US946753A - Electric vehicle. - Google Patents

Description

F. E. CASE. ELECTRIC VEHICLE.

APPLICATION FILED SEPT. 11; 1909.

946,753. Patented Jan.18,1910.

6 SHEETBSHEET 1.

Q 6) 019m 1mm WiGnesses: Irv/2111401" Frank E. ,a se, by

P. E. CASE.

ELECTRIC VEHICLE.

APPLIOATION FILED SEPT. 11, 1909.

946,753. Patented Jan. 18,1910.

6 SHBETSSHEET 2.

ZiIiIiIbIIIi \Ninesses: lnveneor Fra E.Case, w 7

Akti'y.

F. E. CASE. ELECTRIC VEHICLE.

APPLICATION FILED SEPT. 11, 1909.

Patented Jan. 18, 1910.

6 SHEETSSHEET 3.

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lnVeWGor FranKECase, by M wi messeS;

F. E. CASE.

ELECTRIC VEHICLE.

APPLICATION FILED SEPT. 11, 1909.

946,753. Patented Jan. 18,1910.

6 SHEETSSHEET 4.

Wifinesses lm Qnfor.

F. E. CASE.

ELECTRIC VEHICLE.

APPLICATION FILED saw. 11, 1909.

946,753, Patented Jan. 18, T910.

6 SHEETSSHEET 5.

Fags.

Wifinssses mvQnifor.

P. E. CASE.

ELECTRIC VEHICLE,

YAPPLIOATION FILED SEPT. 11, 1909.

946,753. Patented Jan. 18,1910.

6 SHEETS-SHEET 6 BIO Winesses: lnvznGor I Frank ECase, fl z/zaw Atty.

UNITED STATES PATENT OFFICE. FRANK EcAsE, or sCHENEQTALFFL "NEW YbRKTFSSIGNOR T0 GENERAL ELECTRIC- COMPANY, A CORPORATION o'ENEw Yo K,

ELECTRIC VEHICLE.

Specification of Letterslatcnt. Patented J an. 18, 1910.

Application filed September 11, 1909. Serial No. 517,3o4l

To all whom it may concern: ,7

Be it known that I, FRANK E. CASE, a citizen of the United States, residing at Schenectady, county of-- Schenectady, State of New York, have invented certain new and useful Improvements in Electric Vehicles, of which the following is a specification. My invention relates to improved means "for operating certain apparatus used on electrically driven cars or locomotives.

More specifically stated, it relates to the operation of the collecting devices, main switches, and, in some cases, the commutating switch used on electric vehicles, and has for its object to provide means for insuring the operation of these devices into and out of their operative posit-ions in a certain order.

I have hereinafter shown my invention as embodied in a car or locomotive intended for operation both on alternating and direct current and adapted for use in multiple unit operation with other similar cars or locomotives.

My invention will. best be understood from the following description of the particular embodiment shown in'the drawings, in which Figure 1 is a diagrammatic illustration of certain of the apparatus used on acar orv locomotive having my invention embodied therein; Fig. 2 is a side elevation of the pantograph trolley which may beused in carrying out my invention; Figs. 3, 4 and 5 are elevations, partly in section, of the latching and operating mechanisms of the pantograph trolley; Fig. 6 is a side elevation,

partly insection, illustrating the operating.

mechanism of the main switches employed in the system; Fig. 7 is an elevation, partly in section, of the commutating switch; Fig.

8 is a side levatiompartly insection, of the valve by which the devices are caused to move to their operative positions, two of these valves being used; Fig tlis a side elevation, partly in section, of a valve somewhat similar to that shown in Fig. 8 but adapted for use as the-governing means by which. the collecting devices and their ap paratus are caused to move 'to their inoperative positions; Fig. 10 is a sectional elevation through the interlocking valve here-- inafter described; and Fig. 11 is a-diagrammatic illustration of the operating valves;

showing: particularly the arrangement of the electric circuits cooperating therewith.

