US763046A - Pneumatic system of motor control. - Google Patents

Description

PNEUMATIC SYSTEM OF MOTOR CONTROL.

APPLICATION FILED 13110.5, 1902;

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PATENTED JUNE 21, 1904.

APPLICATION FILED DBO. 5, 1902.

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PATENTED JUNE 21, 1904.

.P; B. COREY. PNEUMATIC SYSTEM OF MOTOR CONTROL.

APPLIOATION FILED DEC. 5, 1902.

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PATENTED JUNE 21, 1904 F. B. COREY. PNEUMATIC SYSTEM OF MOTOR CONTROL.

APPLICATION FILED DEC. 5, 1902.

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W nnwms Pzrzm co. PHOTO-L PATENTED JUNE 21, 1904.

F. B. COREY. PNEUMATIC SYSTEM OF MOTOR CONTROL.

APPLICATION FILED DEC. 5, 1902.

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H0 MODEL.

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lnvenCor. Fred .Core WW mama Prrgns co, mow urns WASHINGTON n r N0. 763,046. Patented June 21, 1904.

UNITED STATES PATENT OEEicE.

FRED B. COREY, OF SCHENECTADY, NETV YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NElY YORK.

PNEUMATIC SYSTEM OF MOTOR CONTROL.

SPECIFICATION forming part of Letters Patent No. 763,046, dated June 21, 1904.

Application filed December 5,1902. Serial No. 183,979. N model.)

T0 who??? it y 007L667? the second of the train-pipes above referred Beitlrnown that I, FRED B. COREY, a citizen to to move the revcrsing-switches into the reof the United States, residing at Schenectady, versed position and to operate the controllers,

county of Schenectady, State of New York, the other of said pipes being used for the pur- 5 have invented certain new and useful Improvepose of conducting the compressed fluid to re- 5 5 ments in Pneumatic Systems of Motor Conlease said series stops.

trol, of which the following is a specification. In my improved system of train control two This invention relates to systems of control train-pipes are employed, as in the system for motors, and is especially applicable to sysabove referred to; but it is impossible to optoms of control for electrieally-propelled railcrate the controllers to start the train until 60 way-trains, more particularly those systems in pressure has been applied to both train-pipes. which the individual car-controllers through- The train-pipe into which the compressed fluid out the train are actuated by compressed fluid is first admitted determines the position of the controlled from any desired point on the car reversing-switches, and thereby determines or train by means of a controlling or motorthe direction of movement of the car or train. 5 mans valve. More specifically stated, my invention com- The present invention further relates to imprises a pneumatic system of train control in provements on the system of train control which two train-pipes are used and in which shown and described in the application of compresscdfluid fromasourcc of compressed- Frank E. Case, filed contemporaneously herefluid supply is admitted to one train-pipe to 7 .with, Serial No. 134,001. operate the reversing switch or switches into In the system disclosed in the application the desired position, thereby determining the above referred to the motor-controllers or direction of movement of the train, and while master-controllers throughout the train are the pressure is maintained in said pipe the 2 5 operated simultaneously by pneumaticallycompressed fluid is admitted to the second 75 actuated means controlled through two traintrain-pipe to start the train. Applying prespipes by a motormans valve located at any sure to both train-pipes causes each of said convenientpoint on the train. Thecompressed controllers to move forward a predetermined fluid under substantially a constant pressure amountthat is, into its final series position,

0 is admitted to one of the train-pipes, thereby where it is held by a series stop. To release operating the reversing-switches and deterthe series stops, the compressed fluid is exmining the direction of movement of the car hausted from the second train-pipe and is imor train, the reversing-switches in the various inediately thereafterreadmitted to said second cars being operated before the compressed train-pipe to cause the controllers to move 3 5 fluid is admitted to the controller-operating into the parallel positions. 3 5 means. The controllers then move forward The controller-actuating mechanism comsimultaneously into the final series position, prises a piston operatively connected to the in which they are held by series stops until controller-shaft, said piston operating in a the compressed fluid is admitted to the second cylinder into which oil or other readily-contrain-pipe through the motormans valve, trolled and relatively incompressible fluid is 9 while pressure is maintained in the first trainadmitted from an oil-storage chamber or respipe. This releases the series stop at each crvoir which is adapted to be connected to controller and allows the said controllers to the train-pipes. The flow of oil from the resbe moved forward into the parallel positions. ervoir to the cylinder is controlled by a pneu- 4 5 \Vhen it is desired to allow each of the conmatically-actuated adjustable valve. trollcrs to be moved to its ofl position and My invention further consists of means for step the train, the compressed fluid is exallowing a rapid automatic movement of the hausted to atmosphere from both train-pipes. controller from the linal series to the first To reverse the direction of movement of the parallel position immediately after the series 5 train, the compressed fluid is first admitted to stop has been released. I

My invention further consists of improvements in the construction of the series stop, the stop-pin being so constructed and arranged that it is prevented from returning to its operative position in the groove or slot in which it operates if it is withdrawn from said slot in any position except that corresponding to the off position of the controller.

My invention further comprises improve ments in the construction of an interlocking device between the operating-valve and the reversing-valve of the system.

My invention further consists of means for producing an intermittent forward movement of thecontroller-cylinder instead of a continuous forward movement that is, means for causing a snap action of the controller-cylinder in moving from one operative position to the next, thereby preventing undue burning of the controller-contacts. The said means comprise the customary notched disk or starwheel on the controller-shaft, with the notches of which a spring-pressed dog is adapted to engage, and a small auxiliary air-chamber on the cylinder containing the controller-actuating piston, the air in which is alternately compressed and expanded by the action of said star-wheel and dog as the oil is admitted to said cylinder.

My invention further comprises improvements in the details of construction and combination of parts, which will be hereinafter described, and more specifically set forth in the appended claims.

