US809908A - System of control. - Google Patents

Description

PATENTED JAN. 9, 1906.

F. E. CASE.

SYSTEM OF CONTROL.

APPLICATION FILED 001. 1.l904

3 SHEETS-SHEET 1,

CO U Imam or:

FRANK E. CASE 2 y M4; M

No. 809,908. PATENTED JAN. 9, 1906. F. E. CASE.

SYSTEM OF CONTROL.

APPLICATION FILED OCT.1. 1904,

3 SHEETS-SHEET 2.

Inventor Fran/f E. Case W/tnesses r PATBNTED JAN. 9, 1906.

F. E. CASE. SYSTEM OF CONTROL.

APPLICATION FILED 0013.1. 1904.

3 SHEETS-SHEET 3.

Inventor Hun/Y ECdse Witness e5 22 UNITED STATES PATENT OFFICE.

FRANK E. CASE, OF SCHENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

SYSTEM OF CONTROL- Specification of Letters Patent.

Patented Jan. 9, 1906.

Application filed October 1, 1904. Serial No. 226,755.

.a single point or from one of several points upon the train.

My invention has for its object to provide an eflicient and reliable train-control system in which the operation of the motor-controllers on the several cars is controlled from a pneumatic train-line.

Various types of pneumatic train systems have been heretofore proposed involving either the use of a great number of trainpipes or else complex valve or other mechanism delicately adjusted, so as to be sensitive to slight variations in fluid-pressure. Delicate valve mechanisms or delicate settings of any kind are objectionable, and neither are great train pressures desirable, since it is convenient to use the same source of compressed fluid supply for both control and brake apparatus, and it is highly advantageous to have the control apparatus operable at lower pressures than required to set the brakes.

In my previous application, Serial No. 134,001, filed December 5, 1902, I have shown a system of electropneumatic control in which many of the objections to prior systems are overcome by employing but two train-pipes and in which the use of trainwires is avoided. In the system as there illustrated a controller for determining the direction of rotation of the motors and a separate controller for governing the series-parallel connections and the resistances in the motor-circuit are arranged locally to each car, and although the system avoids the use of train-wires or numerous train-pipes the use of two controllers necessitates several valves besides the master-valve mechanism, and the number of valves is augmentated by the addition of means for stopping the movement of the seriesparallel controller when in full series position with all resistance cut out of the motor-circuit.

The principal object of the present invention is to overcome to a large extent the dii'liculties experienced in previous control systems by means of a system arranged in such a manner that no train-wires are required, the number of train-pipes is small, the use of all valve mechanism except that of the master-controller is avoided, no delicate settings of any kind are required, and comparatively low pressures are employed.

A further object of the present invention is to provide a control system in which the actuating means for the motor-controller is governed by an independent pneumatic system.

In one of its aspects the present invention may be regarded as comprising a system in which a motor-controller consisting in part of a plurality of separately-actuated contacts arranged in part to be operated in automatic succession is controlled by an independent pneumatic system so arranged that the automatic progression of the contacts may be checked at will.

In another of its aspects the present invention may be considered as a train-control system made up of local motor-controllers, local automatic controller-actuating systems, and a pneumatic train system for setting in motion or permitting the power in the local controller-actuating system to act.

In another of its aspects the present inven tion may be considered as a train-control system comprising a plurality of electrical units composed of motors, motor-controllers, and actuating-circuits for the motor-controllers, together with a pneumatic train-control system for governing the several units simultaneously and independently of each other, the arrangement being such that a complete system may embody a number of units and a pneumatic system extending through a number of cars, or of but a single unit and the pneumatic equipment of the car upon which the unit is located, whereby single cars may be operated or several cars may be grouped into a train and the whole controlled from a single point.

To the above ends I have associated with a local motor-controller a local controller-ache ating system so arranged that it may be set into operation and be effectively controlled by means of a few local pneumatic relays forming a part of a pneumatic train system,

The motor-controller and the controller-actuating'system may be of any usual types; but preferably the motor-controller is of the separately-actuated contact type and the actuating system an automatic one in which some or all of the controller-contacts are.

Only a single controlling-relay is needed for a group of made to progress automatically.

contacts adapted to progress automatically, and therefore by permitting the use of a number of relays small in comparison with the number of separate main contacts the present system necessitates the employment of but two train-pipes and provides for obtaining various pressures diflering sufficiently in degree without the aid of delicately-adjusted valve mechanism or delicate settings of any kind and without great train-pipe pressures. Consequently all delicate mechanism may be confined entirely to the master-controller located at convenient points throughout the train. By this arrangement the main contacts, at which the only severe sparking is apt to occur, may be most advantageously placed and housed, and the contacts may be actuatedby a considerable force, which is simply set into operation by a pneumatic controlling means, operating under a relatively weak pressure. The energy of the line is made use of to do the actual work, and but little energy is consumed in the pneumatic controlling system for producing the desired results. By making the local actuating system electrical instead of pneumatic or otherwise the line energy is translated directly into a con tact-actuating force instead of serving to compress air or otherwise change the form preparatory to operating the controller, thereby providing for the highest efliciency.

In the particular form of my invention which will be hereinafter described there is provided a relay or switch-operating device for the main circuit, a relay for controlling the reversing-switch and the series-parallel contact, and a relay for controlling the resistance-contacts. Associated with each relay is a pair of pistons or diaphragms situated in chambers communicating directly each with its respective train-pipe, some pairs of pistons or diaphragms being designed to operate at lower pressures than others. A master-controller comprising valve mechanism somewhat similar to that in my previous application connects the train-pipes with a source of compressed-fluid supply. Reducing-valves in the master-controller admit compressed fluid to the train-pipes at varying degrees of pressure dependent upon the position of the master-valve. The parts are so constructed and arranged that the mastercontroller may be set to establish and maintain the motor-circuits in any one of a plurality of running positions. As in my aforesaid application, compressed fluid is admitted 1 successively to the two train-pipes, the order in which the pipes are energized determining the direction of motion of the car or train and the pipe to which the pressure is first admitted controlling the contacts for completing the series circuit for the motors. In the aforesaid application all the power for operating the controller is furnished by a single train-pipe, the pressure in the pipe last to be energized serving simply to trip a stop in order to permit the pressure in the first pipe to operate. By the present invention the compressed fluid in each train-pipe comes into play as a primarymoving force to operate some or all of the relays during each complete cycle of motor-circuit connections.

Further objects of the present invention will appear in connection with the following description thereof.

Figure 1 of the accompanying drawings illustrates one system of motor-circuits, 1no tor-controllers, and pneumatic governing means arranged in accordance with my present invention. Fig. 2 shows a train of two cars equipped in accordance with the present invention. Fig. 3 is a vertical cross-section of a master-controller adapted for use in systems arranged in accordance with the present invention. Figs. 4 to 6 are details of the master-controller, and Figs. 7 and 8 are plan views of the main-valve seat and the main valve, respectively.

Similar reference characters in the drawings and specification indicate corresponding parts or elements.

The particular form of car equipment illustrated embodies two motors M and M. T is the source of current-sumfly, such as a trolley or sliding contact-shoe. Re Rg are resistance-sections adapted to be inserted in the motor-circuits and removed therefrom, as occasion requires. CB is a circuitbreaker located in the main circuit. R S indicates a reversing-switch which determines the direction in which currentflows through the armature of the motors. C represents a motorcontroller including a series ol individual contactsnamely, contacts T, T, T, and T for connecting the motor-circuits to the source of supply T; S, for connecting the inotors in series; P andP, for producing the parallel connections of the motors; B, for producing the bridge connection whereby the motor-circuits are prevented from being complctely broken during the change from series to parallel; contacts R R for governing the resistance-section lta ltg, respectively, and contact 0 forming part of a combined throttle and time-limit relay for regulating the automatic progression of the resistance-contacts. These parts, together with the usual interlocks, may be of any preferred forms, since they form no part of the present invention except as they together constitute a unit adapted to be incorporated in and function as a part of my improved system. For a complete disclosure of these features reference may be had to Patent No. 762,409, granted to George H. Hill on June 14, 1904, in which patent the electric-control system as a whole is fully described. The combined throttle and time-limit relay forms no part of the present invention, but is set forth and claimed in Patent No. 798,342, 'ranted August 29, 1905, on an application iled by George H. Hill. The bridge connection and the particular form of mam and interlocking contacts diagrammatically disclosed herein form no part of the present invention, being set forth in an application filed by George H. Hill on August 20, 1904, Serial No. 221,471, and owned by the Genei al Electric Company, to whom the present invention is assigned. A controller-actuating system is represented as an electrical system; but any other energizing means may be utilized therein, since the present invention is not limited to electrical apparatus for that purpose.

