US836981A - Train-control system. - Google Patents

Description

No. 836,981. I PATENTED NOV. 27, 1906.

- OLE-LORD. 4

TRAIN GONTROL SYSTEM. APPLICATION FILED OGT.1.1904.

4 SHEETS-SHEET 1.

inwnfior Charms ELord.

No. 836,981. PATENTED NOV. 27, 1906.

0. B. LORD.

TRAIN CONTROL SYSTEM. AifPLIGATIQN FILED OQT. 1. 1904.

4 SHEETS-SHEET 2.

Fig.2..

P 35 35 36 as P Q lnvenfi? Charlets ELorcL jatf No. 8363381; PATENTED'NOV..27,1906.'

0. E. LORD. TRAIN CONTROL SYSTEM.

APPLIGATION FILED 0(1T.l. 1904.

4 SHEETS-SHEET 3.

Wifieams. lnvemflm Charms ELorcL WM 9 v I Wadi PATENTED' NOV. 2-7, 1906.

0.E.;L0RD. TRAIN CONTROL SYSTEM.

APPLICATION FILED 0OT.1. 1904.

4 SHEETS-'SHEET 4.

lnvenfiot Char I 65 E. Lord CHARLES E. LORD, OF

OlNOlNNATl, OHIO, AQSIGNOE TO GENERA ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

THAiN -CQNTROL SYSITERVL Specification of Letters Patent.

?atented Nov. 27, 1906,

Application filed October 1, 1904- SeriahNo. 226,749,

To all whom it may concern:

Be it known that I, CHARLES E. LORD, a citizen of the United States, residing at Cincinnati, county of Hamilton, State of Ohio,

have invented certain new and useful Improvements in Train-Control Systems, of. which the lOllOWlD 1s a specificatlon.

My invention re. ates to systems of motor control, and more particularly to systems of LIO train control in which a plurality of motors mounted upon the several cars of a train are controlled simultaneously from any desired point on the train. p I

It has been. heretofore-customary insystoms of train control to employ a plurality of se arately-actuated contacts, either electrically or pneumatically operated, and control the operatin means through an electric control system laying a great number of trainwires connecting the several motor-control lers to the master controller or controllers.

In operating electrical systems of train control one must either depend upon the current taken from the trolley or main source of supply or from an auxiliary source of supply carried on the train for power to actuate the parts of the control system. When the mainsource or supply is depended upon, difiiculty is sometimes experienced, due to momentary interruptions of said supply, which tends to derange the control system. When an auxiliary source of supply is depended upon, a bulky, expensive, ineflicient, and unreliable storage battery or its equivalent must be employed.

The objects of my invention are to simplify the systems oft-rain control now in use, to reduce the-number of connections between the cars of the train, to render the operationof the'controller-contacts more positive, to produce an automatic acceleration of the motors by ermittin an automatic ro ession of' P s P gr extent and rate cfprogression of said contacts may be directly controlled from said master controlling-valve. I

More specifically considered, my invention comprises one or more electric motors, a plurality of pneumatically--actuated contacts forming a motor-controller, said contacts be.- ing. adapted to operate successively in automatic progression, a master controllingvalve, a pneumatic actuating system, and a pneumatic maintaining system connecting.

the master controlling-valve with the contactactuating means, whereby the rate and eX- tent of the progression of the controller-contacts maybe controlled.

In another aspect my invention comprises a plurality of separate pneumatically-actuated contacts forming a. motor-controller, means for producing an automatic pro ression of said contacts, a master control ingvalve, and means connected with said valve iorchecking the progression of said contacts without affecting the contacts already operated.

The invention further comprises details of construction and combination of parts of the system which will be hereinafter-described, and more clearly set forth in the appended claims. I

in the accompanying drawings, which'illustrate preferred embodiments of my invention, Figure 1 represents diagrammatically sufiicient of the equipment of a single car of a system of train control to illustrate my invention, the pipe connections between the master-controller and the actuating means of the motor-controller contacts being illustrated by heavy lines, while the motor-circuit connections are illustrated by light lines, a seriesparallel controller being shown. Fig. 2 illustrates diagrammatically the system shown in Fig. 1, but on a larger scale and with the motor-circuit and motor-controller contacts omitted. Fig. 3 is a diagram similar to Fig. 2, illustrating a modified form of my invention employing three train-pipes instead of four, as shown in Figs. 1 and 2. Fig. 4 illustrates in outline a threescar train equipped with my invention. Fig. 5 is a sectional elevation through the preferred form of my pneumatically-actuat0d controllercontact, taken on the line 5 5, Fig. 8. Fig. 6 a rear view in elevation of my improved controller-contact, all piping connections .be-

ing removed. Fig. 7 is a detail vertical secthrough the piston-rod 24, to the arm 25, pivtion'on the line 7 7, Fig. 6, showing the prefer-2rd fornr of quiclcacting exhaust-valve and Fig. 8 is a rear elevation of part of the pneumaticallyoperated controller, showing the method of mounting a plurality of dontacts on the same supporting-base.