'The compressed air or other fluid pressure for operating this system is preferably derived from the air-brake system with which such systems are ordinarily used; but it is evident that an independent air-compressor may be installed on one or each of the cars constituting a train for the purpose of supplying the necessary compressed fluid.

The advantages of such a system as above described are that the controllers cannot be moved forward unless pressure is applied to both train-pipes, thus acting as a safety device to prevent trouble or accident in case the connections of either train pipe become broken. Furthermore, it is impossible to reverse the motor connections as the result of an accident to the train-pipes or the connections thereto. The controller can be stopped at any part of its travel by a proper manipulation of the controlling or motormans valve.

In the accompanyingdrawings, which illustrate the preferred embodiment of my invention, Figure 1 is a diagrammatic representation of my pneumatic train-control system, showing the connections between the motormans valve, the train-pipes, the source of compressed-fluid supply, and the controller and reversing-switch operating mechanisms. In the system illustrated in this figure the compressed fluid is taken from the source of supply for the air-brakes. Fig. 2 is a rightside view of the pneumatically-actuated controller-operating mechanism mounted on the top of the controller-casing and shows the series-stop mechanism in section. Fig. 3 is a front elevation of the said controller-operating mechanism, showing the reversingswitch-operating cylinder in section. Fig. 4 is a left-side view of said pneumatic apparatus and shows in section the adjustable valve which controls the flow of oil from the oil-reservoir to the cylinder in which the controller-actuating piston operates. Fig. 5 is a plan View of said mechanism, showing the controller-actuating piston and its cylinder in section. Fig. 6 is a perspective view of the controller and controller-operating mechanism, illustrating the relative position of the said controller-operating mechanism and the motormans valve, also the connections between the same and the train-pipes. Fig. 7 represents a train of cars equipped with my invention. Figs. 8 and 9 are vertical sections through the motormans valve, the section shown in Fig. 8 being taken perpendicular to the axis of the reversing plug-valve, while the section shown in Fig 9 is taken through said axis. Fig. 10 is a plan View of the motormans valve with the top casing removed in order to show the operating or disk valve in position on its seat. Fig. 11 is a detail section on the line 11 ll of Fig. 5, illustrating my preferred construction of check-valve and the lower end of the adjustable valve which controls the flow of oil from the oil-- reservoir to the cylinder containing the controller-actuating pistons. Fig. 12 is a section on the line 12 12 of Fig. 5 and illustrates the relative location of the auxiliary port in said cylinder, said port cooperating with passageways in the controller-actuating piston to allow a rapid movement of the controller through the transition steps between its series and parallel positions; and Fig. 18 is a detail perspective view of the controller-actuating mechanism in the vicinity of the controller-shaft, showing the spring-pressed finger at the end of the series-stop pin and the groove in the rack or piston-rod with which said pin cooperates, the top of the controllercasing being partially broken away to show the notched disk or star-wheel and the dog which coacts therewith.

Referring now to Fig. 1, C represents the controller on one of the cars of the train. This controller may be a motor-controller of the ordinary type or it may be a master-controller which in turn controls a motor-controller preferably of the separately-actuated-contact type. RS represents the reversing-switch,

which may be connected to the controller C by mechanism 16 and 17, the said rack being formed integrally with or operatively connected to the piston-rod 15. The train-pipes which supply the compressed fluid to the various controller-operating devices throughout the train are indicated by 1 and 2, respectively. An electrically-driven air-compressor, which forms the source of compressed-fluid supply for the traincontrol system and the air-brakes, is shown at A. A storage-reservoir for the compressed fluid is indicated by B. The train-pipe which connects the storage-reservoir B with the various brake-cylinders K throughout the train is indicated by 3, and the connecting-pipe between the engineers valve V and the air-brake train-pipe 3 is indicated by 1. The pipe 5 leads from the air-brake train-pipe to the air-brake cylinder K and auxiliary storage-tank B on each car. The motormans or controlling valves V and V are located at each end of each car or at any other convenient points and control the supply of compressed fluid to the train-control train- pipes 1 and 2. Each of said controlling or motormans valves comprises an operating disk valve, which is moved by the handle If, and a reversing-valve, which is moved by the handle 72.. The main storagereservoir B is connected to each of the motormans valves Vand V by means of the connecting- pipes 4 and 3. The cylinder F, which contains the reversing-switch-actuating piston 20, has one end connected to the train-pipe 2 through connecting-pipe 6 and the other end connected to the train-pipe 1 through the connecting-pipe 7. The piston is connected with the reversing-switch RS by means of the piston-rod 22 and crank 23, rigidly fastened to' the reversing-switch shaft 24. The piston 20 has an annular groove 20, which cooperates with the grooves 21 and 21' in the inner wall of the cylinder F for the purpose to be hereinafter described. Leading from the cylinder F are two pipes S and 9, which are joined together and lead to the upper part of an oilreservoir 1). The said oil-reservoir D is connected with the cylinder D through the ports 28, 31, and 33 and the passage-way 32, the ports 28 and 31 being located between said oilreservoir D and the passageway 32 and the port 33 being located between said passageway 32 and the cylinder D. The said reservoir and cylinder are also adapted to be connected through the ports 34 and 34 in a manner to be hereinafter described. Also lead ing from the cylinder F is a pipe 10, which connects with the pipes 11 and 11, leading, respectively, to the series stop E and the adjustable valve (Jr.

The series stop E is constructed to prevent the controller from moving past the final series position in its forward movement until it is desired to move said controller into the parallel positions. The preferred construction of said series stop is shown more clearly in.