The present mventi on contemplates in one of its aspects the employment of a few simple and compact pneumatic devices for making and breaking the auxiliary controllingcircuits for the controller-contacts and preferably also for operating the circuitbreaker. These devices are operatively connected to a pair of pipes 1 and 2, which extend throughout the length of the car and which are pro vided with suitable couplings Y at their respective ends, whereby the equipments of several cars may be coupled together and controlled from a single point. In the drawings the train-pipes are shown as arranged one above the other in order to show the several features more clearly; but in actual construction the pipes are placed side by side in order that the proper connections may take place when a car is turned end for end. If it is not desired to adapt the cars for train-control service the pipes 1 and 2 need only of course extend from one or more master-controllers to the relays. These pipes will, however, be called train-pipes for the sake of simplicity. The pneumatic operating devices or mechanisms may be conveniently divided into three groups, and this is the arrangement which I have illustrated and which will be described, although it is evident that more orless groups may be made, according to the requirements or convenience of the particular situation to be met. These groups of mechanisms and their functions are as foling devices D, E, and F, together with the several switches or other controlling elements actuated thereby, constitute the several relays to which reference has been made.

Pressure is supplied to the train-pipes 1 and 2 by means of an air-compressor A of any preferred form which forces the compressed air into a reservoir AC The particular source of compressed-fluid supply is of course immaterial, since any means capable of furnishing the requisite amount of compressed fluid may be employed. A pipe 3 connects the reservoir or any other source of fluid supply which may be used to a chamber in each of the motormans valves V and V, which are the master-controllers. Two of these valves are preferably employed, one on each platform of the car, although but a single valve is essential.

The pneumatic actuating devices D, E, and F comprise simple pistons or diaphragms arranged in suitable casings which communicate with the trainpipes, thereby avoiding all valve mechanism except in the motormans valves, which may consist of simple mechanism not apt to get out of order and which may be readily inspected.

The valves V and V are arranged. to act as reducing-valves, whereby air ditlering widely in degrees of compression is admitted to the train-pipes in order to operate the actuating devices in the proper succession. Since but few groups of actuating devices are employed, the reservoir-pressure need not be great in order to provide sul'licient variation in successive pressures to obviate any necessity for delicate adjustments of the piston or diaphragm settings. The lowering of the pressure is further facilitated by reason of the fact that the pneumatic devices simply close relaycontacts, requiring but little power for their operation, the main contacts being closed by electromagnetic means, for the operation of which the entire line-power is available.

The pneumatic actuating devices will now be described.

The circuit-breaker-actuating mechanism consists of a pair of chambers d and (Z in which are mounted pistons or diaphragms d and (1", held in their inoperative position by means of springs d and d. These pistons or diaphragms are suitably connected to the movable member of the circuit-breaker by means of levers (Z and (Z so arranged that the circuit-breaker is normally held open, but is closed by the outward movement 01'' either piston. The chambers d and d are connected to train-pipes 1 and 2, respectively, the pistons or diaphragms being moved outwardly by compressed fluid and returned by the springs. The mechanism for governing the reverse and forward series and parallel connections of the motor con sists likewise of a pair of chambers e and 6 having spring-pressed pistons or diaphragms e and 6 said chambers communicating directly with trainpipes 1 and 2, respectively, whereby upon the introduction of compressed fluid to one chamber or the other the corresponding piston or diaphragm is forced outwardly, and upon the release of pressure the piston or diaphragm is returned to its normal position by its spring. These pistons or diaphragms are symmetrically arranged with respect to a pivoted switch-arm. E and are operatively connected thereto by means of links a and 6, provided with elongated slots e and e", a pin e passing from the end of the switch-arm through bothof these slots. Upon applying pressure to piston c it is moved outwardly, and since the link e is ar ranged at an angle to the switch-arm E the rectilinear motion of the piston is translated into a rotary movement of the arm, the full stroke of the piston serving to bring the switch-arm to the position f9. In this position of the switcharm the motors will be connected in series for forward rotation, as will be hereinafter explained. By this movement of piston e and the switch-arm the pin 6 has been brought past the axis of piston c and upon admitting the proper pressure to this piston the switch-arm is given a further rotation in the same direction as before, reaching the position when the piston has completed its stroke. The motors will now be connected in parallel for rotation in the same direction as before. When the pressure is exhausted from behind the pistons e and e they will be returned to their normal positions by means of their respective springs, and the switch-arm will be brought to its oil position by the springs E. It is evident that if pressure is applied to the piston or diaphragms c and a in the reverse order the switch-arm will be moved to the opposite side 01'' its oil position-namely, first to position rs and then to rp producing the connections for reverse series and reverse parallel operation of the motors. This specilic arrangement of switch-arm-actuating mechanism forms no part of the present invention, but is set forth and claimed. in an application of Fred B. Corey, Serial No. 226,754, filed October 1, 1904, and owned by the General Electric Company, to whom the present inventionis assigned.

The governing mechanism for the automatic progression of the resistance-controlling contacts consists ol' chambersf and f, communicating directly with train-pipes and 2, res )ectively, pistons or diaphragmsf andf, springs f 5 and f, and leversf and f similar to corresponding parts of the circuitbreaker actuator D, the springs f 5 and f be ing, however, stronger than the springs (Z and d, so that a greater train-pipe pressure is required to operate the pistons or diaphragms and f than is required for the pistons or diaphragms d and (Z The levers o 5 f 7 and f 8 are connected to a movable switch member F, situated in the control-circuit oi the resistance-contacts.

The setting of the circuit-breaker mechan ism D is arranged so that the circuit-breaker is closed at the lowest el'l'ective pressuresay at ten pounds-the mechanism E being operative at the next pressure, which may be double that required to close the circuitbreakernamely, twenty pounds and the governing mechanism F for theresistance-contacts coming into play at the highest pressurenamely, thirty pounds. it is manifest that the circuitbreaker-actuating mechanism and the mechanism E may be set to operate at the same pressure, although it is preferred to have the circuit-l'neaker close first.

Briefly stated, and without tracing the various circuits, which will be treated in detail hereinafter, the operation is as follows: Assuming the switch X to be closed and that it is desired to start the car or train in a forward direction, pressure is first admitted to train-pipe 2, thereby forcing piston or diaphragm d outwardly and closing the circuitbreaker. The pressure in pipe 2 is then increased and piston e is operated, moving switch-arm E to positionjs and causing it to engage contacts a, l), and c. The proper circuits are now established for closing the main contacts, which serve to connect the source of current-supply through the motors connected in series and in series with all the resistance to the ground or to the metallic return-circuit, if a metallic return-circuit is used. It is evident that this condition of the circuits may be maintained as long as is desired by simply leaving the nraster-colitroller stationary. If the pressure in pipe 2 is then still further increased, operating piston or diaphragmf and closing switch F, the circuit for producing auton'iatic progression of the resistance-contacts is completed, thereby causing the resistance-sections to be cut out step by step until all oi the resistance is out of the motor-circuit. ll now it is desired to connect the motors in parallel, the pressure in pipe 2 is reduced to the second eli'ective pressure and piston or diaphragmf returns to its inoperative position, opening switch 1*" and breaking the actnatiiig-cireuit for the resistance-contacts, which have previously been opened, as will be hereinafter described, and prevents them from being actuated when the parallel tactics are closed. Sullicient pressure is then admitted to pipe I. to operate a piston or diaphragm e, thereby moving switch-arm E so as to engage with c the parallel contact. This latter operation connects the motors in parallel with the resist ance remaining in circuit. it is evident that the pressure in pipe 1 may be raised initially to twenty pounds, since the circuit-breaker is held closed by pressure in pipe 2. In order to again. cut out the resistance, the pressure in either pipe may be raised thirty pounds,

thereby closing switch F and causing the automatic progression of the resistance-contacts as before.

