US2058523A - Toy electric train apparatus - Google Patents

Description

Oct. 27, 1936. H. c. sTEARNS TOY ELECTRIC TRAIN APPARATUS Filed July 28, 1932 7 Smets-sheet 1 0t'27, 1936. H. c. sTEARNs 2,058,523

TOY ELECTRIC TRAIN APPARATUS Oct. 27, 1936. H C. STEARNS TOY ELECTRIC TRAIN APPARATUS Filed July 28, 1952 7 Sheets-Sheet 3 Hf" ,Ag/MM,

Oct. 27, 1936. H. C. sTEARNs TOY ELECTRIC TRAIN PPAHATUS '7 Sheets-Sheet 4 Filed July 28, 1932 H. c. STEARNs TOY ELECTRIC TRAIN APPARATUS oct. 27, 1936.

Filed July 28, 1932 7 Sheets-Sheet 5 H. C. STEARNS TOY ELECTRIC TRAIN APPARATUS Oct. 27, 1936. f

Filed July 28, 1932 7 Sheets-Sheet 6 REVERSE oct. 27, 1936. H. c. STARNS 2,058,523

\TOY ELECTRIC TRAIN APPARATUS Filed July 28, 1932 7 Sheets-Sheet 7 'Patented oct. 27, 1936 UNITED STATES PATENT OFFICE TOY ELECTRIC TRAIN APPARATUS Harry C. Stearns, Oak Park, Ill. Application July 28, 1932, -Seral No. 625,374

13 Claims. (Cl. 104-149) The present invention relates to toy electric train apparatus.

The general object of the invention is to provide anv improved automatic controller device,

5 improved track equipment and improved electric locomotives which will enable' the electric trains and the appurtenant track devices to simulate practically all typical railroatl conditions and Y operations, including the stopping and starting of the trains at depots, switches and semaphores, the operation of semaphore lights and signals and road crossing lights and signals,I the throwing of track switches in timed relation to the movements of different trains as for causing one 15 train to take a siding or spur track while passing another train on the main track, etc., the reversing of the trains, the operation of the trains at different speeds, and numerous other operations hereinafter described.

'20 With regard to the controller device, it is an object of the invention to provide an improved controller device whichwill automatically'per-Y form the various circuit controlling operations for controlling the transmission of current to the trains, track switches, semaphores, lights, etc. One of the features of this controller device is that it enables any circuit controlling operations to be very accurately timed, both with respect to the length of time the circuit is opened or closed as well as the instant of time any control operation starts or stops in its relation to some other control operation. This accuracy of timing enables any single-train cycle to faithfully simulate actual train conditions in the close synchron-ization between the movement of the train and the throwing of track switches, operation of semaphore signals, etc.; and this accuracy of timing is of decided importance in multiple-train operation where very close sychronization is frequently required between the operation of two or more trains and associated track equipment in order to avoid collisions and accidents. Another feature of this controller device is that it is extremely flexible, changeable and adaptable, in order to facilitate the establishment of any desired cycle of operations on the controller device, and to permit this cycle to be quickly and easily modifled for any later conditions or desired changes. This feature is of educational benefit and assists 5g greatly in maintaining interest by inducing theV child to work out different cycles or sequences of operation, particularly when using two or more trains in the cycle. In its preferred embodiment,

this controller device utilizes a traveling tape 55 composed of paper or the like in which perforations are cut for establishing circuit connections` at predetermined time intervals and in predetermined se'quence. In this construction, close accuracy of timing can be obtained b'y minutevariations in the length or position of the perfora- 5 tions, and flexibility for establishing a new or modified cycle is afforded by thefact that the perforations can be changed or varied, or a new paper tape substituted.