Figs. 2 and 13, 12 indicating a piston in the cylinder a which is moved by compressed fluid against the action of the spring 13, so as to cause the series-stop pin 14: to enter the groove 5 in the rack 16. The outer end of the series-stop pin 14 is supplied with a pivoted spring-pressed linger a6, which, when the end of the pin is not in the groove 45, is forced away from said pin by means of the spring 47, Fig. 2. The linger 46 is arranged to strike against the side of the rack 16 in every position of the controller but the off position, thus preventing the pin from entering the groove 45. The said linger is prevented from striking against the side of said rack when in the off position by the cam 48, which is mounted on the rack 16.

The adjustable valve G, which is used for controlling the flow of oilor other easily-controlled relatively incompressible fluid from the oil-reservoir .D to the cylinder D, com prises the piston 25, which operates in the easing 26, and the slide-valve 27, which controls the port 28. The piston is forced outwardly against the action of the spring 29 whenever pressureis admitted into the casing 26 through the pipe 11, as is clearly shown in Figs. 1 and 1. The adjustable bolt or screw-stop 30 may be set to limit the opening of said port 28 to any desired and predetermined amount. By thus adjusting the size of the port 28 by limiting the movement of the valve 27 the flow of oil from the oil-reservoir D to the cylinder D may be regulated so as to vary the rate of speed with which the controller is moved forward through its various series and parallel positions.

To allow the controller to move rapidly from any of its operative positions to its of! position whenever the pressure is reduced be low the predetermined limit in the train- pipes 1 and 2, a check-valve is employed. The specific construction of this check-valve is shown in Figs. 1 and 11, and its position relative to the other parts of the pneumatically-actuated mechanism is clearly illustrated in Fig. The said check-valve is preferably a ballvalve 50, as indicated in Fig. 11, which normally rests on the seat 43 in such a manner as to prevent oil from flowing through the port 31 when pressure is applied to the oil in the oil-reservoir l), but allows oil to llow from the cylinder D to the reservoir D whenever the pressure in the reservoir D is reduced below a predetermined limit and the spring 37 forces the piston 56 back to its initial position. The said ball-valve is prevented from moving far from its seat and is constrained to move in a sul'istantially vertical path by means of a cage 14, attached to the cap-plate 19.

To allow a rapid movement of the controller cylinder or drum through the transition positions between the series and parallel operative positions of the controller, I have provided the cylinder D with an auxiliary port 34. which is shown in Figs. 1 and 12 and also in dotted lines in Fig. 5. This port connects the cylinder D with the oil reservoir D. (Shown diagrammatically in Fig. 1 as communicating with the passage-way 32' and the port 34.) The piston 36 is provided with an annular groove 38, and leading from this annular groove 38 are passage-ways 35. opening into the cylinder D behind the piston 36. As the piston 36 moves forward against the action of the spring 37 the annular groove 38 registers with the port 34 and allows a sudden rush of oil from the reservoir D through the said passage-way 34, annular groove 38, and the passage-ways 35 into the cylinder D behind the piston 36. As the piston 36 moves forward so that the annular groove 38 no longer registers with the port 34 the flow of oil through the said auxiliary port is arrested and the oil enters the cylinder D, as-before, through the port 28 at the rate predetermined by the position of-valve 27.

It is very desirable to allow the controllercylinder to move forward with an intermittent motion-that is, with a snap action from one operative position to the next, the controller-cylinder being allowed to come to rest or very nearly to rest in each operative position. To accomplish this intermittent forward movement of the controller cylinder through the series operative positions and also through the parallel operative positions, I have supplied the cylinder 1) with an auxiliary air-chamber 39 and have retained the customary notched disk or star-wheel 51, car ried by the controller shaft 18, with the notched periphery of which a spring-pressed dog 52, carrying the roller 53, coacts, Fig. 13. It will be seen that as pressure is applied to the oil in the oil-reservoir I) the said oil is forced through the port 28 into the cylinder D, where it compresses the air in the airehamber 39 before moving the piston 36 forward against the action of the spring 37 and of the spring 54. The said spring 54 presses the roller 53 against the disk 51, causing it to engage one of the notches 55 on the periphery of said disk. As the oil continues to flow into the cylinder D at the predetermined rate, the air in the chamber 39 is further compressed until the roller 53 rides up out of the said notch 55 onto one of the projections 56 on the periphery of said disk. The retarding action of the spring-pressed dog 52 being new removed, the expansion of the air in the airchamber 39 causes the controller-cylinder to move rapidly forward until the roller 53 drops into the next recess 55 in the disk 51. The controller is held in this position until the air in the auxiliary air-chamber 39 is compressed to such an extent by the oil entering the cylin'der I) that the operation as above indicated is repeated.

. In Figs. 2 to 5, inclusive, I have shown my preferred form of pneumatically-actuated controller-operating mechanism mounted on the top of the controller-casing, the said operating mechanism being held in position by the bracket 42, fastened to the back of the controller-casing, and also by the standard 40, which preferably rests on the platform supporting the controller C. In Fig. 3, 41 indicates an adjustable stop which is used to limit the movement of the reversing-switch-actuating piston 20, contained in the cylinder F.

Referring now to Fig. 6, I have shown in perspective the relative position of the controller C, its pneumatic operating mechanism,and the motormans valve V as mounted on a single ear. The connections between the train- pipes 1 and 2 and the compressed-fluid-supply pipe 3 are made through the motormans valve V, as shown. The coupling devices at the end of the train- pipes 1 and 2 are indicated by on in this figure, as also in Fig. 1.

Fig. 7 illustrates a train of three cars equipped with my invention and shows the preferred relative location of the controller and motormans valve on each car when the system is used in connection with master-controllers which operate motor-controllers located on each car. In such a system the motor-controllers are preferably of the separately-actuated contact type. The cars constituting the train are indicated by X, Y, and Z, the mastercontrollers by C, the engineers valves by V, the motor-controllers by C, and the currentcollecting means or collector-shoes carried by the separate cars by S.