deferring now to Figs. 1 and 2, which illustrate the modification of my invention which employs four train- pipes 10, 11, 12, and 13, C indicates the motor-controller built up of a plurality of separate pneumatically-actuated contacts 14 to 20, inclusive. RS represents apneumaticallyoperated reversing-- switch, and M and M." represent the motors to be controlled. The master C(HlllIOllllTgvalves at each end of the car are represented by V" and V The series-parallel valve, the function and operation of which will be here inafter described, is shown at P. The source of supply of compressed fluid for operating the pneumatic control system may beanything desired, though it is here shown as a motor-driven air-compressor A, which is directly connected with the storage-reservoir B, which in turn is directly connected to the supply-pipe 21, leading to the master con.- trohing-valves V and V The invention as illustrated in these figures embodies'two cooperating control systemsnamely,' a pneumatic actuating system, and a pneumatic maintaining system. The reversing-switch and the soparately-actuated contacts of the mo tor-controller are operated by compressed air admitted thereto through the actuating system. and are held in their operative positions by compressed air admitted thereto through the maintaining system.

Each contact of the motor-controller and its actuating means, as shown diagrannnatically in Figs. 1 and embodies cylinder 22, in which operates a piston. 23, connected,

oted at 26 and carrying at one end the weight 27 and at the other end the bridging member 28, insulated from the arm 25 at 29. This bridgin member 28 is normally in the position shown in Fig. 1; but when compressed air is admitted. below piston 23 said member is moved dmvnwardly to bridge the fixed contacts 80.

' The preferred construction of my improved pneumatically-actuated contact will be hereinafter described with reference to the pneumatic actuating system and connect said contact-actuating means to the pneumatic maintaining system, also to connect the actuating system. to the actuating means of the contact next in advance, so as to pro- .duce an automatic progression of the contacts of the controller. The contact 14 controls the series connection of the motors M and M The contacts 15 and 16 control the connections of said motors in parallel. The contacts 17 to 20, inclusive, control the resistances R, R and R in the motor-circuit. The contact 20, in addition to controlling a short circuit around the resistances in the motor-circuit, prevents the operating of the scries-parallcl valve P re ardless of the position oi the master control ing-valve until said contact 20 has been completely closed.

The series-parallel valve, as shown in Fig. 2, comprises the slide-valve within the casing 36, normally maintained at the right end of said casing by means of the spring 37. This valve is rovided with passage- ways 38 and 39, which are adapted to register with certain of the ports in said casing leading to pipes 40 to 47,inclusive. The pipes 48 and 49 also lead from said casing. The functions of the various ports and passage-ways will he hereinafter stated in the description of the operation of this system.

The reversing-switch RS comprises the customary cylindrical rotating member 50, carrying contact-segments engaging relatively fixed contactdingers. The member 50 is rotated through the agency of the leverarm. 51, to the ends of which are attached piston-rods connected with the pistons 52 and 53, operating in the cylinders 54 and 55, respectively. The compressed air is admitted to said cylinders 54 and 5-5 through the valves 31 and 33, which control the connections between said cylinders, and actuating and maintaining control systems in the same manner as the connections to the controller'- contacts are controlled. Each valve 33 is provided with passageways 33" and 33*.

One of the master controlling-valves is shown in development as a slide-valve in Fig. '2 for the purpose of more clearly illustrating the connections to and controlled by said valve. The plate 57 of said valve is provided with the passage-ways 58 and '59, which register with the ports 60 to 64, inclusive, as the valve is moved from its oli position, Fig. 2, into its operative positions, (indicated by the vertical dotted lines 1 1, 2 2, and 3 3,) forward and reverse.

The operation of the system shownin Figs.

ICC

1 and 2 will now be described. It the master within the cylinders 22 to ort communicates with pi )e 43 which is p J l r 'maintaimng system. During the forward quick-acting exhaust-valve chamber 32, al-

ture of motor M, reversing-switch RS, coil 78 of the throttle-valve H, field of motor M, series contact 1 1, reversing-switch, armature of motor M reversing-switch, field of motor M to ground at G. As the automatic pro gression of the resistance-controlling contacts continues the resistances R and R are successively thrown in parallel with resistance R to reduce the resistance of motorcircnit. When the contact 20 is operated, the resistance is short-circuited and the motors are connected directly in series.