Referring to Fig. 1, the motors by. which the car or locomotive are driven are shown at M and M At K K are indicated the master controllers, located at each end of the car, by which the operator controls the operation of the motors through electromagnetically operated switches or contac tors contained in box P. The control resistances are diagrammaticallyindicated at R. The particular equipment illustrated is intended for operation both on alternating and direct I current, the alternating current being supplied from an overhead trolley wire, while the direct current may be taken from a third rail mounted along side the track in the usual manner. trolley, which may be of the pantograph type, is indicated at -T, and the third rail shoe, of any suitable'construction, is shown at T. Although but one trolley and one third'rail shoe are shown, a plurality of each may of course be used as is customary on electric cars and locomotives. The main transformer or compensator, used on alternating currentoperation, is indicated at N andis connected to the trolley T by the main switch L. The third rail shoe T is connected'through a ain switch'L to the commutating switch, towhich, also, go the leads from the taps-on the compensator N. This commutating switch C serves in the usual manner to arrange the main circuits and the control circuits foroperation of the motors on eitherxalternating or direct current. The trolley T, third rail shoe T, main switches L and -L and the cornmnta'ting switch C are all shown as operated pneumatically by compressed air drawn from a reservoir supplied a compressor Q- The operationo the different devices is controlled by :three valvs A, D and 0, lo-

cat-ed at each end of the car adjacent "the master controller. The valve A controls the raising of the pantograph trolley T,

closing of the main switch L and throwing bf the commutating switch C to its alternat- The overhead ing currentposition. The valve D controls *controlsu'the lowering of the pantograph trolley T, the drawing in of the shoe T, the

-opening' of the main switches L and L and the movement of the coinmiita'ting switch C to its mid position. Cotiperating with the valves A, D and is an interlocking valve I which requires the operator to actuate the valve between 0 erations of the valves A and D, thereby e ectually preventing the operator ever throwing out the shoe '1 and closing the switch L while the trolley T is up and the switch L is closed, or vice versa.

The valves A, D and O are provided with pose shall refer particularly to Figs. 2 to 10, in which the details of construction are illustrated. I

In Figs. 2, 3 and, 4 is illustrated a pantograph trolley which may be of the .well known type in which the collecting element is biased to its raised or ogerative position by 5 rings and is" lowere pneumaticall and old in its lowered position by a latch mechanism biased to latched position and released pneumatically; The collecting element of the trolley is supported by rods 16 pivotally secured to frames made up of rods 17 mounted in a well-known manner in disks l8 pivotally arranged in sup orting frames 19 secured to the top of the T000- motive cab or car body. The disks 18 are connected by rods 20 and 21 pivotall secured to lugs projecting from the disks, these rods serving to causethe disks to rotate inlunison. The trolley is biased to its raised position by means of two springs 22 and 23 located within a casing 24, the form of which is best shown in Fig. 4, said springs serving to force the pistons 25 and 26 toward one another, these pistons having rods 27 and 28 which project from the ends of the casing 24 and are connected by connecting rods 29 and 30 to lugs on the disks 18. The trolley is lowered by air pressure which, wheniadmit-ted through the port 32, forces the pistons 25 and 26 apart, therebycompressing the springs 22 and 23 and forcing the rods 27 and 28 outwardly and, through the medium of the connectin rods 29 and 30, causing rotation of the dis s 18 and consequent lowering of the ,trolley. Located within the chamber in the casing 24 between the istons -25 and 26, is an exhaust valve 33 biased to its closed position by a spring 34 located between the movable element of I the port 47 is allowed to the valve and a web extending across the inside ofthe casing 24, as clearly shown in Fig. 4. To the movable 'inember of the valve 33 is attached a rod 35- having a head 36 thereon which moves in a hole in the piston rod 27. The len th of the rod 35 and the length of the hole in the such that, when the piston 25 is forced to the left to the position correspondin to the lowered position of the trolley, the ead 36 on the rod 35 will be engaged by the cap 37 on the inner end of the rod 27 and the valve 33 will be opened, thereby allowing the compressed air enter-ing'the casing 24 to pass out through the exhaust port 38. The trolle is held in its lowered position by means of latch members 40 and 41, shown in Fig.