It is manifest that various modifications may be made in the several steps whereby the proper circuit connections are established, since it may be desirable to have more or less running positions than those indicated in the foregoing description. Moreover, the man ner in which the train-pipe pressures are controlled is subject to various changes.

The motormans valve or master-controller V represents in a diagrammatic form one arrangement of ports and valves suitable for producing a cycle of train-pipe connections with the source of compressed-fluid supply and with the atmosphere, whereby the various steps heretofore described may be carried out. This valve comprises a plug-valve v for determining the order in which the train-pipes are supplied with compressed fluid, and consequently the direction of movement of the car or train, and a disk valve 1), provided with suitable ports for connecting the train-pipes to the atmosphere in order to exhaust or partially exhaust them or to the supply-pipe in order to admit to them fluid varying in degree of compression. The plug-valve is provided with two sets of passages 4 and 5, passing through the body thereof at approximately right an gles to the axis and serving to connect trainpipes l and 2, respectively, to the ports 10 and 11 in the valvecasing, and 6 and 7, arranged diagonally, so as to give the reverse connections between the pipes 1 and 2 and the ports 10 and 11. The disk valve is provided with a central chamber 12 in communication with the supply-pipe 3. Extending radially from the chamber 12 to the periphery of the disk are a number of ports 13, 14, 15, 16, and 17, some of which are provided with reducing-valves and which are adapted to connect the pipesl and 2 to the supply-pipe 3. The valve 7/ is provided with further ports 18, 19, and 20, which open into the atmosphere, ports 18 and 19 serving to exhaust the train-pipes when the valve is in its off position, and port 20 having a reducing-valve which permits either pipe to partially exhaust to the atmosphere. It and h are handles whereby the valves and o are operated.

When the parts are in the positions shown in the drawings, the train-pipes 1 and 2 are exhausting through the ports 6, 11 and 18 and7, 10, and 19, respectively. If the disk valve were turned in a clockwise direction, bringing the port 13 into registration with port 11, compressed air would be supplied to pipe 1 before it would be supplied to pipe 2, thereby causing the motors to be connected for reverse rotation. Upon turning the plugvalve so as to bring its ports 4 and into registration with ports 10 and 11 before the disk valve is moved from the off position pipe 2 will be the first one to be energized, and the motors will then be connected for forward rotation.

Assuming the valve 1; to be turned so as to connect the pipes 2 and 1 to ports 11 and 10, respectively, then upon turning the disk valve to bring port 13 before port 11 compressed air will be admitted to pipe 2, but by reason of the reducing-valve in port 13 at a reduced pressure namely, ten pounds when ten, twenty, and thirty pounds are the effective pressures used. The piston or diaphragm (1 will thereupon beoperated, closing the circuit-breaker. A further rotation of valve 1) will bring port 14 before port 11, and the reducing-valve in port 14 being set to permit the train-pipe pressure to increase to twenty pounds piston or diaphragm e will be operated, moving switch-arm E to its forward series position fs. A further rotation of the valve brings port 15 before port 11, and full pressure or thirty pounds is admitte tdo pipe 2, actuating piston or diaphragmf and closing switch F. If it is desired to utilize a reservoir-pressure of but thirty pounds, no reducing-valve need be provided in port 15. A further rotation of the valve brings port before port 11. Port 20 is provided with a reducing-valve, reversel y arranged, however, and permits the pressure in train-pipe 2 to exhaust to the atmosphere until its pressure is reduced to twenty pounds. By this oper ation piston f 3 is released, opening switch F. It is evident that by oscillating valve 1) so as to alternately bring ports 15 and 20 before port 11 the pressure in pipe 2 may be made to I00 alternate between twenty and thirty pounds, alternately opening and closing switch F. In this manner the automatic progression of the resistance-contacts may be controlled, as will be hereinafter made apparent in connection 10 5 with the tracing of the various circuits. Upon a further movement of valve 1) port 17 is made to register with port 10, and by reason of the reducing-valve in port 17 air at twenty pounds pressure is admitted to pipe 1., oper 11o ating piston e and moving switch-arm F/ to its forward parallel position. Upon turning the valve still farther port 16 is brought before port 11, and as port 16 is similar in every respect to port 15 the air in train-pipe 2 is 115 again raised to full pressure, causing piston f to be 0 erated and switch F to be a ain l a closed. If valve 1) is now returned to the position in which ports 20 and 1 1 register, pressure in pipe 2 will be reduced and switch F [20 will open. Control of the automatic progression of the resistance-contacts is therefore retained, as before, since the progression may be stopped at any point by simply turning the valve 12 backwardly two notches. In I 25 the actual valve the handle is turned backwardly only one notch. If valve 1) is initially turned to its extreme position, pipes 2 and 1 will be simultaneously energized, pipe 2 re ceiving air at thirty pounds pressure and pipe I 0 1 air at twenty pounds pressure. By suitably restricting the passage leading to p ort 10 the flow of air into pipe 1 may be retarded, so as to allow ample time for the pressure in pipe 2 to attain avalue of twentypounds before the pressure in pipe 1 has approached that value, thereby insuring the proper succession in the operation of the pistons or diaphragms e and e". In this instance the motor-controllers will automatically pass through the several steps from series with all resistance in circuit to parallel with no resistance. By returning valve 1) to the position indicated in the drawings both train-pipes will be exhausted, all pistons returning to their normal positions. For reverse movement of the car or train the plug-valve o is turned to the position shown and the valve 11 is turned to its successive positions, as before, producing the same cycle of operation except that switch-arm E is moved from its off position successively to positions rs and rp.

The circuits for a complete cycle of operations will now be traced.

The circuit breaker being closed and switch-arm E in its forward series position, current passes from trolley T to contact a, contact I), coil R of reversing-switch RS, and if this switch is not properly positioned then through finger w, contact 7", finger w to the ground, thus energizing magnet R and throwing the switch to the position shown. After the switch has been properly thrown current passes from finger w through contact 1, finger w actuating-coil of contact T, actuating-coil of contact T actuating-coil of contact T", actuating-coil of contact T to the ground, thereby closing contacts T to T. A further circuit may be traced from contact 0, interlock p of switch P, actuatingcoil of contact S, interlock b interlocks i, 2, i and i to the ground, thereby closing contact S. The motors are now connected in series with all resistances in circuit, the current flowing as follows: trolley T, circuit-breaker CB, contacts T and T contact T throttle-coil of relay O, contact r of reversing-switch, armature of motor M, contact 1" of reversingswitch, field of motor M, resistance R R contact S, resistance R Re, contact T contacts r and r of reversing-switch, armature of motor M contact 1", field of motor M to ground. When switch F is closed, the following additional circuits are established: from switch F to upper contact of interlock s, which is now closed, checking-coil 0 of throttling and checking relay 0, lower contacts of interlock i, actuating-coil of contact R, interlock i 2' and i to ground. Contact R is thereupon closed, cutting out resistancesection B. The closing of contact R breaks the actuating-circuit of the coil of contact R at the lower contacts of its upper interlock i and establishes a maintaining-circuit for said coil by transferring the circuit of the coil of contact S from the lower contacts of interlock i to the upper contacts of that interlock, through coil of contact R and thence through interlock i, t, and U, as before, to groundv The current in passing through the checking-coil 0 opens switch 0 and prevents the actuation of a second resistance-contact until this switch closes again. By providing a lost motion between the contact and magnetic core of switch 0 sufficient time is permitted for the closing of contact R before its actuating circuit is broken. As soon as switch 0 is again closed an actuating-circuit is established through the upper contacts of interlock "5, lower contacts of interlock ii, actuating-coil of contact R", actuating-coil of contact R interlocks "i and t to ground. Resistancesections R and B are thus cut out. A maintainingcircuit is established for the actuating-coils of contacts 11 and R, as is the case of the actuating-coil of cimtact R Sections B" and R R and H are similarly cut out successively in pairs, subject to the checking influence of switch 0. If at any time the motor-current exceeds a desirable maximum, switch 0 is held open by means of its throttle-coil 0 and progression of resistance-contacts ceases until the current is reduced to proper limits.