Another objectof the invention is to provide l0 improved controlapparatus having the dual feature of enabling the child to perform part of a typical cycle of operations automatically and t0 perform another part of the cycle manually, or to perform all of the control operations manuall5 1y. For window display purposes, the completely automatic operation would generally be preferable, but for home use there might be occasionswhenthe child would prefer to perform some of the controlling operations himself. The present A20 apparatus is adaptable to both requirements in enabling different control operations to be performed either automatically or manually; in one preferred embodiment including a manuallyv operated keyboard in conjunction with the perfo- 25 rated paper tape. My improved control apparatus, in addition to controlling the time and duration of circuit closing and opening operations can also effect voltage changes, reversals of polarity, etc., also in timed relation, for nu- 30 merous other control functions which will be later described,

With reference to the track equipment, one of the objects of the invention is to provide an improved control track section having a particular 35 relation of two selectively energized thirdV rail sections, arranged forv causing selective actuation of a reversing switchin the locomotive. The two insulated third rail sections are wired to the above mentioned control device whereby the se- 40 lective energization of these third rail sections is automatically controlled thereby, the operating relation being such that the train may be caused to pull in on a siding and to have a reversing switch in the locomotive selectively energized 45 either for causing the train to back out of the siding or to continue ahead on or out of the siding when the locomotive is later energized. This is merely exemplary of but one of the control operations which it is possible to obtain with my improved control track section.

Anotherv object of the invention is to provide an improved track switch embodying automatic means which operates to place the shiftable switching rail under the control of a train appreaching and' passing Vover said track switch, whereby the switching rail is automatically held in its previously shifted position. This improved -track switch positively avoids one of the objectionable characteristics of prior track switches, namely, the tendency of the shiftable switching rail Vto be shifted to a neutral or diiferent position by the vibration -of a passing train, with the consequent derailment of a portion of the train.

With reference to the locomotives, one of the objects of the invention is to provide an improved electric locomotive characterizedj by automatic control apparatus in the locomotive, responsive to a change of voltage received from the track, for causing the locomotive to change its direction of travel, or to cause it to change its speed of travel, or both. Another object is to provide an electric locomotive characterized by an improved motor which is more efiicient, delivers more constant torque, and operates at a substantially constant selected speed under varying operating conditions. This improved motor also avoids all brush and commutator trouble which has been so prevalent in prior toy locomotives.

Other objects, features and advantages of the invention will appear from the following description of certain preferred' embodiments of the invention. In the accompanying drawings illustrating such embodiments:

Figure l is a diagrammatic'view illustrating one of the innumerable track layouts which may be devised in connection with the present invention, this layout being chosen to r-. iresent a fairly wide variety of typical railroad conditions and operations;

Figure 2 is a front elevational view, partly in section, showing one embodiment of the improved controller device which governs the transmission of current to the different parts of the system;

Figure 3 is an end elevational view of this device, partly in section;

Figure 4 is a transverse sectional view through the drum of the controller device;

Figure 5 is a detail sectional view of the ratchet mechanism for driving the drum, corresponding to a section taken approximately on the plane of the line 5-5 of Figure 2.

Figure 6 isa fragmentary plan view of the forward portion of the controller device of Figures 2-5, illustrating the manually operated keyboard by which the despatching and-controlling operations can be performed manually;

Figure 7 is a fragmentary sectional view illustratlng a modied method of obtaining voltage changes on the controller device;

Figure 8 is a transverse sectional view illustrating a modified construction of controller device wherein the endless tape travels on two spaced drums;

Figure 9 is a fragmentary sectional view of another modified construction of controller device utilizing a perforated drum and interchangeable pins or contactors tting into the drumperforations;

Figure 10 is a fragmentary perspective view of a portion of my improved control track section which functions to predetermine the position of an automatic reversing switch in the locomotive;

Figure 11 isa fragmentary longitudinal sectional view through one of the insulated third rail sections;

, Figure l2 is a fragmentary plan view. showing my improved track switch, some of the circuit connections being illustrated diagrammatically;

Figure 13 is a view fragmentarily illustrating a portion of my improved locomotive and illustrating in particular the improved electric motor therein and the control apparatus for this motor;

Figure 14 is an end view of a modified `construction of electric locomotiveemploying two motors;

Figure 15 illustrates another modified con- "struction of electric locomotive employing two motors;

Figure 16 is an end view, partly in section, of another modified construction of electric locomotive utilizing automatically shifting clutch mechanism for controlling the locomotive;

Figure 17 is a similar view showing another construction utilizing automatically controlled clutch mechanism' for governing the speed or direction of travel ofthe locomotive.