In Figs. 8, 9, and 10 I have shown my preferred form of motormans valve, 63 indicating the operating or disk valve, which is fastened to the valve-spindle 64 and operates within the casing 65. The valve 63 is operated by means of the handle 7L Located just below the operating-valve 63 is a reversing plugvalve 67, which is actuated by means of the handle 72., attached to the valve-spindle 68. The plug-valve 67 is provided with ports 69 and 70, which pass directly through said plug, and also with the groove or passage-way 71 (shown in full lines in Fig. 9) and the groove or passage-way 72. (Shown in dotted lines in the same figure.) The plug-valve 67 is also provided with a slot 73, having enlarged end portions 74 and 74. An elongated pin 75, which is fastened to or integrally formed on the lower end of the valve-spindle 64, operates in the slot 7 3 in such a way as to form an interlock between the controlling-valve and the reversing plug-valve. The elongated pin will rotate freely in the enlarged end portions 74 and 4 of the slot 73, but will not rotate in the narrow part of said slot. Thus it will be seen that while the reversing-valve is moving from one operative position to the reversed operative position it will be impossible to turn the valve 63; also, that when the valve 63 is in any position other than the off position it will be impossible to turn the reversing plugvalve 67. The disk-valve63 is provided with the ports 85, 79, and and also with the undercut portion 81. (Shown in dotted lines in Fig. 10.) These ports coact with the ports 76, 77, and 78 in the valve-seat for the purpose of connecting the train- pipes 1 and 2 with supplypipe 3 and also with the exhaust-port 78 in a manner to be hereinafter described.

The operation of the system will now be described. When the controllers are in the off position, the controlling-valve is in position to connect the train- pipes 1 and 2 with the atmosphere through the exhaust-port 78 by bringing the undercut portion 81 of the disk valve 63 into register with the ports 76 and 77 and also with said port 78. When it is desired to start the train by operating the various controllers throughout the train simultaneously, the reversing-plug 67 of the motormans valve is first turned into a position corresponding to the desired direction of movement of the train. As shown in the figures, the plug 67 is turned so that when the disk valve 63 is moved into its first operative position the train-pipe 2 will receive the compressed flnid before the train-pipe 1 from the supply-pipe 3, thus determining the direction of movement of the train by operating the reversing-switch RS into the forward position. Then as the disk valve 63 is moved into its first operative position by means of the handle b the port in said disk valve is brought into register with the port 77 in the valveseat, and since the passage-way 72 in the plugvalve 67 has previously been brought into register with the lower end of the port 77 communication is established between the supply-pipe 3 and the train-pipe 2. The compressed fluid from the train-pipe 3 now passes through the port 85 in said disk valve 63, through the port 7 7 and passage-way 72 into the train-pipe 2, thence through the pipe 6 into the left-hand end of the cylinder F, moving the reversing-switch-actuating piston 20, contained therein, into the position shown in Fig. 1, thereby throwing the reversing-switch RS into the desired position. As the piston 20 moves to the right it uncovers the port leading to the pipe 8 and the compressed fluid is ad mitted-into the oilreservoir D through the said pipe 8 and its connecting-pipe 9. Although compressed fluid has been admitted into the oil-reservoir D, no oil will be forced from said reservoir D into the cylinder D, since the adjustable valve G remains closed. To open the valve G, it is necessary to admit compressed fluid into the casing 26 below the piston 25. This is accomplished when the operating disk valve 63 reaches its first operative position, the compressed fluid passing from the supply-pipe 3, through the port 80 in the said disk valve, through the port 7 6 in the valve-seat, and the passage-way 71 in the plug-valve 67, into the train-pipe 1. From train pipe 1 the compressed fluid is led through pipe 7 into the right-hand end of the cylinder F, through the passage-way 21 and the annular groove around the piston 2\),thence through the pipe 10 and its connecting-pipe 11 into the casing 26 below the piston 25. The slide-valve 27 is thereby raised against the action of the spring 29 until the piston 25 strikes the lower end of the adjusting-screw 30, as shown in Figs. 1 and 1, The oil then flows ata rate determined by the position of the valve 27 from the oil-reservoir 1) through the port 28, passage-way 32, and port 33 into the cylinder D, thereby moving the piston 36 in said cylinder forward against the action of the spring 37, and thus operating the controller-cylinder. hen the compressed fluid is admitted into the train-pipe 1 to operate the adjustable valve (1?, the series stop E is simultaneously operated, the compressed fluid being admitted to the cylinder 0 through the pipe 11, which connects with the pipe 10, as has already been described. The piston 12, contained in the cylinder 0, is thus forced forward against the action of the spring 13, so as to move the series-stop pin 14 into the groove 45. The pivoted finger 16 on the end of the series-stop pin let does not prevent the end of said pin from entering the groove 45, since at the ofi' position of the controller the said pivoted pin 46 is constrained to enter the groove 45 by the (33.11148. As the controller moves forward through its series positions the end of the pin 14 moves along the groove 45 until it strikes the end of said groove and prevents further movement of the controller. Each of the controllers is now in its final series position that is, the position shown in the various figures of the drawings. To allow the controllers to move into the parallel positions, it is necessary to release the series stops E. This is accomplished by moving the operating-valve 63 into its next operative position, so as to bring the undercut portion 81 of the disk valve 63 into register with the port 7 6 and also with the exhaustport 78, thereby reducing the pressure in the train-pipe 1, the pressure in the train-pipe 2 being maintained, due to the elongated port 85 still maintaining register with the port 77 in the valve-seat. As the compressed fluid in the train-pipe 1 is exhausted to atmosphere the piston 12 in the cylinder 0 of the series stop E is forced backward by means of the spring 13, thereby withdrawing the series-stop pin 14 from the groove 45 and allowing the piston 36 within the cylinder D to move forward. Just at this instant the annular groove 38 in the piston 33 is brought into register with the port 34, leading from the oil-reservoir D to the cylinder D, thereby allowing a sudden rush of oil from the said reservoir to the cylinder D through the port 3 1, annular groove 38, and passage-way 35 in the piston 36. This sudden rush of oil causes a rapid movement of the controller 3 through the transition positions between the series or parallel, even though, as it will be seen, the adjustable valve Gr is closed by the action of the spring 29 when the compressed fluid is exhaustedfrom the train-pipe 1. hen the annular groove 38 of the piston 36 passes beyond the port 34 and the pressure is reap plied to the train-pipe 1 and the compressed fluid is thus readmitted into the cylinder 6 of the series stop E, the pin 14 is prevented from entering the groove 45 by means of the springpressed finger 46. The reapplying of pressure to train-pipe 1 also causes the Valve G to operate again to reopen the port 28 and allow the oil to pass into the cylinder D through said port at the predetermined rate. applying of pressure to the train-pipe 1 is accomplished by a movement of the operatingvalve 63 into its final operative position, so as to bring the port 79 into register with the port 76 in the valve-seat. into the cylinder D it compresses the air in the auxiliary air-chamber 39, and when the air in said auxiliary air-chamber is compressed so as to overcome the spring 54 and allow the roller 53, carried by the dog 52, to ride upon one of the projections 56 of the notched disk 51 the controller-cylinder will move forward with a snap action due to the expansion'of the air in said auxiliary air-chamber as the said roller 53 enters the next adjacent notch 55. As the notches 55 of-the star-wheel or notched disk 51 are located in positions corresponding to the respective operative positions of the controller-cylinder, it will be seen that this snap action of the controller is obtained while moving from one operative position to the next, thereby reducing the liability of burning of the contacts by arcing. When it is desired to stop the train, the operating-valve 63 is returned to its initial position, thereby exhausting both of the trainpipes 1 and 2 to atmosphere, releasing the pressure on the oil within the reservoir D, and allowing the piston 36 to be forced back into its initial position by means of the spring 37. The oil is thus forced through the port 31, controlled by the check-valve 50 into the reservoir E. As the controller approaches its off position the spring-pressed finger 46 on the outer end of the series-stop pin 14' is moved into such a position by means of the cam 48 that as soon as pressure is reapplied to the piston 12 in the cylinder 6 the pin 14 will enter the groove 45 and be ready to repeat the operations above described. When it is desired to reverse the direction of movement of the train, the compressed fluid is admitted to the train-pipe 1 before it is admitted to the train-pipe 2. This is accomplished by turning the reversing plug-valve 67 so as to bring the port 70 into register with the port 77 and the train-pipe 1 and also the port 69 into register with the port 76 and the trainpipe 2 and then moving the operating-valve This re-- As the oil is forced 63 through its various operative positions, as above described. When the compressed fluid is admitted to the train-pipe 1 before being admitted to the train-pipe 2, it passes from said train-pipe 1 through the pipe 7 into the right-hand end of the cylinder F and throws the piston 20, contained therein, to the left, thus moving the reversing-switch RS into its reversed position. The operation of the remainder of the apparatus when moving through the various' series and parallel positions and also through the transition positions of the controller is precisely the same as above described independent of the position of the reversing-switch.