Since the maintaining-oircuits for the resistance-contacts are independent of the accelerating-relay F, the auton'latic progression of the resistance-contacts may be checked at any desired point by simply reducing the train-pipe pressure sufficiently to open the switch F without affecting the series-par allel relay. The progression may be stopped at any point by simply moving the handle 71. forward a notch, (in actual construction the handle is turned backwardly instead of lorwardlyd and so long as the handle remains in that position no further action will take place. In order to continue the progression, the handle is returned to its series-accelcrating point, causing switch F to be closed in the manner heretofore described. After contacts R and B have been operated an actuating-circuit is established through the upper contacts of interlock 4?, lower contacts of interlock 12 through the actuating-coil of contact B, interlock p to ground, thereby closing contact B and forming a bridge connection between the motors and about contact S and the resistance. The closing of contact B breaks its actuating-circuit; but just previously thereto it completes a maintainingcircuit from contact 0, lower contacts of interlock p upper contacts of interlock I)", coil of contact B, interlock 7) to ground. As we have seen, the circuit of the actuatingcoil of contact S passes through the lower contacts of interlock b Consequently as soon as contact B closes the circuit of the series contact and which maintains the resistancecontacts is broken and these contacts open.

The resistance is not, however,reinscrted, for the reason that the closing of contact forms a shunt or bridge about the resistance. When the switch F is opened upon a reduction of pressure in pipe 2, it simply opens the actuating-circuit for the resistancecontacts, preventing them from closing as soon as the parallel contacts are closed Without affecting contacts T to T and contact B. When pressure is admitted into pipe 1, causing switcharm E to be moved to its forward parallel position f 1), contact is made at c, and current now passes from contact through lower contacts of interlock 8, through the actuating-coil of contact P, actuating-coil of con tact P, upper contacts of interlock lower contacts of interlocks of i, i if", and i to ground. Contacts P and P are thereby closed, and a second or maintaining circuit therefor is established by branching at interlock 79 through lower contacts of interlocks i, i i and i to ground. The closing of contact P breaks the maintaining-circuit of contact B at p and contactB opens. The initial actuating-circuit for contacts P and P is thereby broken at interlock b but the contacts are held closed by the maintaining-circuit previously established.

Contacts P and P being closed, the motorcircuits are as follows: trolley T, circuitbreaker CB, contacts T and T Here the current divides, a portion passing through contact P, resistance R R and R contact T reversercontacts r and r, armature of motor M contact 1*", field of motor M to ground. Another portion of current passes instead of to contact P to contact T, throttle-coil O, reverser-contact r armature of motor M, contact 7", field. of motor M, resistance R R, contact P to ground. The motors are therefore connected in parallel, each with a portion of resistance in series therewith. When the pressure is again raised in train-pipe 1, operating piston f and closing switch F, automatic progression of the resistance-contacts occurs, as before, section R being cut out first and then sections R and R R and R and R and R in pairs, the progression being regulated by the throttling and checking action of relay 0. Control over the automatic progression of the resistance-contacts is retained, as before, by turning the h andle h backwardl y to the checking-point for checking the progression and placing it again in the parallel-accelerating position for causing the progression to resume. Upon exhausting the pressure in the train-pipes all circuits are broken, and con sequentl'y all parts tions. If the switch-arm is initially thrown to its extreme position f p and contact F is closed, as will occur should the motorman turn the handle of the master-controller to the final running position without stopping at intermediate positions, the various circuit return to their ofi posiconnections previously traced will be made automatically and in the proper succession. Although the switch-arm E is in full parallel position, the coils of the parallel contacts P and P cannot be energized immediately, since the actuating-circuit therefor passes through the lower contacts of interlock s and the upper contacts of interlock b more, the actuating-circuit for the resistancecontacts passes through the upper contacts of interlock 8. Consequently the series and line contacts will be first closed, permitting the resistance-contacts and the bridging con tact B to be actuated, the closing of the bridging contact, as has been previously described, causing the series and resistance contacts to open. Thereupon the actuating-circuit for the parallel contacts is completed, the bridging contact opens, and automatic progression of the resistance-contacts takes place, as heretofore described. The circuits for reverse rotation of the motors are similar, except that the reversing-switch is thrown in the opposite direction, reversing the direc tion in which current "lows through the armature.

In Figs. 3 to 8, inclusive, I have illustrated a valve construction suitable for use as the motormans valve in a system arranged in accordance with the present invention. \Vithin a suitable casing are arranged a plugvalve 26 and a disk valve 27, together with three reducing-valves, one of which, 29, is shown in cross-section and the casings of the other two being indicated by 28 and 30. Train-pipes 1 and 2 are connected to the interior of the valve-casing through the plug valve 26, while supply-pipe 3 opens into a passage 31, which ends in a port 82, adjacent the valve-seat 33, so that the compressed air is introduced into the valve-casing above the disk valve 27. The reducing-valves may be of any preferred type, that illustrated comprising a slide-valve, which closes a port lead ing from the valve when the proper pressure has been reached in the pipe which is ener gized. 34 is the slide-valve, which is loosely mounted on the piston 35, so as to move with it and at the same time be free to adjust itself properly to its seat. The piston 35 is slightly smaller in diameter than the chamber 36, so that the pressure in chambers 36 and 37 on opposite sides of the piston may equalize. spring 38 aids in returning the piston and valve to their normal position and in retaining them in such position. A chamber 39 communicates with a chamber 40, separated from the chamber 36 by a wall 41 by means of a small passage 42. A check-valve 43, located in the wall 41, normally closes communication between the chambers and 36. A diaphragm 45 is arranged in the chamber 40 in such position that when it is moved inwardly it engages with the stem of check valve 43 and forces it from its seat. Such a Further 8 soaeos movement of the diaphragm is accomplished by means of a spring 46, which has the proper tension, so that when the pressure in chamber 40 is below the desired amount-in the present case ten, twenty, and thirty pounds to the square inch, respectively, for the three reducing-valves--the spring forces the diaphragm inwardly and holds itthere until the desired pressure is reached. The checkvalve is so designed that when it is open the compressed air will escape through it more rapidly than air can pass piston 35, thereby creating a dif'l'erential pressure which moves the piston and slide-valve upwardly, opening port 47, and thereby allowing the compressed fluid to pass from chamber 37 to 89 through this por hen the pressure in chamber 40 reaches the predetermined value, diaphragn'i L5 is retracted and check-valve 43 closes, permitting the pressure on opposite sides of piston 85 to equalize and the spring to return the piston to its normal position, again closing port 47. l t is evident that if the sup1J)ly-pipe 3 is connected to chamber 87 and one or the other of train-pipes 1 and 2 connected to chamber 39 the train-pipe pressure will be determined by the setting of diaphragm 45. By connecting either train-pipe successively with the three reducing-valves three successive pressures may be obtained in the pipe. In the present case reducing- valves 28, 29, and. 30 are set, respectively, for ten, twenty, and thirty pounds. 4-8 denotes a reducing-valve for lowering the pressure in one of the trainpipes to twenty pounds and consists of a pilot-valve 49, which opens when connected to the atmosphere through pipe 52 and a pressure-retaining valve 50, which then exhausts the pressure in pipe 51 until a minimum of twenty pounds is reached. These parts may be of any usual construction and for the sake of brevity will not be described in detail. The arrangement of parts for producing the proper variations in train-pipe pressures will now be described. V alve-seat 38 is provided with three ports 28, 29, and 30, connected, respectively, to the chambers 37 of valves 28, 29, and 80. Chamber 39 of valve 28 is eonnected to a port 53 in the valve-seat 33,while the chamber 39 of valve 29 communicates with a port 54 and the chamber 39 of valve 30 communicates with a chamber 55, connected by a passage 55 to port 55 in the main valve-seat. Passage 55 and a second passage 65, ending in port 65, are adapted to be connected to the trainpipes 1 and 2 through the plug-valve 26. 56 is a port leading to the atmosphere through a passage 56. 57 is a small port connected by a passage 57 to pipe 52, leading to the pilot-valve. Pipe 51 connects the retaining-valve to a passage 51, communicating with passage The main valve 27 has three ports an, 7 and 2', extending entirely through the valve and adapted to register with ports 28, 29 and 30 The valve has further ports-na1nely, a long undercut port 58, (shown clearly in dotted lines in Fig. 8 and partly in Fig. 3,) undercut ports 59 and 60, which (jOlllll'lUlllCltO with each other across the bridge-piece 60", and port 61, together with the small undercut ports 7 58, and 61", communicating, respectively, with ports 1 58, and 61.