Figure 18 is a side elevational view of another modified construction;

Figure 19 is a vertical sectional view taken approximately through the rotor axis of Figure 18;

Figure 20 is a vertical sectional view of another construction of toy electric locomotive;

Figure 21 is a fragmentary diagrammatic view showing an arrangement for keeping the locomotive headlight illuminated when the locomotive is on a dead section; and

Figure 22 is a detail section showing the connector couplings used with the conductor illustrated in Figure 21. I

The track layout illustrated in Figure l comprises. any preferred grouping of straight and curved lengths of track TI, T2, T3, etc., arranged to form loops, sidings, intersections, crossovers, etc.in any desired relation. 'I'he track switches are indicated generally at SI, S2, S3, etc. The track structure in general is of the conventional third rail toy design having the two outer rails rl and r2 grounded to metallic cross ties and having a central third rail r3 which is suitably insulated from the other rails and from the cross ties. Interposed at various points in the track layout are control track sections CSI and CS2 in which one or more sections of third rail r3 are electrically insulated from the third rails of adjoining track sections. The toy locomotives are indicated at LI, L2, the cars drawn by these locomotives being omitted for simplicity of illustration.

Any number of typical accessory devices may be associated with the track layout, such as the semaphore signals 2|, the crossing gate 25 at one road crossing, the blinker signal lights 26 and the ringing signal lights 21 at other crossings, the depot 23, power plant 23, etc.

Referring now to the controller device, designated C, which is adapted to control the transmission of current out over the various circuit connections to the diilerentparts of the system, attention is first directed to Figures 2 to 6, inclusive, illustrating the preferred form of such controller unit. It comprises a drum 32 which is rotatably supported on a base plate 33. Rising from one end of this base plate is a supporting frame or standard 34 which supports the driving spindle or shaft 35 on which one end of the drum is mounted, and rising from the other end of said base plate is a. standard 36 carrying la. releasable spindle or tail stock 31 on which the other end of the drum is rotatably supported. The drum is adapted to be rotated at a very slow speed, and thismay be effected by hand rotation,

.Y which face in a direction for transmitting posiby a clock'spring type of motor or by an electric motor. `Preferably an electric motor, indicated .at 4|, is employed, such motor 4being shown as secured tothe end frame structure 34 and having its armature operatively connected with the driving shaft 35 through a speed reduction gear train enclosed within a housing 42. In situations where one'revolution ofthe drum 32 is to effect one complete cycleof operations or events, I have found that the `drum may. -be rotated as slow as one revolution'every ve or six minutes or even slower, so that a wide variety of operations can be brought about within this one cycle of drum movement. It is desirable `for the proper synchronizing of the movements bf different trains, particularly. in situations where one train has pulled up on a siding to permit the passing of another, or where' one train is waiting at a crossing for another, that the speed of rotation of. the drum 32 be substantially constant and independent of voltage changes. Because of this desideratum I preferably employ, in alternating current systems, a self-starting synchronous motor which will always rotate at the fixed 'speed determined by the current alternations, independently of voltage change and independently of any torque changes arising in such a device. Figure 3 illustrates the motor 4| as beingI of a self-starting synchronous type such as is used in electric clocks. The use of such a motor enables the desired precision movement ofthe drum 32 to be obtained, although it will be understood that an induction motor, commutator motor or other ,type of motor may be employed, particularly in installations where timing sequences are not very close and where there are no voltage changes on the supply circuit. In this regard, I also contemplate employing self-starting synchronous motors in the toy locomotives Ill, L2, which motorswill maintain a substantially constant se lected speed independently of voltage change, thereby cooperating with the synchronous motor drive of -the drum 3'2 for'obtaining precision relationship between the movement of the drum and the extent of travel of the trains.

Referring to Figure 5, the rotative movement of the shaft 35 is transmitted to' the drum through a ratchet wheel 44. A spring pressed pawl 45, pivotally mounted on the end ofthe drum, engages in the teeth of the ratchet wheel,

tive advancing movement to the drum. VSuch arrangement permits the drum to be advanced freely by hand in its forward driven direction, which is of advantage when a set-up of operating con-f ditions is first being established in the cycle of the controller' device. The end of the shaft 35, beyond the ratchet wheel 44, is adapted to engage in a bearing socket 45 in the head of the drum,

enabling the drum to be separated from the shaft for facility in mounting the paper tape thereon,

or for any other purpose. The opposite spindley 31 likewise has its inner end mounted in a bearing socket 41 in this end of the drum, and said spindle' is arranged for movement endwise in the standard 36 whereby the spindle can be withdrawn from the socket to permit removal of the drum.