In order to indicate to the motorman the proper positions in which to stop his controlling-handle 72 when moving from one operative position to the next, a notched sector 86 is applied to the valve-casing, with the notches of which a spring-pressed dog 87 is adapted to register, said notches corresponding to the operative positions of the valve 63.

The interlocking device between the controlling-valve 63 and the reversing plug-valve 67 operates to prevent the operating-valve from being moved except when the reversingvalve is in either of its proper operative positions and also operates to prevent any movement of the reversing-valve when the controlling disk valve is in any of its operative positions.

The system above described is the preferred embodiment of my invention; but I do not care to limit my invention to the specific details of construction herein shown and described, as many modifications will suggest themselves to persons skilled in the art without departing from the spirit and scope of my invention.

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

1. In a motor-control system, a controller, pneumatically-actuated means for operating said controller, two pipes operative] y connected to said controller-operating means, and

means for preventing the operation of said controller unless pressure is applied to both pipes.

2. In a motor-control system, a controller, pneumatically-actuated means for operating said controller, two pipes operatively connected to said controller-operating means, a motormans valve for controlling the admission of compressed fluid to'said pipes from asource of compressed-fluid supply, and means for preventing the operation of said controller unless pressure is applied to both pipes.

3. In a motor-control system, a controller, pneumatic means for actuating said controller, a reversing-switch, pneumatic means for actuating said reversing-switch, two pipes operatively connected to said controller and reversing-switch-actuating means, and means for admitting compressed fluid to one of said pipes to operate said reversing-switch and also for admitting compressed fluid to both of said pipes to operate said controller after the reversing-switch has been operated.

4. In a motor-control system, a controller, pneumatic means for actuatingsaid controller, a reversing-switch, pneumatic means for actuating said reversing-switch, two pipes operatively connected to said controller and reversing-switell-actuating means, means for admit ting compressed fluid to one of said pipes to operate said reversing-switch and also for admitting compressed fluid to both of said pipes foroperating said controller after the reversing-switch has been operated, and means for reversing the pipe connections so that the other of said pipes will first receive the compressed fluid to move said reversing-switch into its reversed position.

5. In a motor-control system, a controller, pneumatic means for actuating said controller, a reversing-switch, pneumatic means for actuating said reversing-switch, two pipes operatively connected to said controller and reversing-switch-actuating means, and a valve under the control of the operator having ports adapted to admit compressed fluid to one of said pipes to operate said reversing-switch and also to admit compressed fluid to both of said pipes to operate said controller after the reversing-switch has been operated.