5, pivotally secured to. the underside of thecollecting element pro er. These latch members 40 and 41, which may be 'of the well-known form shown, coilperate with a piston 27 is horizontal. rod 42. "When the trollply is p lowered the latched members 40 an strike the top of the rod 42 and open and closea ain with their toes below said rod. As c early shown in Fig. 3, the rod 42 is carried by a piston rod 43 extending from a piston 44 located within a cylindrical casing 45, said piston 44 being biased in one direction by a spring 46 located between it and the end of the casing 45. The latch is, released by the admission, through the port 47, of coin ressed air which forces the piston 44 to the eft and moves the rod 42 longitudinally out of engagement with the latch members 40 and 41-, thespring- 46 bein cgmpressed during thisjoperation. The en 0 t e casing 45 is provided with a valvethis valve being opened in the same manner as is the valve 33 of Fig. 4; that is, a rod 50 having a head 51 is coated within the piston 43 and is moved by it when the piston 44 reaches its extreme left position according to Fi 3. From the construction shown in Fig. 3, it is evident that when the latching mechanism. is released the compressed air entering the casing 45 through D pass on out through the port 52.

Referring to Fig. .6, in which the essential parts.of one of the line switches are shown, pgrtly in section, the fixed contact niem rs are indicated at 60 and61, these being bridged by a movable contact member 62 oper-' ated through the mediumof toggle levers 63 and 64. The switch is moved to its closed position by the mechanismcoiiiprising the cylinder 65 within which moves a piston 66 which is biased to the position in which it is shown by a spring 67 arranged between the top of the iston and the top of the casing 65. The iston 66 is provided with a rod 68, the u per end of which engages one end of the ever 64. As the piston 66 is moved upwardly, the toggle levers 63 and 64L are thrown nto line with one another against the tension of a spring 69 and the movable contact member 62 is caused to The valve stem of'the valve 73 is connected.

with the piston rod 68 by a lost motion connection similar to that employed in the valve mechanisms of the pantograph trolley shown in Figs. 3 and 4 and herei'nbetore described. Vith this arrangement, when the piston 66 has practically reachedthe upper limit of its travel and the line'switch is closed, the valve 78 is opened and the air entering'by the port 71 is allowed to pass onward through the port 72. The line switch is tripped pneumatically by means of the pressure operated device 80, shown in Fig. 6, which may be substantially the same as the pressure operated device by which said switch is closed, as will be evident from an inspection of Fig. 6. Air entering by the port 81 will force the piston of'the device 80 to its upper position and lift the hinged point of the toggle levers 63 and 64, thereby allowing the spring 69 to become effective to move the contact member 62 away from the fixed contacts 60 and 61. The exhaust port 82 of the tripping device 80 is controlled by a valve in the same manner as is the exhaust port 72 of the switch closing device, this valve being opened by the iston when the latter has moved to near y the limit of its stroke. It is evident, therefore, that air entering by the port 81, after the tripping device has operated, passes on through the port 82.