In the preferred construction, the drum, as previously remarked, has a thin sheet of insulating material wound about the same, composed of paper, fabric, celluloid or the like, and the circuitv controlling functions are provided fo`r by cutting slots or holes in this insulating sheet through which contact fingers f can make con-- tact with Ya metallic surface below the sheet,

Figure 2 illustrates one preferred manner of constructing a drum adapted to use this insulating sheet. A cylindrical tube 52 constitutes the body of the drum, being joined to end heads 53 and 54 in which the bearing sockets 46 and 41 are provided. One or both end heads -are releasably securedto said tube, the end head 54 being shown as provided with holes for receiving screws 55 which thread into tapped sockets 55 formed in the end of the sleeve 52. Preparatory to securing said' removable end head to the tube, there is first assembled over the tube an insulating sleeve 58 of fibre or the like, insulating end washers 59, and a plurality of metallic sleeves, there being four of these sleeves shown, designated 6|, 52, 63 and 64.' Insulating spacing rings 65 are interposed between the adjacent en`ds ofthe four metallic sleeves, these spacing rings being of approximately the same outer diameter as the sleeves for presenting a smooth outer cylindrical surface for the insulating sheetA5I.- The outer ends of the two end sleeves have radially projecting flanges Eland 54' which -form marginal shoulders defining the position of the sheet 5| on the drum, these fianges also serving as contact rings against which suitable brushes bear for completing circuits through the sleeves 6| and S4. 'I'he tightening of the end head 54 clamps the four conducting sleeves and the cooperating insulating elements to the drum so that they all rotate together. The contact fingers f which bear against the surface of the drum are arranged in a bank along one side of the drunfand preferably consist of lengths of spring wire having their. upper curved ends bearing resiliently against the insulating sheet 5| and having their lower portions anchored in a longitudinally extending terminal bar 1|. These spring contacts are divided into groups for completing circuits through the conducting sleeves 6|, B2, 63 and 64,- respectively. Whenever a solid part of the insulating sheet 5| is interposed between a particular contact finger and its respective conducting sleeve the circuit is open through said contact nger, and whenever a slot or hole 5| in the insulating sheet moves intoregister with the end of the nger the latter is enabled to contact with its respective sleeve, thereby completing a circuit through that finger. To facilitate the operation of cutting the appropriate slots and holes in the sheet for obtaining Vthe different timed relations in the operating cycle, the sheet may, if desired, be provided with circumferential and crosswise markings, the circumferential markings representingthe different contact iing'ers and the crosswise marklngsrepresenting intervals of time. or motion in the rotation of the drum.

Figure 4 illustrates on'e preferred method of securing the insulating sheet to the drum. Each of the conducting sleeves 6|-64 is formed with an outwardly spaced fm or flange 16 extending lengthwise of the sleeve and spaced slightly from -the peripheral surface of the drum to form a small lip or pocket 11 extending along the length of the sleeve. One edge of the insulating sheet is folded backwardly, as indicated at 18, and this folded edge is hooked over theedge of the flange 15, into the lengthwise pocket 11. 'Ihe sheet is then wrapped around the drum and its free edge is tucked into the pocket 11 between aligned, whereby the same strip of paper or other insulating material can be used to cover all four conducting sleeves. The paper sheet or tape is wrapped around the drum in a direction such that the rubbing friction of the contact fingers f tends constantly to'wrap the sheet tighter by forcing its free edge into the pocket 11, such avoiding the necessity of any fastening means and also assuring a smooth surface. The sheet or tape 5| may consist of paper, celluloid, or a fabric such as glazed linen or the like, or any other material which can be easily perforated and which will still have the requisite stiffness to prevent wrinkling after it has been wrapped around the drum. As an alternative arrangement, the drum may be coated with a film of varnish, lacquer, enamel or the like, and the perforations 5I' can be made or altered by scratching through this film.