Assuming the plug-valve to be occupying the position indicated in Fig. 8 and the handle 7t to be in oil position, both train-pipes are in direct communication with the atn1os phere through ports 55 and 65, port 58, and port 56. Upon turning handle h to its first position, CB, air is admitted through ports 2 and 28 to reducing-valve 28 and from chamber 39, of this reducing-valve to port 53, port 60, port 59, port 55, passage 55", port 5 to pipe 2, supplying train-pipe 2 with air at ten pounds pressure. In the second position, or first running position, S, port 2 registers with port 29 and air is admitted through these ports to reducing-valve 29, chamber 39, port 541-, port 59, port 55, pas sage 55*, port 5 to pipe 2, thereby raising the pressure in that pipe to twenty pounds. .[n the third position of the handle, Full S, port 2 registers with port 30 and air passes to reducing-valve 30 through these ports to chamber 39 of the reducing-valve, chamber 55, passage 55", port 5 to pipe 2, raising the pressure in pipe 2 to thirty pounds. In this position of the valve port a: registers with port 28, but port 53 is closed, so that there is now no communication between this port and either pipe. If it is desired to stop the automatic progression 01' the contacts of the mo tor-controller, the handle may be moved back to the'first runningposition, S, bringing port 58 over port 57 and permitting pipe 52 to exhaust through these ports and through port 56. Air thereupon passes from trainpipe 2, port 5, passages 55" and 51.", pipe 51, and out of retainingwalve 50 until the pressure is reduced to twenty pounds. Upon again moving the handle to "Full S position the pressure in pipe 2 will again be raised to thirty pounds. In the next position of the handle at P port 57 will be connected to the atmosphere through ports 61, 61, and 56, causing the pressure in train-pipe 2 to be reduced to twenty pounds. At the same time port y registers with port 29" and air passes through ports y, y, and 29" to reducing-valve 29 and from chamber 39 of this valve to port 54, port 58, port 65, passage 65*, port 4-to trainpipe 1, thereby supplying that train-pipe with air at twenty pounds pressure. In the final position ol th(. .handlenamely, Full 1 -port y registers with port 30, and the pressure in pipe 2 will again be raised to thirty pounds. Acceleration maybe stopped, as before, by returning the handle to the running position immediately precedingnamely, to position l-when, as has been shown, pressure in pipe 2 Will be reduced to twenty pounds. Upon returning the handle to the ofl position both pipes are exhausted. If instead of moving the handle h to successive running positions in the manner described the operator immediately moves it to the final or Full P position, air at thirty pounds pressure will be admitted to pipe 2 and air at twenty pounds pressure will be admitted to pipe 1, so that the motor-controllers may automatically progress in order to vary the motor connections from series with all resistance in circuit to parallel with no resistance in circuit. Port 58 is restricted at 58 so that if the controller-handle is thrown either to multiple position P or to full multiple Full P pipe 1 is energized much more slowly than pipe 2, thereby insuring the proper succession of pressures in the trainpipes. The retarding effect on pressure-pipe 1 is further aided by reason of port being smaller than port 55.

Plug-valve 26 is provided with ports (not shown) similar to ports 6 and 7, (shown in Fig. 1,) whereby pipe 1 may be connected to passage 55 and pipe 2 to passage 65 trainpipe 1 in this case determining the direction of movement of the car or train.

The valve is provided with means for returning the handle h to the off position and for applying the brakes in case the handle is released while in a running position. A spring has one end secured to the valvecasing and the other end to the handle it. This spring is put under tension when the handle h is moved into a running position and serves to return it to the off position when free to do so. A small valve 71 is arranged within the stem 72, which connects the handle h to the main valve 27. The valve 71 is normally held closed by means of a spring 73 and when open places channel 7 4 in communication with atmosphere through ports 75, 76, and 77. When the reversingvalve is in an operative position, a chamber 78 in the reversing-valve plug and a port 79 connect channel 74 to the emergency-valve of a system similar to that shown in Patent No. 777,118, granted December 13, 1904, on an application filed by George Macloskie, valve 71 corresponding to the pilot-valve of that system. A spring-pressed lever 80, pivoted within the handle it, normally bears on the upper end of the stem 81 and holds valve 71 open. When the handle 7t is moved into a running position, the lever may be moved and held out of engagement with the valve-stem by means of a button 82 in the handle. As long as the button is held de pressed valve 71 remains closed; but upon the release of the button the lever 80 forces the valve-stem downward, opening the valve 71 and causing the brakes to be applied.

While I have illustrated and described one embodiment of my invention in detail in order to clearly explain the principle and mode of operation thereof, I do not desire to limit the present invention to the particular arrangement so shown and described further than is indicated in the appended claims.

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

1. In a system of train control, in combination with motor-controllers including means for determining the direction of rotation of the motors upon one or more cars, of controller-actuating means including asource of power local to each car, and a pneumatic train system for governing the action of the controller-actuating means, said train system being operative to give proper motor connections upon the reversal of one or more cars of a train.

2. In a system of train control, in combination with motorcontrollers including means for determining the direction of rotation of the motors upon one or more cars, of controller-actuating means including a source of power local to each car, and a pneumatic train system for rendering the controller-actuating means e'tlective, said train system being operative to give the proper motor con nections upon the reversal of one or more cars of a train.

8. In a system of train control, in combination with motorcontrollers including means for determining the direction of rotation of the motors upon one or more cars, of controller-actuating means including a source of power local to each car, and a pneumatic train system including relays for governing the operation of the controlleractuating means, said train system being operative to give the proper motor connections upon the reversal of one or more cars of a train.

4. In a system of train control, in combination with motor-controllers on one or more cars, of an automatic controller-actuating system local to each motor-car, and a pneumatic train system for governing its operation.

5. In a system of train control, in combination with motor-controllers upon one or more cars, of an automatic controller-actuating system including a source of power local to each car, and a train system including relays for governing the operation of the controller-actuating system.

6. In a system of train control, in combination with motors of one or more cars of an automatic control system local to each car, relays for controlling the operation of the automatic control system, and a pneumatic train-line for operating said relays.

7. In a system of train control, in combination with motor-controllers on one or more cars of an electric control system local to each motor-car, and a pneumatic train system for governing its operation.

8. In a system of train control, in combination with motor-controllers upon one or more cars, of electromagnetic controller-actuating means including a switch local to each car, and a pneumatic train system for operating said switch.

9. In a system of train control, in combi nation with motor-controllers upon one or more cars, of an automatic electromagnetic controller-actuating system local to each car, and a pneumatic train system for governing the operation of the controller-actuating system.

10. In a system of train control, in combi nation with series parallel motor controllers upon one or more cars, of actuating means including a source of power therefor local to each car, and a pneumatic train system for governing the operation of said actuating means.

11. In a system of train control, in combi nation with series parallel motor controllers upon one or more cars, of automatic actuating means therefor local to each car, and a pneumatic train system for governing the operation of said actuating means.

12. In a system of train control, in combination with seriesparallel controllers upon one or more cars, of an electromagnetic controller-actuating system local to each car, and a pneumatic train system for governing said controller-actuating system or systems.

13. In a system of train control, in combination with motor-controllers upon one or more cars, of controller-actuating means including a source of power local to each car, and a pneumatic train system including two train-pipes for governing the operation of the controller-actuating means.

14. In a system of train control, in combination with motor-controllers upon one or more cars, of automatic controller-actuating means local to each car, and a pneumatic train system including two train-pipes for governing the operation of said controller-actuating means.

15. In a system of train control, in combination with motor-controllers on one or more cars, of automatic controller-actuating means local to each car, two train-pipes, controlling devices for said controller-actuating means operatively related to said train-pipes, and means for admitting compressed fluid to said train-pipes.

16. In a system of train control, in combination with motor-controllers on one or more cars, of an electromagnetic control system lo cal to each car, and a pneumatic train system including two train-pipes for governing the action of the electromagnetic control system.

17. In a system of train control, in combination with seriesparallel motor-controllers on one or more cars, of controller-actuating means including a source of power local to each car, and a pneumatic train system ineluding two train-pipes for governing the action of the controller-actuating means.

18. In a system of train control, in combination with motor controllers upon one or more cars, of controller-actuating means local to each car, relays operatively associated with said controller-actuating means, and two train-pipes connected to said relays.