The commutatingswitch C is shown some what diagrammatically in Fig. 7 and comprises two movable contact carrying members 85 and 86, the contacts 87 of which bridge fixedcontacts 88. The members 85- and 86 are supported, respectively, at one.

end by rods 89 which project from the ends of said members and slide within fixed journals 90; and at the other end said members 85 and 86 are pivotally supported by bell crank levers 91 pivoted at 92on some fixed part of the commutating switch frame or casing. The members 85 and 86 are moved through the medium of the bell crank levers 91 by means of toggle levers 93 and 94s, the latter being pivotally supported at 95. The toggle levers 93 and 94 at their point of connection are pivotally connected with a rod 96 provided at each end with a .piston 97. adapted. for movement within a cylinder 98. Theadmission port of each of the cylinders 98 is shown at 99 and the exalternating or direct current positions.

haust port at 100, the latter being controlled by a valve 101 operated from the adjacent piston 97 by a lost motion connection similar to that used in the line switches and'thc pantograph trolley and hereinbefore described. With this arrangement after the compressed air entering the cylinder 98 by the port 99 has moved the piston 97 almost to the limit of its travel the valve 101 opens and the air is free to pass on through the port 100.v The c'ommutating switch C is shown as provided also with means for n'loving the rod 96 to its mid position, thereby causing both of the members 85 and 86 to move to 'the position in which the contacts 87 are out of engagement with the fixed contacts 88. This mechanism comprises a piston 1.01 which moves within a cylinder 105, said piston having a rod 106, the end of which is connected at 107 by a pin and'slot connection with two bell crank levers 108 pivoted at 109 and cooperating with pins 110 projecting from. the rod 96. If comressed air is allowed to enter the cylinder 105 by the port 111 the piston 104 is moved inwardly and the consequent longitudinal movement of the rod 106 causes the bell crank levers 108 to engage one or the other of the pins 110 and move the rod196 to its mid position which corresponds to the position in which the contacts'87 and 88 are all out of engagement with one another.

In Fig. 8 is shown one form of motor, mans valve, A or 'D,'which may be employed in carrying out my invention. This valve, as explained above, controls theadmission of air to the system for the operation of the various devices either to the Referring to Fig. 8, the body casting 115 may be of the form shown. The valve chamber within the casting 115 is connected to the reservoir by the pipe 116, to the system to be operated by the pipe 117 while the exhaust from the valve chamber is through the pipe 118. The movable valve member 119 controls the opening in the valve chamber be-' tween the pipes 116 and 117, and the valve member 120 controlsthe passage between the pipes 117 and 118, these valve members 119 and 120 being carried by the same valve stem Y121 and biased tothe position shown by a spring 122 located between the members 119 and a plug123 screwed into the bottom of the casting 115, as, clearly shown in the drawing. The valvestem 1.21, which may be of brass, passesfreely through an iron core 124 arranged as shown, and is connected at its upper end with a movable ironcore 125 [arranged for sliding movement within the field of the coil 126. The core 125 has a lug 127 projecting upwardly from is engaged by a handle 129 pivoted at 180 in lugs 131 which extend upwardly from the Y is provided with a valve stem 166 and the cap 132 secured to the top of the casting 11.5. Mounted on the cap 132 on a piece of insulation 133, is a small switch comprising a movable member 134 pivoted in a bracket 135 secured to the insulation 133, said movable member 134 being arranged toengagea fixed contact clip 136. A spring 137 located between the cap 125 and the handle 129 the 0011' 126 of each ofthevalves A or D on 'all of the cars or locomotives of the train.

- which may be bolted to the bottom of the biases the handle and switch member 134 to the position shown in Fig. 8. With this valve, when the operator lifts the outer end of the handle 129 and depresses the lug 127, the core 125 is forced downwardly, thereby through t medium of the valve stem 121 opening the valve 119 and closing the valve 120; the switch member 134 is at the same time forced into engagement with the contact 136 and the electrical circuit passing through this switch is completed. As will be hereinatfer explained, closing of this switch causes the energization of the magnet coil 126, both of the corresponding valve A or D and of the valves A or-Don the other cars or locomotives connected together in a train .for multiple unit operation. Energization of the magnet coil 126 causes the core 125 'to move downwardly in those valves not operated manually by the operator, with the consequent closing of the valve 120 and opening of the valve 119. When the operator releases the lever 129 the spring 137 forces it to the position shown, thereby moving the switch member 134 out of engagement with the fixed member 136 with the conse uent interruption of the current in and the movement of the commutat-ing switc'h C to its mid position is illustrated in Fig. 9. The main casting 150 may be of the form shown. The magnet coil ,151, fixed core 152, movable core 153, lever handle 154, switch 155, and spring 156 may be arranged exactl as in the case of the valve previously described and shown in Fig. 8, as will be apparent from an inspection of Fig. 9. The valve seats are located in a casting 158,