Figure 2 illustrates diagrammatically some of the circuit connections for conducting different polarities and different potentials to the conducting sleeves lil- 64. The apparatus is operable either on direct current or on alternating current, but since most constructions employ alternatlng current the apparatus will be described in that relation. A typical toy train transformer is indicated at 82, comprising a primary winding B3 and a multiple-tap secondary winding 84, the multiple taps of this secondary winding affording different voltages. Where the electric motor Il for driving thedrum is of the synchronousspeed clock type, this motor will usually be con- I have shown the conducting sleeve 64 as serv-- ing to control third rail" circuits, which circuits connect with the third rails r3 of the track sections and also with any switches, lights. etc. which may be responsive to this "third rail" polarity. Some manufacturers of toy train equipment construct their switches, semaphore lights, etc. so as to be responsive to ground polarity and others manufacture these same accessories so as to be responsive to third rail polarity. In`

order to make the present controller apparatus universally adaptable to all types of accessories,

I have shown the drum as being provided with the ground" conducting sleeve 6| and the. third rail conducting sleeve 64 but it will be understood that should the device be manufacturedv two sleeves 6 2 and 63 for obtaining two voltage changes, separate from the normal voltage, but it will be understood that any desired number of these voltage change sleeves may be employed. The lengths of the separate conducting sleeves 6I, 62, 63 and 64 may be proportioned in any desired relation for accommodating different num- `bers of contact fingers J.

At any instantaneous voltage condition, a wire BB conducts one polarity to ground sleeve 6I, a wire 81 conducts the other polarity to third rail sleeve 64, and two other wires I8 and 89 conduct different voltages to the.two intermediate sleeves 62 and 53. The wire 86 connects with connector terminal 86a which is attached to a bus strip 86h, and extending from the latter is a main contact finger Btc which bears against the protruding flange El of the sleeve 6I for conducting this polarity to that sleeve. Likewise, the wire 81 connects to terminal 81a attached to bus strip 81h, from which contact finger 81c extends and. bears against the flange Sl' of sleeve 64. The other two wires 88 and B9 have similar connections withterminals 88a and 89a attached t0 bus strips 88h and 89h having main contact iingers 88e and 89e extending therefrom. The two latter contact fingers 88e and 89C may have continuous contact with their respective sleeves i2 and 63 through continuous circumferential slots cut in the sheet 5 I, or they may have intermittent contact with their `respective sleeves through spaced slots cut in the sheet. 1f desired, the two wires 88 and B9 might establish connection with their respective conducting sleeves through an internal arrangement of slipl rings and contact brushes disposed'on the inner side of the control drum, or arranged on one end head of the drum. The four bus strips 86h, 81h, 88h and 89h are all mounted in insulated relation on an insulating strip 9|.

The individual contact fingers f controlling the individual circuits are allA mounted on the aforementioned horizontal insulating bar 1I which is supported at its ends on standards 91 rising from ,35

the base plate 33. As shown in Figures 3 and 4, said terminal bar 1i may be composed of outerand inner sections lla and 1lb, and the contact fingers f are preferably in the form of short lengths of spring wire clamped between the bar sections. Each contact spring has a bent or curved upper end f5 bearing against the drum, and is formed intermediate its ends with a looped portion f6 which is extendedthrough an aperture in the outer bar section 1Ia up to the surface of the bar. Here this looped portion has electrical connection with a suitable connector terminal 9B, such being shown in the form ot a screw passing through a terminal clip and thence through the outer looped portion I8 of the contact springl and threading into the insulating bar section 1Ia. These connector terminal screws fare arranged -in two rows across the length of the terminal bar 1|, being staggered or offset for more compactly disposing these terminals and their respective.

contact springs. A trough or channel IUI may 'be provided along the 'lower edgeof the outer bar section 1Ia, in which may be laid the various wires leading to the different connector terminals ll.

Where a manually operated keyboard is desired in the controller device-C, each contact spring l continues down from the terminal bar 1I and curves forwardly to provide a contact end I8 on which a key head or button l! is secured. The