19. In a system of train control, in combination with motorcontrollers on one or more cars, of an electric control system local to each car and supplied with current from a contact-shoe carried by the car, and a pneumatic train system for governing the operation of the electric control system or systems.

20. In a system of train control, in combination with motor-controllers on one or more cars, of an electric control system local to each car and supplied with current from a contact-shoe carried by the car, and a pneumatic train system including two train-pipes for governing the action of the electric control system or systems.

21. In a system of train control, in combination with motor-controllers on one or more cars, of an electric control system local to each car and supplied with current from a contact-shoe carried by its car, relays operatively associated with said electric control system or systems, train-pipes connected to said relays, and means for supplying said train-pipes with compressed fluid.

22. In a system of train control, in combination with motor-controllers on one or more cars, of an electric control system local to each car and supplied with current from a contact-shoe carried by its car, controllingrelays associated with said electric control system or systems, two train-pipes connected. to said relays, and means for supplying said train-pipes with compressed fluid.

23. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of automatic actuating means for the controller-contacts local to each car, and a pneumatic train system for governing the action of the actuating means for the contacts.

24. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of automatic actuating means for the controller-contacts local to each ear, and a pneumatic train system including two trainpipes for governing the action ol the automatic actuating means for the contacts.

25. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of an automatic actuating system for the controller-contacts local to each car, relays for governing the action of said automatic actuating system or systems, and two train-pipes connected to said relays.

26. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of automatic contact-actuating means local to each car, pistons or diaphragms for governing the action of said contact-actuating means, and two train-pipes in direct com munication with said pistons or diaphragms.

27. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of an electric control system for the controller-contacts local to each car and supplied with current from a collector-shoe carried by its car, and a pneumatic train system for governing the action of said electric control system or systems.

' 28. In a system of train control, in combi- -nation with motor-controllers of the separately-actuated contact type on one or more cars, of an electromagnetic control system for the controller-contacts local to each car and supplied with current by a collectorshoe carried by its car, and a pneumatic train system including two train-pipes for governing the action of said electromagnetic control system or systems.

29. In a system of train control, in combi nation with motor-controllers of the separately-actuated contact type on one or more cars, of an automatic control system arranged to actuate some or all of the controller-contacts in automatic succession local to each car, and a pneumatic train system for governing the action of said automatic control system or systems.

30. In a system of train control, in combination with motor-controllers of the sepa rately-actuated contact type on one or more cars, of means local to each car for operating some or all of the controller-contacts in automatic succession, a governing-relay for the contacts adapted to progress automatically, and a train-pipe connected to said relay.

31. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of an electric system local to each car for operating some or all of the controllercontacts in automatic progression, and a pneumatic train system for governing said electric system or systems.

32. In a system of train control, in combination with motor-controllers of the separately-actuated contact type, of an electric system local to each car for operating the controller-contacts in automatic progression, a piston or diaphragm operatively associated with said electric system for controlling its action and a train-pipe in direct communication with said piston or diaphragm, and means for supplying said train-pipe with compressed fiuid.

33. In a system of train control, in combi nation with motor-controllers of the separately-actuated contact type on one or more cars, of an electric control system local to each car arranged to actuate some of the controller contacts in automatic progression, pneumatically-operated relays for governing the action of said electric control system, and

two train-pipes connected to said relays.

34. In a system of train control, in combination with motor-controllers on one or more cars, of an electric control system local to each car, a pneumatic train system for governing the action of the electric control system, and a manually-operated valve for governing the train system.

35. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of contact-actuating means local to each car and arranged to close certain of the contacts in automatic succession, pneumaticallyactuated devices for controlling said contact-actuating means and less in number than the number of contacts, train-pipes connected to said pneumatically-actuated devices, and means for supplying said trainpipes with compressed fluid.

36. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of contact-actuating means local to each car and arranged to close certain of the contacts in automatic succession, pneumatic controlling devices for governing the action of said contact-actuating means, said pneumatic controlling devices being less in munber than the number of contacts, trainpipes, and means for supplying said train-pipes with compressed fluid.

37. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of local contact-actuating means, pneumatically-actuated relays for controlling said contact-actuatmg means, the number of relays being less than the number of contacts, trainpipes connected to said relays, and means for supplying said trainpipes with compressed fluid.

38. In a system of train control, in combination with motor-controllers of the separately-actuated contact type on one or more cars, of a control system local to each car arranged to actuate some of the controller-contacts in automatic progression, a plurality of governingrelays including a relay for governing the actuating means of the contacts arranged to progress automatically, the relays having different settings, trainpipes connected to said relays, and means for supplying said pipes with fluid varying in degree of compression.

39. In a system of train control, one or more cars having a motor-controller, controller-actuating means and a pair of pneumatically-actuated devices for controlling said controller-actuating means local thereto, trainpipes for connecting corresponding devices of each pair, and means for admitting com pressed fluid to said train-pipes.

40. In a system of train control, one or more cars having a motor-controller, controller-actuating means and a plurality of pairs of pneumatically-actuated devices for controlling said controller-actuating means local thereto, train-pipes for connecting corresponding devices of each pair, and means for admitting compressed fluid to said trainpipes.

41. In a system of train control, one or more cars having a motor-controller, controller-actuating means and a pair of pneumatically actuated devices for controlling said controller-actuating means local thereto, train-pipes connected to corresponding devices, and-meansv for admitting compressed fluid to said train-pipes, the direction of motion of the car or train being determined by the order in which the train-pipes are ener gized.

42. In a system of train control, one or more cars having motor controllers, controller-actuating means and pneumaticallyactuated devices having difl'erent settings for controlling said controller-actuating means local thereto, two train-pipes connected to said devices, and means for supplying said pipes with compressed fluid varying successively in degree of compression.

43. In a system of train control, one or more cars having motor controllers, controller-actuating means and pneumatically actuated devices for controlling said controller-actuating means local thereto, two train-pipes operatively associated with said devices, and means for admitting compressed fluid successively to said train-pipes, the order in which the fluid is admitted to said train-pipes determining the direction of movement of the car or train.

44. In a system of train control, one or more cars having a motor-controller, electro. magnetic actuating means therefor including an energizing-circuit having a switch and a pneumatically-actuated switch-actuating device local thereto, a train-pipe connected with said switch actuating devices, and means for admitting compressed fluid to said train-pipe.

45. In a system of train control, one or more cars having a motor-controller, electromagnetic actuating means therefor including an energizingcircuit having a switch and a pneumatically actuated switch operating means local thereto, two train-pipes operatively related to said switch-operating means, and means for admitting compressed fluid successively to said train-pipes, the order in which fluid is admitted to said train-pipe de.

46. In a system of train control, one oi more cars having local thereto motor-com trollers, controller-actuating means and pneun'iatically-actuated devices controllii'ig said controller-actuating means and having settings so arranged that said devices are efl'ec tive under widely-dillere1'1tpressures, a train pipe, and means for admitting compressed fluid to said train-pipe.

47. In a system of train control, one or more cars having local thereto motor-controllers, controller-actuating means and devices for controlling said controller-actuating means arranged to be pneumatically actuated under widely-different fluid-pressure, a train-pipe connected to said devices, and means for admitting said train-pipe fluid varying successively in degree of compression.

48. In a system of train control, a motorcontroller and an electromagnetic controlleractuating system upon one or more cars, a train-pipe, pistons or diaphragms in open communication with said train-pipe and operatively associated with said controller-actuating system for controlling the same, and

a motormans valve for admitting compressed fluid to said train-pipe.

49. In a system of train control, a motorcontroller and an electromagnetic controlleractuating system upon one or more cars, a plurality of pistons or diaphragms operatively associated with each of said systems for controlling the same, a train-pipe in open communication with said pistons or dia phragms, and means for connecting said train-pipe to a source of compressed-fluid supply.

50. In a system of train control, a motorcontroller and an electromagnetic controlleractuating system upon one or more cars, a group of pistons or diaphragms operatively associated with each of said systems for con trolling the same, the individual pistons or diaphragms of each group having diflerent settings, a train-pipe in open communication with said pistons or diaphragms, and means for admitting to said pipe fluid varying successively in degree of compression.

51. In a system of train control, a motorcontroller and electromagnetic controller-actuating means on one or more cars, pneumatically-actuated devices for controlling said controller-actuating means, two train-pipes connected to said devices, and a motormans valve for admitting compressed fluid to said pipes, the direction of movement of the car or train being determined by the pipe to which fluid is first admitted.