casting 150. The pipeleading from the reservoir is shown at 159, that leading to the system to be controlled at 160, and that through which the exhaust escapes at 161. The pipe 160 communicates with a chamber 163 within the casting 150 and this chamber communicates with the reservoirpipe 159 and the exhaust pipe 161, respectively, through valves 164 and 165. .The valve 164 valve 165 with a valve stem 167, said stems being slidingly arranged in holes in the casting 150, as shown in the drawings. The valve stems 166 and 167 are connected together by a lever 168 ivotally connected at 169 to the rod 170 which is connected to the movable core 153. At its lower end the rod 170 is provided with an enlargement-171 which serves as the plunger of a dash- 0t of which the casting 158 is the cylinder member. This dash- 0t serves to retard the upward movement on y of the rod 170 which is biased in an upward direction by the e lever 168, as shown in the drawing;-

by-pass 174 around the piston 171 allows air 9o to pass from'a-bove the below it, the rate at whic being controlled by a screw 175 which forms a valve 'inra well-known manner. When the movable core 153.and its attached rod 170 are'forced downwardly, either by the movement of the lever 154 by the hand of the operator, or by the energization of the piston to the space airis so admitted coil 151, the valve 165 is first closed by the rocking of the lever 168 around the pivotal con'nection between said lever and the valve stem 166 and after the valve 165 has been seated the valve 164 is opened by the rotation of the lever around the pivotalconnection between the lever and the valve stem 167. Air 'is then free to pass from the reservoir pipe 159 throughv the valve 164 and thechamber 163 to the train pipe 160. \Vhen the magnet coil 151 is deenergized, and the movable core 153 and the rod-170 are free to move under'the influence of the spring 172, subject to the retarding effect of the dash-pot, hereinbefore described, the valve 164 is first closed and the valve 165 is then opened by the rocking of the lever 168.

train pipe is then connected throu h the chamber 163 and the valve to t e exhaust pipe 161.

The interlocking valve I, hereinbefore referred to, is shown in cross-section in Fig.

10. The casing of this valve is shown as comprising a body-casting and a cap 181 secured together by bolts 182. The form and arrangement of the passages through the castings 180 and 181 will. be evident from the drawin and from the mode of oporation of the va ve which is hereinafter set to the pi e connected to the middle opening sages forth. The flow ofair from the passage 184 to passage 185 and from passage 186 to passage 187 is controlled by a cylinder- 188 slidingly arranged in a hole through the casting 180, this cylinder 188 being of such length that in its mid position, as shown, it closes both of the openlngs between the pas- 184 and 185, and between the passages 186 and 187. A Veshaped slot in the middle of the cylinder 188 is engaged by a wedgesha ed member 190 which is capable of vertica sliding movement within a chamber in the ho tom of the casting 180. When the c linder .188 is moved longitudinally in either direction, the Wedge-shaped member 190 is forced upwardly and the cylinder 193, is raised, thereby closing the port 194. The cylinder 188 when moved to the rightnncovers an opening from the passage 18 410 passage 185 and when moved to thel'eft opens a passa e 186 to passage 187. The endsof the cy inder 188 move into thecya lindrical holes closed by the screw plugs 1 98 and, 199, passages 200 and 201 being so videfl as shown .;to allow the air pocketeg the} ends, of the cylinder 188 to escape "'n the passages185 and 187. 7 QThe operation of the interlocking valve'is' I as follo'vvsLAir being admitted to either thevhr 187. cylinder 188 causes the cylinder 193 to be to force the cylinder 193 left or right hand ipe 117 and 117,, re-