`buttons on successive contact springs are arranged in two staggered rows (Figure 3) for more compact grouping of these buttons. It will be observed from Figures 3 and 6 that these key extremities f8 are disposed directly above the bus strips 86h, ,811),y etc., corresponding to the respective conducting sleeves SI-GL That is to say, by depressing the key extremity f8 ofany one of the contact springs f associated with the con ducting sleeve 6|, a circuit is established from the bus'strip 86h directly to the key end of the contact spring, whereby a shunt is established across the contact sleeve 6| and contact nger f, so that a current iiow is established through the circuit Wire connecting to that particular contact finger, independently of whether or not there is a slot in the paper tape 5I directly under the upper end f5 of that contact spring at that time. By providing this relation of manually operated key extensions f8 on each of the contact lingers f, the present control device is made capable of use in a dual capacity, either for the automatic despatching and controllingl of' trains and associated apparatus, or for the manual despatching and control thereof. For an entirely manual control, the circuit of the motor 4| .is interrupted for stopping the motion of the drum 32, and thereupon all of the circuits associated with the four conducting sleeves 8 |-64 may be manually controlled by selectively or simultaneously depressing different buttons 19 of this manual control keyboard, which I have designated in its entirety as K. Said manual control keyboard may also be operated to add interest and instruction during the automatic operation of the system, while the drum 32 is rotating, at which'time it enables one to manually interpolate or vary certain control functions in the automatic cycle of events. The manual. controlv keyboard may also be used in predetermining timing relations and time intervals while setting'up or modifying an automatic cycle in the paper tape 5|; for example by depressing. the appropriate key one train may be advanced, or a track switch thrown or other opera-tion performed, and the necessary length and position of the slot in the paper tape noted l"for performing this circuit closing operation in its proper relation vin the automatic cycle. While this manual control keyboard K is an advantageous part of the controller device C, particularly when it is desired to be able to perform numerous control operations manually, nevertheless it will be understood that said keyboard can be omitted from the controller if desired.

The present form of controller usingthe insulating tape 5| of paper or the like enables the timed relations to belvery accurately determined. The length of the 4slots 5I' can be calculated down to very fine dimensions (in the neighborhood of l/64 of an inch or even less). If a slot `should be cut too long it is a 'simple matter to paste a small tab of paper across the end ofthe slot. Variations in the cycle can be easily vmade by @differently cutting, changing or closing the slots', or by substituting a new sheet 5|.

Figure 7 illustrates a modiiied construction which enables a plurality of voltage changes to be obtained from only a single cnducting sleeve.

In this arrangement a series of contact springs i12, f|3 and `f|4 are mounted on the terminal bar 1| in superposed relation, whereby they all track on the same peripheral portion of the drum, but contact with the sheet 5| at angilarly spaced points along this path. The other extremities of the free contact springs are comi ted together by resistances ||2 and H3. lThis arrangement may be employed to' vary the potential which is given ,t to the conducting sleeve associated with saidfV contacts, such being the preferred adaptation; or,

if a constant potential is always transmitted to` said ,sleeve through other contact' means, this arrangement of. contacts f|2, f I3 and fll may be employed tovary the potential which is transmitted from said sleeve out through these contacts for short contact intervals.

to the particular piece of apparatus then being controlled. In the first mentioned arrangement,

assuming a wire-'H4 to carry a relatively high voltage to the lower contact spring fl2, it will be evident that whenever'a perforation inthe' sheet 5| registers with the extremity of contact spring f|2, the associated conducting sleeve, which we shall assume is sleeve 62, will be at this relatively high voltage, whereas when this same or other perforation in the sheet is in register with contact spring f|3 the sleeve will have a lower `voltage, and when it is in register with the Vcon- 'one of the contact springs f|2, f|3 and fll at that particular instant. This arrangement enables the diilerent voltages to be transmitted selectively out through the other contact springs 'f over any number of separate control circuits, simultaneously or in any timed relation. In the modified arrangement -referred to, wherethe sleeve. 62 always has a constant potential, the arrangement of resistance connected contact springsflZ, fla and fil is connected through wire H4 with the apparatus to be controlled, and when the perforation or perforations pass .under these contact springs different voltages are transmitted out over said wire I I4.

Figure 8 illustrates a modified embodiment of .controller-unit C which diiers from the precedbodiment previously described. .The manually controlled keyboard K may or may not be employed, as desired.

In Figure 9 I have illustrated still another construction of controlling unit C in which the control functions are changed by removing and variously positioning small contact elements receivable in perforations in the drum. The drum, designated 32h, hasperipheral rows of uniformly spaced holes |2| therein. In one, embodiment of this construction, the drum is a metallic conducting element and the contact springs f are constantly spaced from the surface of each sleeve lib-64., so that electrical connection is established between sail sleeves and their respective contact lingers through conducting contact elements |22 which are inserted in the holes I2I and whichengage the contact lingers. The ,contact elements |22 may be of various shapes, such as U- shaped pieces which afford a relatively long contact interval and which may be arranged end to end for continuing the contact vinterval for as long as desired, and also comprising small pins In another-embodiment .of this construction, the contact springs f may be arranged in pairs, consisting of inner and outer springs, and the elements |22 would then press the inner spring of each pair backwardly against the outer spring tov closethe control cirenergized, or it might be energized to establish a preliminary circuit through the inner spring before the two springs are pressed together.