By referrin to Fig. 2 it will be seen that the valve 33 of contact 20 is provided with an auxiliary passage-way 85, which is adapted to register with ports leading to pipes 11', con nected with train-pipe 11, and pipe 48, connected with 'seriesparallel valve P. So long as there is no pressure in the parallel trainpipe 11 the regression of the contacts will automatical y check itself when the iinal series osition is reached; but if the master contro ling-valve is moved into its parallel position (indicated by 3 3) the parallel trainpipe is charged with air from B through the ort 64, passageway 58, port 60, and pipe 1 i he compressed air then passes from the train pi e 11 through pipe 11', passage-way in va ve 33 of contact'Q-O, throu 'h pipe 48 intothe casing of the series-parztllel valve, moving said valve to the left against the action of the spring 37 until the right-hand end of said valve uncovers the port 49. This connected with maintaimng train-pipe 10, and the valve is thus held in its operated position by means of compressed air from the movement of the series-parallel valve the port 40 is cut off from communication with the pipe 41, thus deprivin the contact-operating means of compressec air from the actuating system. The pipe 41, leading to series contact 14, is then exhausted of the-air contained therein through the exhaustipe 42 and passage-way 39 in said valve. h s ex. hausts all the, pi es of the actuating system connected with the-contact-operating means. Also during said forward movement the maintaining train-pipe is .cut off from that part of the maintaining system connected with contactoperating means, the passageway 38 moving out of registerwith pipe 43 and into register with the exhaust-pipe 45 to exhaust the air through pipe 44 from that part-pf the maintaining system connected withthe operating means. During this 0' erationthe air is first exhausted from t .e

lowing the valve 31 therein to ermit the air e' exhausted through the ports 86'a'nd 87. As the piston 23 moves downwardly the port 73 is opened to the atmosphere and the valve 33 returns to its initial position under the action ct i 74. Thus all the parts of the contact-operating means assume their initial position. It will be noticed, however, that the position of the reversing-switch is unaffected. A: fur thenforward movement of the series-parallel valve brings the passageway 39 into re ister with pipes 43 and 44, thereby restablishing the maintaining system connections. At the same time the passage-way 38registers with pipes 46 and 47 and the parallel train-pipe 1 1. 18 then connected to the parallel actuating system. the compressed air flows from train-pipe 11 through pipe 47, passagc'n"ay 38, pipe 46, through the valve 33 of parallel contacts 15 and 16 in multiple, through pipe 88 into valve-chambers 32 of said contacts 15 and 16, and from thence into the cylinders 22 of said contacts. .The parallel contacts are thus closed and the valves 33 of these contacts are then operated to connect the pipe 46 to the pipe 76 and disconnect said pipe 46 of. the actuating system from the parallel-contact operating means and connect said means to the pipe 44 of the maintaining system. The compressed air then passes through the pipe 76 and throttle-valve H to operate the re sistance-controlling contacts 17 to 20, inclu- When this connection is establishc d,

sive, in automatic progression, as has been hereinbefore described.

T he motor-circuit corresponding with the first parallel position of the controller with the contacts 15, 16, and 17 closed may be traced on Fig. l as follows: from trollev T through contact 17, resistance R, reversingswitch, armature of motor M, reversingswitch, coil 78, field of motor M, contact 16 to ground at G, also branching at the point 120 through contact 15, reversing-switch, armature of motor M reversing-switch, field of motorM to ground at G. As the controller- contacts 18, 19, and 20 successively operate the resistance of the motor-circuit is reduced until the motors are connected in multiple directly across the line.

In order to prevent the simultaneous operation of the series and parallel contacts 14,

15, and 16, I have employed a pneumatic interlocir'hetween said contacts, and to .this end I provide the qulckacting exhaust-valve of said contacts with an auxiliary passage- Way 90, which when the valve 31 is operated to admit air from the pipe 88 or 7 5 into the cylinders 22 connects the other of said pipes 88 and 75 to atmosphere through port 91. Thus it will be seen that if the series contact 14 is operated by compressed air in the pipe 75 and it is attempted to operate contacts 15 and 16 by admitting air to the pipe 88 the said pipe 88 will be exhausted to atmosphere through the port 91 and passage-way 'of the quick-acting exhaust-valve of contact 14 and the contacts 15 and 1.6 will not operate.

in the modification illustrated in Fig. 3 l have seduced the number of trairrpipes in III) - admitted to the other the pneumatic control system from four to three, said pipes being indicated by 10, 12, and 13, the parallel train-pipe 11, Fig. 2, being omitted. The series and parallel connections in forward and reverse direction of movement are controlled through the trainpipes 12 and 13 in a manner which will now be describcd, To obtain series forward, compressed air is admitted to one train-pipe. To obtain series reverse,

train-pipe. To obtain parallel, the compressed air is admitted to both train'pipes 12 and 13, the train-pipe to which the compressed air is first admitted determining the position of the reversing-switch, and hence the (lirection of movement of the car or train. The actuating and maintaining systems operate substantially the same as before described to produce automatic pro ression of the contacts of themotor-con troller after the reversing-switch has been operated. The main difference between the system before: described and the system shown in Fig. 3 lies in the connections tothe reversing switch actuating means and thi series-parallel switch P. In the operation of this ling-valve V is moved into the first forward position (inoicated by the vertical dotted line 1 l) the compressed air is admitted from the source of supply B through the pipe 21,