rection or the other, thereby connecting j the passa s 184 and 185 or the passages 186 t the same time, movement of the eipeetively, the cylin er 188 is-force'd in oneforced upwardly in the manner hereinbefore explained, thereby closing the central pas sage through the interlocking valve. Since, assumin that the cylinder has; been movedto the right by admission of air to the lefthand pipe 117, the right hand end of the cylinder 188 has entered the hole closed by the admission of air to the right hand 188 to' the left since the air cannot get-"at. the right hand end of the cylinder and be come eifectivhpon it. It is, therefore, necessary for the operator after the cylinder 188 has been forced to one side or the other,-

to admit air tothe middle ipe 160 in "order ownwardly and the wedge action of the member 190, thereby to bring the cylinder 188 to its mid position. It is evident that the interlocking valve I, interposed in the three operating pipes of the system, forces the operatorto apparatus operate his middle valve 0 between the operation of the other valves A and D. The utility of this arrangement .will be hereinaftef pointed out.

11 shows in a diagrammatic way the electrical connections between the operating valves A, "O, D and the train wires which connect the corresponding cars or locomotives of the train. In th 1s figure the pipe leading from the reservoir is shown at 205,

this being connected to the valves D, O and A by a branch pipe 206. v The interlockin valve I is connected with the valves A, 5 and D by the pipes .117, 160 and 117 corresponding to the pipes similarly characterized in Figs. 8 and 9. The exhaust outlets of the valves A, O and D are indicatedat'118, 161 and 118, respectively, which also correspond toFigs. 8 and 9. One terminal of the coils 115 of the valves A and D and the coil 151 the wires 207, 208 and 209, respectively, and the other terminals are connected through wires 210 211, 212 and the switch W to three train wireswhich form part of the cable 213 which extends throughout the train; These train wires are connected, respectively,

valves A, O and D on all the cars or loco- ;motives of the train. The switch which is mounted on the top of each valve A, O and to the coils of corresponding of the valve 0 are connected to ground by D, and is operated by: the valve handle,

serves to connect the wire 212 or 211 or 210 "with the wire 215 whichfoifiis part of the ble 213 and leads to the .commutating witch where it is furnished with current *eitherof the valves-A or D results in the energization of the corresponding train wire which is connected to the positive side of ;.wli'ether the commutating switch be in its theicoils 'of all of the corresponding valves on the various cars of the train.

The operation of the s stem as a whole,

best shown inFig. 1, is as ollows: As shown,

the apparatus on the car or locomotive 1S arranged for operation on alternating current, that is,'its trolley T is in engagement with the trolley wire, the A. G. line switch L is closed and the commntati-ng switch C-is supposed tobe in its A. G. position. At this time the third rail shoe T is in its inoperative position and the D. C. line switch L is open. If the operator desires to arrange the for D. G. operation it is necessary that he operate the valve 0, whereupon the interlocking valve I will be thrown to its mid position, ashereinbefore explained, and air will pass through the pipe 220 to the train pipe 221 which, in the particular arrangeinent shown, is provided with couplers -which, enable'it tobe connected with cone.

nection with Figs. 2 to 5;

tive, air. passes through the )ipe 222 into the tripping cylinder 80 of t e A. 0. main switch L, thereby causing said switch to open, after which air passes on through the pipe 223 to the casing-24 within which itdoes work by forcing-apart the istons and 26, thereby lowering the trol ey T in a manner which has been explained in conwhen the trolley T has'been lowered and latched, air passes on throu h the pipes 224-and 225 to the port 111 (see ig. 7) of the commutating swltch- C, thereby throwing this switch to its mid position. J

The foregoing operations will take place practically simultaneously on all of the 10-.