While the cylinder type of controller unit is preferable, it will be evident that my invention may be practicedwith a disc type of movable member, wherein the ilat face of the disc is covered with a sheet of paper or the like provided with the circuit closing perforations.

I shall now describe my improved track equipment which cooperates with the controller unit C in etlecting the desired automatic control of a toy train system.

In Figures 10 and l1, I have illustrated an improved construction of control track section which can be used advantageously with the prior types of remote-control, reversible motor, locomotives. In these prior locomotives the motor circuit ls reversed throughthe action of a relay mounted in the locomotive. The operation is such that successive impulses or circuitclosures inthe current supply to the locomotive actuate this relay, whereby the initial reestablishment of the circuit will result in the locomotive reversing its travel, and two succcessive circuit closures are required to make the locomotive resume its` previous dircctlon of travel. The two sections of track illustrated in Figure 10 correspond to the sections CSI and CS2 shown in the lower portion of side track illustrated in the typical layout of Figure 1. The control section CS2 is a typical dead" section wherein the outside ground rails rI and r2 remain. at a constant ground,polarity but the third rail r3" is electrically insulated `from the third rails of the track sections at each end thereof. 'I'he adjacent ends of the two third rails may have an air gap therebetween, or a short insulating pin |26 may connect the two rails. In the common use of this type of control section CS2 a wire is extended irom a control point to the isolated third rail o! this track section. When the locomotive runson to this track section and flnds the isolated third rail r3"y dead the locomotive stops. but can be set into motion at any time by again energizing this third rail through the separate wire extending thereto. From what has been said above, it will be seen that when the third rail r3" is again energized, the impulse of current will throw the relay switch in the locomotive for causing the locomotive .to travel backwardly. ,If it is desired to have the locomotive resume its forward direction of travel, it

is necessary, acccording to the prior practice, to

transmit two impulses or circuit closures, and the first impulse must be very short, otherwise the locomotive may travel backwardly an objectionable distance. This ilrst impulse results in additional complication for automatic control, and sometimes causes a movement oi' the locomotive which does not simulate actual practice. I have avoided such dimculties by providing a novel control track section CSI which cooperates with the track section CS2 in automatically predetermining theposition ofthe relay switch when the locomotive rolls upon the dead" section CS2. This improved control section comprises a short control contact |28 which is associated with the third rail r3 of section CSI, preferably at a point in proximity to the dead section CS2. trol contact |28 may be built into the section CSI by notching out aportion of its third rail r3 and mounting the contact |28 in the notched out portion, in insulated relation to. the remainder of the third rail; or this control contact may This COD,-

cuit. In such embodiment the drum may not be A consist of a metallic clip, of inverted U-shape, which is placed' over the third rail with a layer of insulating material |29 interposed between the clip and the third rail. Rivets or screws |3| joining the side portions of the clip to the web portion of the rail are also insulated from the rail. Whenthe control contact |28 is thus applied in the form of a clip it is desirable that the third rail r3 be provided with sloping rises |33, |33 to form a substantially smooth sloping surface for the contact roller of the locomotive to travel over. The short length r3 of the third rail r3 between control contact |28 and section CS2 is of the same continuous polarity as the main body of the third rail r3 of section CSI. A wire |31 extends from the control contact |28 back to the control unit C. The contact rollers of a typical locomotive are indicated at |33 and |39, there usually being two of these rollers mounted on supporting members I4 I, generally in the form of spring arms, or arms having pivotal mounting for yieldably holding the rollers down on the third raus of the track sections.