6. In a motor-control system, a controller, pneumatic means for actuating said controller, a reversing-switch, pneumatic means for actuating said reversing-switch, two pipes operatively connected to said controller and reversing-switch-actuating m cans, a valve under the control of the motorman having ports adapted to admit compressed fluid to one of said pipes to operate said reversing-switch and also to admit compressed fluid to both of said pipes to operate said controller after the reversing-switch has been moved into the desired position, and a separate valve for reversing the pipe connections so that the other of said pipes will first receive the compressed fluid and cause said reversing-switch to move into its reversed position when said operatingvalve is moved into its operative positions.

7. In a motor-control system, a controller, pneumatic means for actuating said controller, a reversing-switch, pneumatic means for actuating said reversing-switch, two pipes operatively connected to said controller and re" versing-switeh-actuating means, an operatingvalve for admitting compressed fluid to one of said pipes to operate said reversing-switch and also for admitting compressed fluid to both of said pipes to operate said controller after the reversing-switch has been operated, a separate valve for reversing the pipe connections so that the other of said pipes will first receive the compressed fluid and cause said reversingswitch to move into its reversed position when said operating-valve is moved into its operative positions, and an interlocle ing device between said valves.

8. In a pneumatic train-control system, a plurality of train-pipes, a sourc of compressed-fluid supply, a controlling disk valve, a reversing plug-valve. and means for preventing said reversing-valve from being operated when said controlling disk valve is in any of its operative positions said means comprising a slot or keyway having enlarged end portions in said plug-valve and a key or elon gated pin on the end of the disk-valve spindle which is adapted to rotate only in the enlarged portions of said slot or h'OXWflX.

9. In a pneumatic train-control system, a plurality of train-pipes, a source of compressed-fluid supply, a controlling disk valve for connecting said pipes to said source of supply, a reversing plug-valve, and means comprising a slot or keyway with enlarged end portions in said plug-valve and a key or elongated pin on the end of the disk-valve spindle for preventing said disk valve from beingoperated when the-reversing-valve is in any position intermediate its operative positions.

10. In a motor-control system, a controller, a piston operatively connected with said con troller, a cylinder in which the said piston operates, an oil-reservoir, and a valve for con trolling the flow of oil from said reservoir to said cylinder.

11. In a motor-control system, a controller, a piston operatively connected with said con troller, a cylinder in which the said piston operates, an oil reservoir, and an adjustable valve between said reservoir and cylinder whereby the rate of flow of the oil between said reservoir and said cylinder maybe regulated as desired.

12. In a motorcontrol system, a controller, a piston operatively connected with said con troller, a cylinder in which said piston operates, an oil-reservoir, a valve for controlling the flow of oil from said reservoir to said cylinder, and a check-valve between said reservoir and said cylinder which allows a rapid flow of oil from said cylinder to said reservoir but prevents flow in the opposite direction through the port controlled by said checkvalve.

13. In a motor-control system, a controller, a piston operativelyconnected with said controller, a cylinder in which said piston operates, an oil-reservoir, an adjustable valve between said reservoir and cylinder whereby the rate of flow of the oil from said reservoir to said cylinder may be regulated as desired, and a check-valve between said reservoir and cylinder which allows a rapid flow of oil from said cylinder to said reservoir independent of the operation of said adjustable valve.

14. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, an oil-reservoir having ports therein leading to said cylinder, and valves in said ports for controlling the flow of oil between said reservoir and cylinder.

15. In a motoncontrol system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, an oil-reservoir having ports therein leading to said cylinder, and independent valves for said ports one controlling the flow of oil from the oil-reservoir to the cylinder and the other controlling the flow of oil from the cylinder to the oil-reservoir.

16. In a motor-control system, a controller, a piston operatively connected to said controller, a cylinder in which said piston operates an oil-reservoi r, pipes adapted to be connected to a source of compressed-fluid supply, connections between said oil-reservoir and said pipes, and means for controlling the flow of oil between said reservoir and said cylinder.

17. In a motor-con trol system, a controller, a piston operatively connected to said controller, a cylinder in which said piston operates, an oil-reservoir, pipes adapted to be connected to a source of compressed-fluid supply, connections between said oil-reservoir and said pipes, and a pneumatically-actuated valve for controlling the flow of oil between said reservoir and said cylinder.

18. In a motor-control system, a controller, a piston operatively connected to said controller, a cylinder in which said piston operates, an oil-reservoir communicating with said cylinder, pipes adapted to be connected to a source of compressed-fluid supply, connections between said oil-reservoir and said pipes, and a pneumatically-actuated adjustable valve operatively connected to said pipes said valve being adapted to control the rate of flow of oil from the reservoir to the cylinder.

19. In a motor-control system, a controller, a spring-pressed piston operatively connected with said controller, a cylinder in which said piston operates, and means for regulating the admission of oil or other relatively incompressible fluid under pressure to said cylinder to move said piston forward against the action of its spring.

20. In a motor-control system, a controller, a spring-pressed piston operative] y connected with said controller, a cylinder in which said piston operates, means for regulating the admission of oil or other relatively incompressible fluid to said cylinder to move said piston forward against the action of its spring, and means for arresting the movement of said piston at a predetermined point in its forward travel intermediate its initial and final positions.

21. In a motor-control system, a controller, a piston operatively connected with said'controller, a cylinder in which said piston operates, means for regulating the admission of fluid under pressure to said cylinder to move said piston forward, means for arresting the movement of said piston at a predetermined point in its forward travel intermediate its initial and final positions, and means for returning said piston'to its initial position when said fluid is exhausted from said cylinder.