comOtives or cars of the train 'not only because'air will pass from the first locomotive through the pipe 221 to all of the other locomotives, but also because the operation of the valve 0 on one locomotive will causesimultaneous operation of the valves 0 onrent can be taken from thet the other locomotives through the electrical connections hereinbefore escribed. The dash-pot within the valve '0 renders the lat-' ter slow enough in returni sition,,.to 've the trolley time to completely pu down and latch and the commutating switch C time to throw to its mid position afterthe opening'of the A. 0. line switch L which, 0 course, interrupts the current to all of the control circuits of the car including the magnet coils of the valves 0.. If the o erator now operates the valve D the interloc ing valve Iis' thrown to the position in which air isfree to pass from the reservoir through the valve Dinterlocking valve'I and -the( pipe 228 through the pipe 229 into the D. o'peratmgcy inder 98- of the commutatiu switch C, thereby throwing said switch to lts D. C. position; air'then passes on through the pi 230 to the operating cylinder of the t 'rd rail shoe 'T, thereby causing the latter to be thrown to its operative. sition, air then passes on through plpe 231- to o eratin cylinder of the D. 0. main switch I, Whi is thereu n closed -in a manner hereinbefore exp ained in connection with Fig. 6. The a-pparatus is now in its D. C. sition and curird rail through the third rail shoe T', the D. C. main switch L and the commutatin'g switch C to 'the motor and the control circuits of the car. If the operator desires to again arrange the apparatus for A. C. operation, it is'neces sary that he first operate the valve 0, whereuponair admitted to the ipe 221 will pass e trippin cylinder oi the D. switch L, thence troughpipe 236 to the tri ping cylinder of the third rail shoe T and then through the pipes 237 and 225 to the commutating switch C which is thereupon thrown to its mid ition. Closing-of the valve A will then a it air to normal poto the pipe 239 from which it will pass through pipe 240'to the'A. G. o ratin cylinder 98 ofthe commutating switch C, t ence on through ipe 241 to the tripping cylinder 45 of the tro ley T, and then on through pi main switch L, there y throwing the com- .P 242 to the operating cylinder 65 of the A. C.

mutating switch (Ito its A. C. position, rais- I ing: the trolley T andflclosin the'switch' L.

rom the foregoing, it wi beevident that the operator is required to. always actuate the. valve 0 in changing the apparatus from ways close'd andopened by the main switches Land L, thereby insurin that the arcing all takes lace at these switches which can be provid ed with pro r devices for handling the arcs, safely. he valve O-furthermore serves as an emergency device by which the operator can at any time disconnect the cars from the conductors which normally supply current to them,.and it that this emergenc o 'ratio'n takes place, independently Lot, t e act of whether currentis being supplied to the cars or not, as

is to be noted long as compressed air is available-in the reservoir of .one of the cars or locomotives of the train, the reservoirs being all connected together by a train pi 245. Y I have in this application shown but one embodiment of my invention. I wish itunderstood, however, that I realize it ma be modified in many respects by those skilled in this art withoutde rting from the spirit of the invention. T e particular construction and arran ment of ap ratus herein shown is' intenife d merely to indicate to one skilled in this artlhow my invention can be embodied'in a practical operative system.

What I claimas new and desire to secure by Letters Patent of the Uni-ted Stfites, 15,-

1., In an electrically driven car, collecting devices, switches for connecting said collect- -ing devices to the car circuit-s, means for,

moving eachcollectin device intoits collecting position andt en' closing the corre-' .spondlng switch, means for opening each switch andthenmovin the corresponding collecting device out o collecting position, and means for insuring the operation of said collecting devices and switches in this order.

2. In an electrically driven car, pneumat ically-operated collecting devices, pneumatically operated switches for connecting saidcollecting devices to the car circuits, a valve for controlling the moving of each collecti device into its collecting position and then, closi the corresponding switch, a-valve for. I contr ifiling the opening of each switch and then moving the corresponding collecting device out of collecting position, and means for insuring the operation of said collecting devices and switches in this order.