port 64, passage-way 58 in the valve-seat,

port 63, train-pipe 10, thence into the main-- taimng system of pipe connections through pipes 43 and 10. Then the valve V is moved into its series-forward position, (indicated by 2 2,) and the compressed air is admitted to the pipe 61 through the passage-way 53, thereby charging the train-pipe 12, pressure being meanwhile maintained in the train-pi e 10. The col'npresse': air then flows throng pipe 12". passage-way 33 in valve '33 on cylinder 34 through pipe 12, port 33 of valve 33 in cylinder 55, thence into the latter cylinder through valve 31, forcing the piston 53 into thrp-zisition shown in Fig. 3, thence into valve-chamber 34, forcing the valve 33 on cylinder 55 downward until the passage-Way 33 registers with the port leadlng to maintaining-pipe 10 The actuating system is thus cut off from the cylinder 55, but is at the same time connected to the operating means for the series contact 14 through pipe 12, port 33 in valve 33 of cylind er 55, pipe 40, passage-way 39 in the series-parallel valve, pipe 41, to the controlling-valves for contact .14. The automatic of the controller -contacts then proceeds through the series positions, as before described. until the contact 20 has operated. This progresshe action, as, before described, may be checked by the operation of the tlmxttlc-valve H or by a movement of theinaser controlling-valve into its first position.

the compressed air is modification when the master control- PIOgI'GSSPJB; operation l supporting- When it is desired to proceed into the parallel positions, the valve V is moved into the position indicated by'3 3. This admits compressed air tothe train-pipe 13 through the passage-way 58, port 62, and pipe 13*, pressure. bein meanwhile maintained in tra1n-. pipes 10 and12. flows through pipe 13*, passage-way '33- of valve 33 on cylinder valve is in its lowest position through the pipe 47 passage-way85 in valve 33 of con The compressed air then.

55, thence since the tact 20, through pipe 48 into the casing of series-parallel valve. The latter valve is thenoperated, as before described, to disconnect the actuating means of the controller-contacts from the actuating system, then to exhaust that part of the maintaining system leading to said contacts to permit them to assume their initial position, then to restab-1 lish the connections to the maintaining system and connect the parallel contacts to the actuating s stems, the latter connection being made "om pipe 4J7 throughpipe 47,

passage-way 38 121 the series-parallel valve,

through pipe 46 to the valves controlling the actuating means of the: parallel contacts 15 and 16. v

It will be noted that when the compressed air is admitted to the, pipe 13?;from trainpipe '13 there isno tendency for the reversingswitch to bethrown intoits reversed position, since the compressed'air cannot pass from pipe 13 through'the port 33* of valve 33- on cylinder 55 because said assage way is moved out of register with t said valve 33 is in its lower position. Howe pi e 13 when ever, when the master controlling-valve V 1s moved into its series-reverse dicated by 2 2) the compresse air is admitted to train-pipe 13 while there is no pressure in the trainipe 12. The compressed air then flows vt ough pipe 13b, passage 33 in valve 33 on cylinder 55, through pipe 13 passage 33 in valve 33 of cylinder 54, thence into said cylinder through valve 31, then by operating the reversing-switch position (ininto reversed position and movin valve 33 v on cylinder 54 into its downwar position. The movement of this latter valve makes pipe connections to the actuating and main-' taining systems and seriesarallel valve similar to those just described valve 33 on cylinder 55. These connections maybe readily traced on the diagram.

Referring now to the construction of my preferred form of pneumatically-actuated controller-contact, (illustrated in'Figs. 5 to 8', inclusive) the cylinder containing actuatingpiston 23 is indicated, as before, byv 22. Said piston is maintained normally in a raised position against the stop-rm 22 bymeans of maintaining the elec-' the spring 97, thereby trica contact or switch normally open. This cylinder 22 is fastened to the under side of a with reference to plate 96 by means of bolts 97, a 0

the lower face of plots 96.

strip of compressible material 95 heingqslsceil between the upper edge of cylinder 22 and These cylinders may be fastened to seperste supportingplstes or a large number may be suspended from a. single plate in the manner shown in Fig. 8. The valve-casings 32 curl 3 are preferably formed integral with cylinder n the manner shown in Figs. 5, 6, end 7'. The casing 34 contains the valve 33, the functions end operation of which have been described in cleteil. The valve-casing 32 contains the quiclcecting exhaust-valve 31, which operates to connect the cylindcrsilil to etmosnhere when the pressure in the supply-pipe '75 tells below a, girecletermincd veins. The bracket 98, formed on the lower curl of the cylinder 22, has pivoted thereon at 98" the conteot'srm Nil, which is core nected with the piston-rocl 24 by means of the spring 100, attached to the arm 101 st 101* and to the rorl 242 at 24 thereby forrning s snap-switch action. To tslre'up the strein of the spring 100 on the rod 2e to prevent ssicl rod from sticking in its hearing, 1 provide the link 99, pivotsll connected to the end of rod 24: no to the bracket ll'nt 98*. The contsctentl of arm 101 engages the fixed contact 1.02 Within the ere-deflector housing 103. A blow-out mopnet the coil of which is indicated at .194 curl one pole st 104- in dotted lines in Fig. 5 is provided for the purpose dissipating the arcs fwhieh tend to form at the contacts of the switch. In the operation of this form or" pneumatically-actuated controller-contact the compressed ni'r entering the vslvescusing 32 forces the valve 31 downwardeguinst the action of its springuntil the. ort 86 is uncovered to admit the air. into t is upper pert-oi cylinder The piston '23 is then forced downward against the action. of the spring 9?, thereby moving the lower en of the piston-rod 24 below it point in slinement with pivots 98 and 161, so that the spring; 100