52. In a system of train control, a motorcontroller and automatic controller-actuating means upon one or more cars, a trainpipe, pistons or diaphragins operatively assotermining the direction of movement of the ciated with said controller-actuating means car or train.

1 and in open communication with said train IIO pipe, and a motormans valve for admitting compressed fluid to said train-pipe.

53. In a system of train control, a motorcontroller and an automatic controllcr-actu ating system upon one or more cars, a group of pistons or diaphragms operatively related to each controller-actuating system for controlling the same, said pistons or diaphragms being arranged to operate under Widely-difl'ering pressures, a train-pipe in open communication with said pistons or diaphragms, and means for admitting compressed fluid to said train-pipe.

54. In a system of train control, a motorcontroller and an automatic controller-actuating system upon one or more cars, pairs of pistons or diaphragms operatively related to each of said systems for controlling the same, train-pipes in open communication with corresponding pistons or diaphragms of the pairs, and means for admitting compressed fluid to said train-pipes, the arrangement being such that both train-pipes are energized during each cycle of motor'connections, the direction of movement of the car or train being determined by the pipe which is first energized.

55. In a system of train control, a motor controller and an automatic controller-actuating system upon one or more cars, a group of pairs of pistons or diaphragms operatively associated with each of said controller-actuating systems, train-pipes in open communication With corresponding pistons or diaphragms of each pair, and means for admitting compressed fluid to said train-pipes, the direction of movement of the car or train being determined by the train-pipe to which fluid is first admitted.

56. In a system of train control, a motorcontroller and an automatic controller-actu ating system upon one or more cars, a group of pairs of pistons or diaphragms operatively associated with each of said controller-actuating systems, the pairs of pistons of each group having ditlerent settings, train-pipes in open communication with corresponding pistons or diaphragms of each pair, and means for admitting to said train-pipes lluid varying successively in degree of compression, the direction of movement of the car or train being determined by the pipe which first receives compressed fluid.

57. In a system of train control, a motorcontroller and an automatic controller-actuating system on one or more cars, a piston or diaphragm operatively related to each of said controller-actuating systems for determining the relative connections of the motors and the resistance in the motor-circuit, respectively, said pistons or diaphragms being set for operation under Widely-varying degrees of pressure, a train-pipe in open communication With said pistons or diaphragms, and a motormans valve for connecting said trainpipe to a source of compressed-fluid supply.

58. In a system of motor control, in combination with a motor-controller including means for determining the direction of rotation of the motor or motors, of controlleractuating means, and a pneumatic system including relays for governing the operation of the controller-actuating means.

59. In a system of motor control, in combination with a motor-controller, of an automatic control system including a source of power, a pneumatic system for governing the operation of the automatic control system, said pneumatic system including a controlling-valve.

60. In a system of motor control, a motorcontroller, an automatic controller-actuating system, a pneumatically-actuated relay for governing said controller-actuating system, and a pneumatic system for controlling said relay.

61. In a system of motor control, a motor controller, an automatic controller-actuating system, and a pneumatic system for governing the action of the controller-actuating means, said pneumatic system including two pipes and a control-valve common to said pipes.

62. In a system of control, a motor-controller, automatic controller-actuatin g means, pneumatically-actuated devices for governing the action of said controller-actuating means, two pipes connected to said pneumatically-actuated devices, and means for supplying said pipes with compressed fluid.

63. In a system of motor control, a motor controller, an electromagnetic control system, and a pneumatic system for governing the operation of said electromagnetic control system, said pneumatic system including a controlling-valve.

64. In a system of motor control, a motorcontroller, electromagnetic controlleractuating means, pneumatically-actuated devices for governing the operation of the controlleractuating means, and means for operating said pneumatically-actuated devices.

65. In a system of motor control, a motorcontroller, electromagnetic controlleractuating means, pneumatically-actuated devices for governing the operation of the controlleractuating means, two pipes associated with said pneumatically actuated devices, and means for supplying said pipes with compressed fluid.

66. In a system of motor control, a motorcontroller comprising a plurality of separately-actuated contacts, means including a source of power 'for operating some or all of said contacts in automatic progression, and a pneumatic system for governing the action of said means for operating the contacts.

67. In a system of motor control, a motorcontroller comprising a plurality of separately-actuated contacts, means for actuating said contacts in automatic progression, a pneumatic relay for controlling the operation of said means for actuating the contacts, and means for operating said relay.

68. In a system of motor control, a motorcontroller, electromagnetic controller-actuatmg means, a piston or diaphragm operatively related to said controller-actuating means for governing the operation, a pipe in open communication with said piston or diaphragm, and means for controlling the admission of compressed fluid to said pipe.

69. In a system of motor control, a motor controller comprising separatelyactuated contacts, means for operating said contacts in automatic succession, pneumatically-actuated devices for governing the operation of the contact-operating means and less in number than the number of contacts, and means for supplying said pneumaticallyac tuated devices With compressed fluid.

70. In a system of motor control, a motorcontroller of the separately-actuated contact type, means for actuating the controller-contacts and a portion thereof in automatic progression, pneumatic controlling system for governing the action of the means for actuating the controllercontacts and including means for checking the automatic progression of the contacts Without aflecting those already operated.

71. In a system of motor control, a motor controller of the separately-actuated contact type, an electromagnetic system arranged to actuate the controller-contacts and a portion thereof in automatic progression, pneumatic controlling means for said electromagnetic system, including means for checking the automatic progression of contacts Without affecting the contacts already actuated.

72. In a system of train control, in combi nation With motor-controllers of the sepalately-actuated contact type of actuating means for the controller-contacts local to each car and arranged to actuate said con tacts in Whole or in part in automatic progression and a pneumatic train system for governing the actuating means for the controller-contacts, said train system including a motormans valve and the arrangement of parts being such that the automatic progression oi contacts may be checked from the motormans valve without affecting the control already actuated.

7 3. In a system of motor control, a motor controller comprising a plurality of separate contacts, actuating means arranged to operate said contacts in automatic progression, maintaining means for said contacts, and a pneumatic control system including means for rendering said actuating means inoperative at any stage of the automatic progression of the contacts Without affecting the maintaining means of the contacts already operated.

7 4. In a system of motor control, a motorcontroller comprising a plurality of contacts, actuating means arranged to operate said contacts in automatic progression and means for maintaining them in their actuated positions, a pneumatic control system including a valve, and means for rendering the actuating means inoperative from the valve at any stage of the automatic progression of the contacts.

75. In a system of motor control, amotorcontroller comprising a plurality of separate contacts, actuating means arranged to operate said contacts in automatic progression, and a pneumatic control system including means for rendering said actuating means inoperative at any stage of the automatic progression of the contacts.

76. In a system of train control, one 01' more cars having a motor-controller comprising separate contacts, actuating means arranged to operate said contacts in automatic progression and contact-maintaining means, a pneumatic train system including means for rendering the several actuating means inoperative at any stage of the automatic progression of the contacts without atfecting the maintaining means for the contacts already actuated.

77. In a system oi motor control, a motorcontroller comprising a plurality of separate contacts, electromagnetic controlling means for said contacts including an actuating-circuit for actuating said contacts in automatic progression, and a pneumatic control system including means for rendering the actuatingcircuit inoperative at any stage in the automatic progression of the circuits.

78. In a system of motor control, a motorcontroller comprising a plurality of contacts, electromagnetic controlling means for said contacts including an actuating-circuit for operating said contacts in automatic progression and a maintaining-circuit, and a pneumatic control system including means for rendering the actuating-circuit inoperative at any stage in the progression of the contacts Without ailecting the maintaining-circuit of the contacts already actuated.

79. In a system of train control, one or more cars having a n'iotor-controller comprising a plurality of contacts, electromagnetic actuating means arranged to operate said contacts in automatic progression and electromagnetic maintaining means for said contacts, a pneumatic train system inclu h ing means for rendering the several actuating means inoperative at any stage of the auto matic progression.

80. In a system of train control, one or more cars having a motor-controller comprising a plurality of separate contacts, elec tromagnetic controlling means for said con tacts including an actuating-circuit for actuating said contacts in automatic progression and a maintainingcircuit, a pneumatic train system including means for rendering said actuating-circuit inoperative at any stage of the automatic progression of the contacts Without afiecting the maintaining-circuits of the contacts already actuated.