22. In a motor-control system, a controller, a spring-pressed piston operative] y connected with said controller, a cylinder in which said piston operates, means for regulating the admission of oil or other fluid under pressure to said cylinder to move said piston forward against the action of its spring, means for arresting the movement of said piston at a predetermined point in its forward travel, and means for releasing said arresting means so as to allow said piston to continue its forward movement.

23. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, means for regulating the admission of oil or other fluid under pressure to said cylinder, pipes adapted to be connected to a source of compressed-fluid supply, and means operatively connected to said pipes for arresting the forward movement of said piston at a predetermined point in its forward travel intermediate its initial and final positions.

24:. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, pneumatically-actuated means for regulating the admission of oil or other fluid under pressure to said cylinder at a predetermined rate, a source of compressed-fluid supply, pipes adapted to be connected to said source of supply and to said regulating means, and pneumatically actuated means operatively connected to said pipes for arresting the forward movement of said piston at a predetermined point in its forward travel intermediate its initial and final positions.

25.- In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, means for regulating the admission of oil or other fluid under pressure to said cylinder, pipes adapted to be connected to a source of compressed-fluid supply, means operatively connected to said pipes for arresting the forward movement of said piston at a predetermined point, and means for releasing said ar' resting means.

26. In a motor-control system, a controller, a spring-pressed piston'operatively connected with said controller, a cylinder in which said piston operates, an oil-reservoir containing oil under pressure, a valve for controlling the admission of oil to said cylinder from said reservoir, pipes adapted to be connected to a source of compressed-fluid supply, and means operatively connected to said pipes for arresting the forward movement of said piston at a predetermined point intermediate its initial and final positions. 1

27. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, an oil-reservoir, pipes adapted to be connected to a source of compressed-fluid supply and to said oil-reservoir, means operatively connected to said pipes for arresting the forward movement of said piston at a predetermined point, and an adjustable valve also operatively connected to said pipes for controlling the flow of oil from said reservoir to said cylinder.

28. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, a source of compressed-fluid supply, pipes connected with said source of supply, an oilreservoir having connections leading to said pipes and also to said cylinder, means for arresting the forward movement of said piston at a predetermined point, and a valve operatively connected to said pipes for controlling the admission of oil from said oil-reservoir to said cylinder.

29. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, a source of compressed-fluid supply,pipes adapted to be connected to said source of supply, an oil-reservoir having connections leading to said pipes and also to said cylinder,

means for arresting the forward movement of said piston at a predetermined point, means for releasing said piston-arresting means, and a valve operatively connected to said pipes for controlling the admission of oil from said oilreservoir to said cylinder.

30. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, means for admitting a fluid under pressure to said cylinder to move said piston forward at a predetermined rate of speed, and means independent of said first-mentioned means for admitting fluid under pressure to said cylinder to produce a more rapid movement of said piston through a pretermined portion of its forward travel.

31. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, an oil-reservoir, a valve for controlling the admission of oil from said reservoir to said cylinder at a predetermined rate, and means independent of said valve for admitting oil to said cylinder to produce a rapid movement of said piston through a portion of its forward travel.

32. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, an oil reservoir containing oil under pressure, a valve for admitting oil to said cylinder from said reservoir at a predetermined rate, means for adjusting said valve to vary the rate of flow of the oil, and means inde pendent of said valve for admitting oil to said cylinder to produce a different rate of movement of said piston during a portion of its forward travel.

33. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, an oi l-reser'voir containing oil under pressure, a valve for controlling the flow of oil from said reservoir to said cylinder, means for adjusting said valve to vary the rate of flow of the oil, means independent of said adjustable valve for producing a different rate of movement of said piston d u ring a portion of its forward travel, and means for returning said piston to its initial position. Y

34:. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, an oil-reservoir containing oil under pressure, a valve for controlling the flow of the oil between said oil-reservoir and said cylinder,an auxiliary passage-way between said oil-reservoir and said cylinder which is adapted to coact with passage-ways in said piston to admit oil to said cylinder independent of the operation of said valve when said piston reaches a predetermined point in its forward travel.

35. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates,an oil-reservoir containing oil under pressure, a valve for controlling the flow of the oil between said oil-reservoir and said cylinder, an auxiliary passage-way between said oil-reservoir and said cylinder which coacts with passage-ways in said piston so as to admit oil to said cylinder independent of the operation of said valve when said piston reaches a predetermined point in its forward travel, and a check-valve between said oil-reservoir and said cylinder for allowing a rapid flow of oil from the cylinder to the reservoir when the pressure in said reservoir is reduced below a predetermined limit.

36. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston 0perates, an oil-reservoircontainingoil under pressure, a valve for controlling the flow of the oil between said oil-reservoir and said cylinder,an auxiliary passageway between said oil-reservoir and said cylinder which is adapted to coact with passage-ways in said piston so as to admit oil to said cylinder independent of the operation of said valve when said piston has reached a predetermined point in its forward travel, a check-valve between said oil-reservoir and said cylinder for allowing a rapid flow of oil from the cylinder to the reservoir when the pressure in said reservoir is reduced below a predetermined limit, and means for returning said piston to its initial position.

37. Ina motor-control system, a controller,

a piston operatively connected with said controller, a cylinder in which said piston opertion.

38. In a motor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, means for admitting fluid under constant pressure to said cylinder-at a predetermined constant rate, means for causing said piston to move forward with an intermittent motion, and means for varying the rate of admission of said fluid to said cylinder.

39. In amotor-control system, a controller, a piston operatively connected with said controller, a cylinder in which said piston operates, means for admitting fluid under constant pressure tosaid cylinder at a predetermined rate, and means independent of any variation of pressure in the compressed-fluid supply for causing said piston to move said controller forward with a snap action from one operative position to the next.