Will exert s downward pull on the left-hand emi of arm 101 and move its right-hand end with a snap ection into engagement with contact 102, thereby closing the switch. Durin the downward movement of piston 23 the, port 73, leading to Volvo-casing 34, is uncovered, so as to admit air to the upper end of valve 33, thereby operating seicl valves to make the connections to the pnsumctic actuating and maintaining systems, us before described.

When the pipe is exhausted or the pressure therein reduced below a predetermined value, the valve 31 is movecl upwardly by its spring so as to connect the cylinder 22 (iirectly'to atmosphere through the port This permits the piston 23to move upward, under the influence of spri' 97, throwing the spring 3.00 over descl-cenu "o exerten upward pull on the i hand curl. of

tect-opcrating means for producing-g 101 and open the switch with a. soup action. The valve-chamber 34. is also exhausted to atmosphere through ports 78 curl. 73* and the valve 33 is'retu rncd to its initial position by spring 74.

l aim in,the appended claims to cover all modifications and changes in my improved system oi pneumatic control for motors and in the construction of the controller-contacts Which do not involve s departure from the spirit ondscope of my invention.

Vhet I claim as new, and. desire to secure by Letters Patent of the U 'terlli'itctes, is-

i. In a sys tern of motor controhu mo tor-con troller comprising a plurality oi sepsrutcljlactuated contacts with pneumatic operating means therefor, master controlling-valve for controlling the udn'iission of compressed fluid from :1 source o l-supply to said operating means, menus associated with the conen untoinstic progressive operation of said operating moons, and means whereby the extent and rate of progression of said contacts m be directly controlled from said master controlling-valve.

2. in a system of motor control, a motor-- controller comprising plurality of sepsrately-ectucted contacts with pneumatic opercting means therefor, a. master controlling:- velve for controlling the admission oi. compressed fluid from a. source of supply to said operating means, means associated with the contact-operating means for producing an automatic progressive operation of said op erating mecnsumd means for checking the automatic progression of said contacts from the master controlling-valve Without uli'ecling the contacts already opera-ted.

. 3. ln s system of motor control, n plurality of pneu'm {ideally-actuated contacts forming a. motor-contr" ller, means associated with tho contact-open on automatic progressive action of said contacts, c muster controllingwalve, and means for checking the automatic progression with out affecting the contacts elreocly operated,

said means being controlled by s movement of the master controlling-valve.

i. In combination, a plurality of motors, o, series-parallel motor-controller of the separately-actuated contact type, -men.ns for producing an automatic progressive notion of said contests so arranged that the contacts are required to operate inc definite order, a pneumatically-operated reversing-switch, and a pneumatic control system including a master controlling-Volvo wherehy series and parallel connections of the motors for forward and reverse directions of movement may be oh tcinctl and the automatic progres sion of the contests checked without effecting the contests already opera-toil.

, 5. in combination, 9. plurality of motors, s motor controiler oi the separately-actuatei and reversed direction may be obtained and the hutometic progression of the contacts checked at cny desired point Without effecting the contacts elreerly operated.

6. in e. motor-controller of the separatelysctuetetl contact type, resistence-controllmg contacts and series and parallel contacts, pneumatic operating means therefor, a. pneumatic control system, including a. series-per ellel valve, and means for preventing the open sting of said serics-psrallel vslve until the final resistance-coneoiling contact has opereted. I:

"7. in s. motor controller oi the separately ectusted contact ty e, pneumatically onoratetl series and para el contests, pipes less and means associated with the series contact for exhausting thepipes leading to the parallel contacts when the series contact is operated and vice versa. i

8. in combination, one or more electric motors, aplurelit T of pneumatically-actuated contacts forming a, motor-controller, means for producing an automatic progressive operation of said contacts, a. master controllingvelve, e pneumatic sctneting system, and e pneumatic maintaining system connecting the master controlling-valve with the contactactuating means, tent of the progression of the controller-contacts may be controlled.

9.111 combination, 9. motor-controller of the separately-actuated contact type, pneumatic actuating means for the contacts thereof, a. pneumatic actuating system, and a pneumatic maintaining s stem, wsaid actuating system bein normal y connected to one or more of said contacts, and. means for disconthe maintaining system as necting the contsct opereting means from the actuating system and connecting it to the contact op crates.

10. in at system oi motor control, a motorcontroller of the sepsretely sctueted. centect type, having pneum tic operating means for the contacts thereof, a pneumatic actuating system, c pneumatic maintaining system, and means r or'connecting the contsct-opereting means successively to the actuating and maintaining systems.