3. In an electrically driven car, collecting, devices, a switch for connecting said collecting devices to the car, circuits, pneumaticallycontrolled meansfor moving said collecting devices into and out of coldectin position, pneumatically controlled means or closing and opening said switches, a valve and con-- nections 'for controlling the successive movement of each collecting device into collecting position and closing the corresponding switch, and another valve and-connections for controlling the successive opening of said swltcches and movement of said collecti'ng devi es out of collecting position.

4. In an electrically driven car adapted for operation on currents difiering in character, inde endent collecting devices for the currents 0 different character, switches for connecting said collecting devices to the car circuits, means for moving each collecting device into its collecting position and then closing the corresponding switch, means for opening each switch and thenmovin the corresponding collecting device out 0 collecting position,'and means for preventing movement of two collecting devices for currents difiering in character into collecting position at the same time.

5. In an electrically driven car 'ada ted for operation on currents differing in c araeter, independent collecting devices for the currents of different charactenswitches for nnecting said collectingfdevices to the car circuits, pneumatically controlled means for moving said collectingdevices into and out of collecting position, pneumatically controlled means for. closing and opening said switches, a valve and connections for controlling the successive movement of each collecting device into collecting position and closing the corresponding switch, and another'valve and connections controlling the successive opening of all of said switches and movement of all of said collecting de-' vices out of collectin position.

6. In an electrica ly driven car adapted for operation on currents differing in character, independent collecting devices for the currents of different character, switches for connecting said collecting devices to the car ClICultS, pneumatically controlled means for moving said collecting devices into-and out of collecting position, pneumatically controlled means for closing and openingfsaid switches, a valve and connections for controlling the successive movement of each collecting device into collecting position and closing the corresponding switch, another valve and connections cont-rollin the/successive opening of all of'said switches and movement of all of said collecting devices out ofcollecting position, and means co} then movin operating with said valves and connections for rendering each valve which controls the collecting device and switch for currents of one character inoperative after the operation of the valve'controlling the collecting device switch for currents of the other character, until the valve has been operated which controls the o wing of the switches and the movement 0 the collecting devices out of operative position; v

7. In an electrically driven caradapted for operation on currents differing in character, inde endent collecting devicesfor the currents 0 different character, switches for connecting said collecting devices to the car circuits, a commutating-switch for regulating connections on the car according as the latter is to be operated on current of one character or another, means for throwing the commutating switch to one operative position or the other and then moving the corresponding collecting device into its collecting position and closing the corresponding switch, means for opening each switch and the corresponding collecting device out o collecting position, and means for preventing movement of two collecting devices for currents difiering in character into collectin position at the same time.

8. In an e ectrically driven car adapted for operation on currents differing in character, independent collecting devices for the mutating switch to one operative position or the other and the corresponding collecting device into collecting position andclosing the corresponding switch, and another-valve and connections controlling successive openingof' all f 'sai'dswitches and movement of collecting devices out of collecting position and movement of-said commut ating switch to: position. 1 9. In'an electrically driven oar, pneumatically operatedfjeollecting devices, pneumat I 'ically operated'switches for connecting said collecting devices to the car circuits, a manually operated valve for controlling the moving of each pollecting device into. its collecting positionand then closing the corresponding switch, a' manually operated valve for controlling ..the opening of each switch and then moving the corresponding collecting device out of collecting position. and switches on all the cars of the train a magnetcoiiperating without-h valve and may be controlled from one or any car. l0

capable of operating the same, train wires In witness whereof, I have hereunto set arranged to connect the magnets of co'rremy hand thisw10th dav of September, 1909. spending valves on all the cars of the train, FRANK E. CASE.

and a switch cooperating with each valve Witnesses:

- and arranged to control the enter 'zation of Bnnunm B. HULL,

the train wire whereby the collecting devices G. B. CARD.

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