40. In a motor-control system, a series-parallel controller, a piston operatively connected with said controller, a cylinder in which said piston operates, means for admitting fluid under pressure to said cylinder at a predetermined rate, means for causing said piston to move said controller forward with a snap action from one operative position to the next, and means independent of said means for producing snap action for allowing said controller to be moved rapidly from its final series position to its first parallel position.

41. In a motor-control system, a series-parallel controller, a piston operatively connected with said controller, a cylinder in' which said piston operates, means for admitting fluid under pressure to said cylinder at a predetermined rate, means for causing said piston to move said controllerforward with a snap action from one operative position to the next, means independent of said means for producing snap action for allowing said controller to be moved rapidly from its final series position to its first parallel position, and means for returning the said controller to its initial or off position.

42. In a motor-control system, acontroller, a piston operatively connected with said controller, a cylinder in which said piston operates, means for admitting a relatively incompressible fluid under pressure to said cylinder at a predetermined rate, and means for causing said controller to move forward with an intermittent motion said means comprising an auxiliary air-chamber on said cylinder and a star-wheel with which a spring-pressed dog engages.

43. In a pneumatically-actuated train-control system, a source of compressed-fluid sup ply, pneumatically-actuated controllers, two train-pipes connected with said controllers, and a motormans valve having ports so constructed and arranged that as the said valve is moved forward through its successive op erative positions it will connect one of said pipes to said source of supply then while maintaining the pressure in said pipe it will connect the other of said pipes to the source of supply then exhaust said last-mentioned pipe and again connect it to said source and also when the valve is moved to its initial or off position it will exhaust said train-pipes to atmosphere.

44. In a train-control system, a plurality of controllers, pneumatically-actuated means for operating said controllers simultaneously, two train-pipes operatively connected to said controller-operating means, and means for preventing the operation of said controllers until the pressure is applied to both train-pipes.

45. In a train-control system, a plurality of controllers, pneumatically-actuated means for operating said controllers simultaneously, two train-pipes operatively connected to said controller-operating means, a motormans valve for controlling the admission of compressed fluid to said train-pipes from a source of compressed-fluid supply, and means for preventing the operation of said controllers until pressure is applied to both train-pipes.

46. In a train-control system, a plurality of controllers, pneumatic means for actuating said controllers, a plurality of reversing switches, pneumatic means for actuating said. reversing switches, two train pipes operatively connected to said controller and reversing-switch actuating means, and means for admitting compressed fluid to one of said trainpipes to operate said reversing-switches simultaneously and also for admitting compressed fluid to both of said train-pipes to operate said controllers simultaneously after the re\-*ersing-switches have been moved into the desired position.

47. In a train-control system, a plurality of controllers, pneumatic means for actuating said controller s, a plurality of reversingswitches, pneumatic means for actuating said reversing-switches, two train-pipes operatively connected to said controller and reversing-switch actuating means, means for admitting compressed fluid to one of said trainpipes to operate the reversing-switches simultaneously and also for admitting compressed fluid to both of said train-pipes to operate said controllers simultaneously after the reversing-switches have been moved into the desired position, and means for reversing the pipe connections so that the other of said 5 train-pipes will first receive the compressed fluid to cause said revers1ng-sw1tchesto be moved into the reversed position.

48. In a traincontrol system, a plurality of controllers, pneumatic means for actuating said controllers, a plurality of reversingswitches, pneumatic means for actuating said reversing-switches, two train-pipes operatively connected to said controller and reversing-switch actuating means, and a valve under the control of the motorman adapted to control the admission of compressed fluid to one of said train-pipes to operate the reversing-switches simultaneously and also to admit compressed fluid to both of said pipes to operate said controllers simultaneously after the reversingswitches have been moved into the desired position.

49. In a train-control system, a plurality of controllers, pneumatic means for operating said controllers, pneumatically-actuated series stops to arrest said controllers at a predetermined point, a source of compressedfluid supply, two train-pipes connected to said controller -operating means and said series stops, and means for controlling the admission of compressed fluid from said source of supply to said pipes so that the controllers may be operated simultaneously when pressure is applied to both pipes and for exhaust ing the compressed fluid from one of said pipes so as to release said series stops simultaneously.

50. In a train-control system, a plurality of pneumatically-actuated controllers, pneumatically-actuated reversing-switches and pneumatically-actuated series stops, a source of compressed-fluid supply, two train-pipes operatively connected with the means for actuating said controllers, reversing-switches and series stops, means for controlling the admission of compressed fluid to said train-pipes from said source of supply to operate said actuating means, and means for preventing the operation of said controllers until said reversing-switches have been operated and pressure is applied to both train-pipes.

51. Ineombination, a piston, a cylinder in which said piston operates, means for admitting fluid under pressure to said cylinder to move said piston forward at a predetermined rate of speed, and means independent of said first-mentioned means for admitting fluid under pressure to said cylinder to produce a more rapid movement of said piston through a predetermined. portion of its travel.

52. In combination, a piston, a cylinder in which said piston operates, means for admitting fluid under pressure to said cylinder to move said piston forward at a predetermined rate of speed, and means under the control of said piston for admitting fluid under pressure to said cylinder to produce a more rapid movement of said piston through a predetermined portion of its travel.

53. In combination, a piston, a cylinder in which said piston operates, means for admitting fluid under constant pressure to said cylinder at a predetermined constant rate to move said piston, and means for permitting said piston to move forward with an intermittent motion.

54. In combination, a controlling-valve, a reversing-valve, and means for preventing one of said valves from being operated when the other valve is in certain positions, said means comprising a slot or keyway having enlarged ends formed in one of said valves, and a key or elongated pin carried by the other valve and adapted to rotate only in the enlarged portions of said slot or keyway.

In witness whereof I have hereunto set my hand this &th day of December, 1902.

FRED B. COREY.

INitnesses:

ALEX. F. MACDONALD, HELEN ORFORD.

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