1.1. In a s stem of motor control, e, motorcontroller or the separatelyntimated contact type, having pneumatic operating means for t e contacts thereof, a pneumatic actuating system, a. pneumatic maintaining system,

1 system,

l, necting it to the maintaining 4 l mg to the actuating means for said contacts,

and means for shitting the operating means of each contact as it operates from the actusting to the maintaining system.

12. In a. system of motor control, a motorcontroller of the seperstely-ectueted contact type, having pneumatic operating means for the contacts thereof, a pneumatic octneting systen a pneumatic maintaining system, and means for shifting the operating means ot-esch contact as it operates from the ectn sting to,the maintaining system end for con necting the actuating means of the contact next in stlvsnce to the actuating system.

13. in a system of motor control, it motor controller of the seperstely-cctnsteo contact type, having pneumatic operating means for the contacts thereof, spnenmstic sctnsting s pnennmtic maintaining system, and eutomsticsllyectucterl valves forcom necting the operating means of e contsct to the sct'uetingsystem and site! said contact has operated disconnecting said operating means from the actuating system and consystem. i

, it. in a system of motor control, n motorccntroller of the concretely-actuated contact type, having pnenm ctic operating means tor the contacts thereof, it pneumatic-actuating system, e.v pneumatic maintaining system, and automaticelly-ectnsted valves for connecting theioperating means of 9.- contact to the ectueting s has operated oisconnecting said operating means from the actuating systemend conmeeting it to the maintaining system. and "for connecting the actuating system to the next contact-operating means. A

15. In 8.- system of motor control, a. moton whereby the rate and ex-' controller of the sepcrately-ectuoted contact operetingmeens for progressive operstion of said contests and for disconnecting the operating moons of each contest as itoperstes rom the :rctusting system end for connecting it to the maintaining system.

16. In t s stem of motor control a motor controller oi the seperetely-sctuetedcontact,

type, having pneumatic operating means for, the contacts thereof, a pneumatic sctueting system, c pneumatic insinteining ststem, ond meens for connecting-the contact-operating' means successively to-the actuating and maintaining systems, and means for rendering the actuating. system inoperstive to check the automatic progression of said contacts;

1?: in e system of motor controls. motorcontrolier of the separately-actuated contact t me, having pneumatic operating means for t e contests thereof, s pneumatic actuating stem and after said contact has;

a pneumatic actuating system,

system,- a pneumatic maintaining system, means l erconnecting the contact-operatin means successively to ,the ahtuatmg an maintaining systems, a throttle-valve in said actuating system, and means for operating said throttle-valve to check the progression of said contacts when the current in the motor-circuit rises above a predetermined value. 18. in a system of motor control, amotorcontrolleror' the separately-actuated contact type, having pneumatic operating means for t; e contacts thereof, a pneumatic actuating system, a. pneumatic maintaining system, and means for connecting the contact-operating means successively to the actuating and maintaining systems, and a master control.- ling-valve adapted to cut oil the supply of compressed liuid to said actuating system to arrest the progressiveoperation of said contacts Without affecting the maintaining system. a

19. lnamotor-controller of the separatelyactuated contact type, resistance-controlling contacts, series and parallel contacts, a pneumatic system for actuating said contacts, and a pneumatic system for maintaining said contacts after they have been actuated.

20. In amotor-controller of the separatelyactuated contact type, resistance-controlling contacts and series. and parallel contacts, pneumatic operating means for said contacts, a pneumatic maintaining system, and means for rendering said actuating system inoperative Without afi ecting the maintaining system.

2 Inamotor-controller of the separatelyactiiated contact type, series, resistance controlling and parallel contacts, pneumatic operating means therefor, and an actuating system for said contacts including means controlled by the series and resistance controlling contact operating means for rendering the actuating system operative with relation to the resistance controlling and parallel contacts, respectively.

.22. lnamotor-controller of the separatelyactuated contact type, series, resistance controlling and parallel contacts, pneumatic op erating means therefor, an actuating system and a maintaining system, and means con trolled by the operating means of a resist- "'nce-controlling contact for rendering said actfiating and maintaining systems inoperative as to said series and resistance controlling contacts but operative as to said parallel contacts. 1, 23. In a motor-controller of theseparatelyactuated contact type, series and parallel contacts, pneumatic operating means there-' for, a source of com ressed-fiuid su ply, an actuating system including indepen ent con nections between said source of supply and the respective pneumatic operating means, and a maintaining system including a com- ,mon connection between the source of supply and the pneumatic operating means.

24. In combination, a series-parallel motor-controller of the separately-actuated:contact type, pneumatic operating means therefor, a pneumatic actuating system, and an automatic valve controlled by the operating means oi one of said contacts for rendering said actuating system inoperative as to the allel" contacts.

