which has a motor, a controller therefor, an electromagnetic actuator for the controller, a master-switch and suitable electrical connections, and means comprising a relay between the cars for operatively associatmg the circuits so that the controllers may be actuated to start, stop or control the speed of all the motors from the master-switch on any-selected car.

53. The combination with a plurality of cars, each car having a plurality of motors, a controller-for the motors, an electromagnetic actuator for the controller, suitable electrical circuits, and relays between the cars for operatively associating the electrical circuits;

54. The combination with a plurality of cars, each car having a plurality of motors, a controller for the motors, suitable electrical circuits, one or more master-switches, means for connecting or disconnecting the masterswitches with or from the circuits, and relays between the cars for operatively associating the electrical circuits.

55. The combination with a plurality of cars, of electric motors, electrical circuits therefor, means for reversing the motors, and relays for operatively associating the circuits on t e several cars.

I '56. The comhination'with a plurality of cars, of electric motors, electrical circuits therefor, electromagnetic means for reversing the motors, and relays foroperatively 'as'so ciating the circuits on the several cars. a

57. The combination with a plurality of cars, of electric motors, magnetically a'ctuated reversing-swit0hes therefor, suitable electrical'circnits, a manually operated switch 'for'eontrollin the"ci1'cuits-, an"d relays between the magneticall'y operated reversingswitches'ari'anged to cause thein'to act simultaneousl'y.

58. The combination with a plurality'of cars, of 7 electric motors, controller therefor electromagnetic actuators for the controllers, a master-switch, an independent reversingswitch and magnetsfor reversing the motors, suitable electrical circuits, and'relays for, op-

--eral cars, I

-60. In a train control system motors and I controllers on some of' the cars, magnetic ac-- v dauators for the "controllers, I a master-smtch 3 5 or masteraswitches on one or more of the cars,

eratively associating the circuits on the sef'w I electrical circuits and relays between the cars 7 I controllers on some of the cars,"n1ag'n'etic actuators forthe controllers, a master s'wit'ch 50 or master-switches on one or morejof the cars,- means in said switches for automatically controllin the'movement of the actuators, electrical circuits;and'relayscarried b'y the'ci'rs for "associating'the" circnits'and causing the actliatorstomove together;

63. In a, tr '-c'0n trol'systen1,'a plurality of: motors and controllers, electromagnetic 'a'ctllators for the controllers, electrical cir'ciiits, master-'switchesfor controlling-l theeetuaters step by step, 'mean's'inthe actuators for 'returning the controllers to ofi position tp'b'y step, and relays for positively; associating the circuits 'onthe several cars. i r

Inwit'ness whereof I'have'hereunto' sign-e21 '65 my namei'n the presence of 'tv'v o"s1ibscrniing witnesses. 7 r i v AUGUSTSUNDH. "Withesse six H v f a ERNEST -W. Mfiz'siiA'iiL,

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