81. In a system of train control, one or more cars having a motor-controller comprising a plurality of separate contacts, actuating means arranged to operate said contacts in automatic progression, contactmaintaining means and pneumatic controlling devices for said actuating and maintaining means, a train-pipe connected to said devices, and means for admitting compressed fluid to said train-pipe.

82. In a system of train control, one or more cars having a motor-controller com prising a plurality of contacts, actuating means arranged to operate said contacts in automatic progression, contact-maintaining means and pneumatic controlling devices for said actuating and maintaining means, said devices having different settings, a trainpipe connected to said devices and means for supplying compressed fluid to said train-pipe.

88. In a system of train control, one or more cars having a motor-controller com prising a plurality of separate contacts and electromagnetic controlling means including an actuating-circuit for actuating said con tacts in automatic progression and maintainingcircuits for said contacts, a pneumatic train system including a motormans valve and means whereby the several actuatingcircuits may be rendered inoperative from said motormans valve Without affecting the maintaining-circuits of the contacts already actuated.

84. In a system of control, a motor-controller comprising a plurality of separate contacts, actuating means arranged to operate said contacts in automatic progression and maintaining means for said contacts, a pneumatic control system including a relay for controlling the actuating means and a second relay for controlling the maintaining means.

85. In a system of train control, one or more cars having a motor-controller comprising a plurality of contacts, actuating means arranged to operate said contacts in automatic progression, contactmaintaining means and pneumatic control devices for said actuating and said maintaining means, a train-pipe connected to said devices, and means for controlling the pressure in said train-pipe so as to render said actuating means inoperative at any stage of the automatic progression of the. contacts Without affecting the maintaining means of the contacts already actuated.

86. In a system of train control, one or more cars having a motor-controller comprising a plurality of contacts, actuating means adapted to operate said contacts in automatic progression, contact-maintaining means and pneumatic control devices having different settings, a train-pipe and a motormans valve arranged so that the train-pipe pressure may be varied in order to cause said several actuating means to be rendered inoperative at any stage in the automatic progression Without affecting the contacts already actuated.

87. In a system of train control, one or more cars having a motor-controller comprising a plurality of contacts, electromagnetic controlling means for said contacts including an actuating-circuit for operating said contacts in automatic progression and a mamtaming-circuit, and pneumatic devices having different settings for controlling said cir cuits, a train-pipe and means for admitting to said pipe fluid varying successively in degree of compression.

88. In a system of train control, one or more cars having amotor-controller comprising contacts, electromagnetic controlling means including an actuating-circuit for operating said contacts in automatic progression and a maintaining-circuit, and pneumatic devices having different settings for controlling said circuits, a train-pipe connected to said devices, and means for controlling the pressure in said pipe in such a manner that the several actuating-circuits may be rendered inoperative at any stage in the automatic progression of the contacts Without affecting the maintaining-circuits of the corn tacts already actuated.

89. In a system of motor control, a motorcontroller, an automatic control system and a pneumatic system for governing the action of the control system, said pneumatic sys tem including a valve whereby the motorcontroller may be caused to progress intermittently by a series of steps or to progress continuously through the same steps.

90. In a system of train control, in combination With motor-controllers upon one or more cars, of an automatic control system local to each car, and a pneumatic train system for governing the operation of the automatic control system or systems, said train system including a motormans valve Whereby the motor-controller may be caused to progress by a series of intermittent steps or to progress continuously through the same series of steps.

91. In a system of train control, in combination With motor-controllers on one or more cars, of an electric control system local to each car and a pneumatic train system for governing said electric control system, the arrangement of parts being such that the motor controller or controllers may be made to progress by a series of intermittent steps or to progress automatically and continuously through the same steps.

92. In a system of motor control, a motor circuit, a plurality of pairs of circuit-controlling pistons or diaphragms, the operation of both pistons or diaphragms of one pair and one piston or diaphragm of each of the other pairs serving to make a complete cycle of circuit connections.

93. In a system of motor control, a motorcircuit, contacts therein, contact-controlling means, a plurality of pairs of pneumaticallyactuated devices for controlling said contactcontrolling means, the operation of both devices of one pair and. one device of each of the other pairs serving to make a complete cycle of motor connections.

94. In a system of train control, in combination with motor-controllers upon one or more cars, of controller-actuating means and one or more pairs of pistons or diaphragms for governing said controller-actuating means local to each car, train-pipes pneumatically connected to corresponding pistons or diaphragms, and means for supplying compressed fluid to said train-pipes.

95. In a system of train control, in combination with motor-controllers on one or more cars, of controller-actuating means and one or more pairs of pistons or diaphragms for governing the action of said controller-actuating means local to each car, train-pipes pneumatically connected to corresponding pistons or diaphragms and a motormans valve for connecting said train-pipes successively to a source of compressed-fluid supply.

96. In a train-control system, two trainpipes, a motor-circuit upon one or more cars, a plurality of pairs of circuit-controlling pistons or diaphragms arranged on each of said cars and connected to said train-pipes, the operation of both pistons or diaphragms of one pair and one piston or diaphragm of each of the other pairs serving to make a complete cycle of circuit connections.

97. In a train-control system, two trainpipes, one or more cars having a motor-circuit and a plurality of controlling pistons or diaphragms connected in pairs to said trainpipes, both pistons or diaphragms of one of the pairs being operated during each complete cycle of motor connections, and the direction of movement of the car or train depending upon the order in which the pistons or diaphragms of said latter pair are operated.

98. In a system of motor control, a plurality of motors, two pipes, means controlled by fluid-pressure in one of said pipes for closing the main circuit, connecting the motors in series and cutting resistance out of the motorcircuit, and means controlled by the fluidpressure in the other pipe for connecting the motors in parallel.

99. In a system of motor control, a plurality of motors, two pipes, means controlled by fluid-pressure in either of said pipes for closing the main circuit, connecting the motors in series and cutting the resistance outo'f the motor-circuit,.and means controlled by fluidpressure in the other of said pipes for con necting the motors in parallel.

100. In a system of motor control, a plurality of motors, two pipes, means controlled by fluid-pressure in either of said pipes for connecting the motors in series and accelerating them, and means controlled by fluidpressure in the other of said pipes for connecting the motors in parallel, the direction of rotation of the motors being determined by the order in which fluid-pressure is admitted. to the train pipes, together with. means for connecting said pipes to a source of compressed-fluid supply.

101. In a system of motor control, a plurality of motors, two pipes, means controlled by fluid-pressure in either of said pipes for connecting the motors in series and accelerating them, and means controlled by fluidpressure in the other pipe for connecting the motors in parallel, together with a motormans valve for connecting the train-pipes with a source of compressed-fluid supply.

102. In a system of train control, a motorcontroller, a controller actuating means on one or more cars, controlling devices arranged to operate under widely-varying degrees of fluid-pressure operativel y related to said controller-actuating means, a train-pipe com-' municating with said devices, and means for supplying said train-pipe with fluid varying successively in degree of compression applied.

103. In a system of train control, a motor circuit upon each of a plurality of cars, two trainpipes, a plurality of movable switch members upon each car for controlling the circuit connections, a plurality of actuating devices for each of said members communicating with said train-pipes, and means for admitting compressed fluid into the trainpipes.

104. In a system of train control, a motorcircuit upon each of a plurality of cars, two train-pipes, a plurality of movable switch members upon each car for controlling the circuit connections, a plurality of actuating devices for each of said members in communication with said train-pipes, the order in which the fluid is admitted to the train-pipes determining the direction of movement of the car or train.

105. In a system of train control, controllers on one or more cars for varying the speed and the direction of rotation of the motors, automatic electromagnetic actuating means for said controllers local to said car or cars, relays for connecting said actuating means to local current-collecting devices, and a train line for controlling said relays.

106. In a system of train control, motorranged to be operated in part in automatic succession, automatic electromagnetic actuating systems for said controllers local to said car or cars, and a train system for governing said actuating systems including relays arranged to connect said actuating systems to local current-collecting devices.

In Witness whereof I have hereunto set my hand this 17th day of September, 1904.

FRANK E. CASE.

Witnesses:

BENJAMIN B. HULL, HELEN ORFORD.

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