' 25. Incombination, tor-controller of the separately-actuated contact type, pneumatic operating means therefor, a pneumatic actuating system, a maintaining system, and an automatic valve for rendering said actuating and maintaining systems inoperative as to the series contacts and then operative as to the parallel contacts.

26. In amotor-controller of the separatelyactuated contact type, series, parallel and resistance controlling contacts, pneumatic operating means thereior, a pneumatic actuating system, and an automatic valve controlled by the operating means of one of said. contacts for rendering said system inoperative as to the series and operative as to the paralleLcontacts.

e :27. Instructor-controller of theseparatelyactuated contact type, series, parallel and resistance controlling contacts, pneumatic operating means therefor, an actuating system and a maintaining system, and an automatic valve for rendering the actuating and maintaining systems inoperative as to the series contacts and then operative as to the parallel contacts.

troller of the separately-actuated contact type, a reversing-switch, pneumatic operat ing means there-for, a pneumatic actuating system, means controlled by the reversing switch-operating. means for rendering said actuating system operative as to the series contacts, and anautomatic valve controlled by the operating means of one of said contacts for rendering said actuating system operative as to the parallel contacts.

29. In combination, a series-parallel controller of the separately-actuated contact type, a reversing-switch, pneumatic operatsystem, means controlled by the operating meansfor the reversing-switch for rendering the actuating system operative as to the series contacts, and an automatic valve for rendering said actuating system inoperative as to the series contacts and operative as to the parallel contacts. 30. In combination, a series-parallel controller of the separately-actuated contact type, reversingsivitch, pneumatic operat ing means therefor, pneumatic actuating and maintaining systems, and means controlled series contacts and operative as to the par-' a sefiesparallel moing means therefor, a pneumatic actuating 28. In combination, a series-parallel conby the operating means of the reversing switch for rendering said systems operative as to the series contacts.

31. In combination, .a serie'sparallel controller of the separately actuated contact type, pneumatic operating means therefor, pneumatic actuating and maintaining systems, means controlled by the operating means of the reversing-switch for rendering said systems operative as to the series con:

said systems operative as to the parallel contacts.-

32. In combination, a series-parallel controller of the separately-actuated contact type, a reversing-switch, pneumatic operatmg means, pneumatic actuating and maintainmg systems, means controlled by said re:

tacts, and an automatic valve for rendering yers'ing-sw'it'ch-operating-,means for render:

mg saidsystems operative as to the series contacts, and an automatic valve for rendermg said systems-inoperativeas to the seriesv contacts and operatlve as to the parallel con-r tac-ts.

33. In a system of train control, each of a plurality of cars havin a motor controller I comprisingapluralityo separately-actuated contacts wit pneumatic o erating means therefor and means for prodhcing an auto matic progressive operation of said operating means, and a pneumatic train system includmg a master-valve and means whereby the extent and rate of rogressionofsaid contacts may be direct y controlled from said master-valve. l p

' 34. In a system of train control, each of a plurality of cars having a'motor-controller comprising a lurality of separatelyactuated contacts \vit pneumatic operating means therefor, and means for producing an automatic progression of sald o erating means, trainpipes, and a master-Va ve for connect-v ing said trainipes to a source of compressedfiuld supply, t e arrangement of parts being such that the rate and extent of automatic progression of said contacts may be controlled directly from said master-valve.

' 35. Ina system of train control, each ofa plurality of cars having a motor-controller comprising separately 4 actuated contacts with penumatic operating means therefor and means for producing an automatic pr0-.

I gression of said operating means, and a pneusource of compressed-fluid supp may be checked .irom the master-valve Without affecting the contacts already operated. 37; In a system of train control, each of a plurality of cars having a motor-controller comprising separately-actuated resistancecontrolling and series and parallel contacts,

pneumatic operating -means therefor and means controlled by the last resistance-contact for preventing the operation of the parall'el contacts until after the closing of the last resistance- Contact, train-pipes, and

that theprogressive action of the contacts,

means for connecting said train-pipes to a yr 38. vIn a system of train control, each of a plurality of cars, having a plurality of pneumatically-actuated contacts forming 'a 'mopneumatic actuating system and a p'neii:

- tor-controller, means for producing an aut'o- 1 'matic progressive action of said contacts, a j v 5 matic maintaining-system, and apneumatic 1 trainsystem operatively related to said actue 1 Y atingand maintaining systems.

39; 'In a system of train control, each of a plurality of cars having a plurality of preemmatically-actuated contacts forming a motor-controller, means for producing an auto- I matic progressive operation of said contacts,

a pneumatic actuatingsystem and a pneumatic' maintaining system, a pneumatic train system oper atively relatedto said actuating and maintaining systems, said pneumatic train system includ ing a master-valve and the arrangement of the parts being suchthat the 1 rate and extent of progression of the contacts too may be controlled directly from'them'aster valve.- 40. In a system of tram control," each ofa plurality ofcars having a plurality of pneu- 'matically-actuated contacts forming a 1110-- tor-controller, a'pneumatic actuating system 1 and a pneumaticmaintaining system, and a pneumatic-train system operatively related to saidactuating and maintahiing systems.

41. In a system of train control, eachof a plurality of cars having a motoPcontroller of the separately=actuated contact type, pneumatic actuating. meansv for the" contacts "thereof, a' pneumatic maintaining "system,

said actuating system'beingnormally connected to one or morev of said contacts, and

means'for disconnecting the contact-o'perat ing means from the actuating system and connecting it- --to the maintaining system as, the contact operates,,tra n plpes op'erat vely i so related to said actuatingand maintaining pipes with compresserl'fluid. 42. In a system of train-control, each of a plurality of carshaving a motor controller of the separately-actuated contact type, pneuma'tic operating meansfor the contacts there-' ystems, and means for supplying. said traina of, a pneumatic actuating system, a 'pneu matic maintaining system, and means for connecting the contact-operat ng means 'sucoessivelvito the actuatin and maintsinin systems, train-pipes operatively related to said pneumatic actuating and maintaining systems, and means for supplying said trainpipes with compressed fluid.

43. In a system of train control, each of a plurality of cars having a motor-controller oi the separately-acmeted contact type, pneu ma tic operating means for the contacts thereof, a pneumatic actuating system, a pneumatic maintaining system, and means for shifting the operating means of each contact as it operates h'om the actuating to the maintaining system, train-pipes operetively related to said actuating and maintaining systems, and a mastcr-valve for connecting saic train-pipes to a source of compressedfiuid supply.

44. In a system of train control, each of a plurality of cars having a motor-controller of the separately-comsited contact type, pneumatic operating means for the contact thereoi, a pneui'netic actuating system, a pneumatic maiitrtaining system, and means for shifting the operating means of each contact as it operates from the actuating to the maintaining system and for connecting the actuat-. ing means of the next contact in advance to the actuating system, train-pipes connected to said actuating and maintaining systems, and a master-valve for connectin said trainpipes to a source of compresseduid supply.

45. In a system of train control, each of a plurality of cars having a motor-controller of 4 the separatelynctuated contact type, pneumatic operating means "for the contacts thereof, a pneumatic, actuating system, a pneumatic maintaining system, and an automatic actuating-valve for connecting the operating means of the contacts to the actuating sys tern and after said contact has operated, disconnecting said operating means from the actuating means and connecting it to the maintaming system, train-pipes connected to said actuating and maintaining systems, and s nrster-valve for connecting said tra spipe' to source of compresseddluid supply.

46. A system of train contro-, each of plurality of cars having a motor-controller of the separately-actuated contact type, pneumatic operating means for the contacts thereof, a pneumatic actuating system, a phon matic maintaining system, an automatic actuating-valve for connecting the operating means of the contact to the actuating system, and after said contact has operated disconnecting suid operating means from the actuating system and connecting it to the maintaining system and for conneotin the actouting system to the next contact-opereting means, train-pipes connected to said actuating and maintaining systems, and a master valve for connectin said train-pipes to a source :of compresse supply.

45/". in a system of train control, each. oi a 6 5 plurality oi'cars having a motor-controller ol the separately-actuated contact type, pneumatic operating means for the contacts thereof, a pneumatic actuating system, a pneumatic maintaining system, and means for connecting the operating means or" the contacts to the actuating 'systen'i in a manner to produce an automatic progressive operation of said contacts and for disconnecting the operating means of each contact, as it operates, from the actuating system and for connecting it to the maintaining system, trainpipes connected to said actuet. 1g and maintaining systems, and a master-valve -for admitting compressed fluid from the source oi fluid-supply to said train-pipes.

48. In a systei'n of train control, each of a plurality of cars hevin a lIlOt OY-GOU troller of the soparately-actuated contact type, pneumatic operating means for the contacts there of, a pneumatic actuating system, a pneumatic maintaining system; and means for connecting the contactop'eratingmeans suci cessively to the actuating and maintaimn'g systems, train-pipes connected to said actuating and maintaining systems and a mastervalve for connecting said train-pipes to a source of compressed-fluid supply, the arrangement being such that the actuating systems may be rendered inoperative from the master-valve Without affecting the maintaining systems.

49. In combination, a plurality of pistons, contacts operated thereby, supply-pipcs between successive pistons, valves adjacent the pistons for closing the supply-pipes to sucseeding pistons, and means for opening the valves upon the operation of the respective pistons.

5G. in combination, a contact, a piston for operating it, two supply-pipes operatively related to said piston, pneumatically-actuated valve constructed and arranged to close one pipe When the other is opened, and means Wl'ierehy compressed fluid is applied to said valve to move it to one position, and means for moving it to the other position.

51. In combination, a piston or diaphragm, two supply-pipes operatively related thereto, a valve constructed and arranged. to close either supply-pipe When the other is open, means for operating the valve to close one of the supply-pipes after the piston has been op erated to open. the other pipe, whereby the piston is maintained in position by pressure supplied by the latter pipe.

in Witness whereof l have hereunto set my hand this 27th day of September, 1904;

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