Assuming the locomotive to be traveling in the direction indicated by the arrow, the control functions will be exercised primarily through the contact relations established with the trailing roller |38 because the leading roller |39 will be on the dead section CS2 while current is still being conducted through the trailing roller |38. If it is desired that the relay switch of the approaching locomotive be thrown to a position to cause the locomotive to reverse after the locomotive has rolled upon the dead section CS2 and that section is later energized, then in that event the control contact |28 is energized through the wire |31 to have the same polarity as the third rail r3 of control section CSI. Hence,4 there will be no break in the continuity of the current supply to the relay switch as the roller |38 travels over the control contact |28 and over the end section r3' of the third rail, the only break in the current continuity being when the trailing roller |38 rides upon the third rail r3 of the dead section CS2. lThereupon, when the third rail r3' o1 the dead section is later energized 4by a single closing of the circuit, the relay switch will be thrown to cause the locomotive to reverse its direction of travel. Ii, on the 'other hand, it is desired that the relay switch of the approaching locomotive be thrown to a position causing the locomotive to resume its former direction of travel after the locomotive has rolled upon the dead section and that section is later energized, then in that event the current supply through wire I3`| is interrupted and hence when the trailing roller |38 rides upon the control contact |28 the current supply to the relay switch is momentarily interrupted. The control contact I 28 is of such short length that the locomotive will not stop at this point but will continue to `this section r3'. When the locomotive comes to rest on the dead section CS2, its relay switch has now already received one current impulse from y,this end section r3 and hence when the dead sec- 4o I operating connection with the frog |5|;. in the A c :notarser Y inon is again energized uns second impulse win result in-the locomotive resuming its -iorward direction of travel. It will thus'be seen that by energizing the ,control contact |28, or deenergizing the same, prior to a locomotive traveling over thisA contact onto the dead section, theA relay vswitch in the locomotive can be placed in either desired position, whereby when the third rail r3" oi the dead section CS2 islater energized the locomotive can be caused-'to travel either forwardly or backwardly as desired, without the necessity of ilrst starting it in'one direction in order to throw the relay switch, then interrupting the cir it, and U then vclosing it` again in order to have t e locomotive resume its original direction of travel. Figure 1 illustrates how the control wires |31 from each o f tpesecontrol track sections CSI extend -to sections rll, r| and r|6 of. a switch track. A

switching frog |5| is pivotally mounted at |52 on the base platel and carries shiftable rails |53, |53' which are adapted to be oscillated between` open and closedpositions of the track switch. An electromagnetic unit is diagrammatically indicated at v|54,vcomr. rising two spaced U-shaped electromagnets |55, |56 and an armature |51, which is-adapted'to be attracted toward one or the other of said electromagnets. An operating rod |59 extends from the armature |51 and is suitably guided for guiding the motion of the, armature. This operating rod may have a rack and pinion, link or any other' suitable type of arrangement illustrated .the fro'g has an arm .|6I extending therefrom having a slot |62 therein vin which engages a pin |63 projecting from theoperating rod |59.

The motion of the frog |5| is arranged to throw an electrical control switch generally indicated at' i |65. Said control switch comprises Aa pivotally swinging contact arm |66 which is adapted to engage alternately with two stop contacts |61 and |66. The contact arm |66 isf-arranged to have a snap motion so that it is always in engagement contact arm |66. When the switch frog is in the l position illustrated, or'in proximity to this posi-2 tion, the contact arm |66 is in engagement with the contact |68,a nd when the switch frog is ,in the other position, or in proximity to Athat position, the contact arm |66 is in engagement with the other contact |81. Any suitableoperating linkage may be arranged to throw the contact arm |66 correspondingly with the movement of the switch frog: in the illustrated arrangement I have shown the biasing spring I1 1as being connected to the switch frog to be carriedi'rom one side to the other of the pivotal center of thecontact arm |66.

A wire |14 electrically connects the contact arm. |66 with an insulated section r |1 which is interposedin a portion of either one of the outer 'rails `1|| or r|2 at a point in' the track length leading point where, with a train approaching the switch from right to left, the wheels of the train will roll upon the insulated.; track section r|1 before arriving at the switch; 'Y This insulated section is insulated fromjtl'iefj rail r|| and from the base plate, and maybe'iir'iterposed in either the outer rail r|| or'the inner'rail r|2. If desired, a resistance |16 maybe interposed in the connection leading from the insulated rail section r|1 to the contact arm |66 lWires |11 and |18 extend from the stop contacts |61 and |68, respectively, to the windingsv |55 and |56' on, the electromagnet cores |55 and |56. The other ends of both windings are multipled Ito a wire |8| which connects with the other track polarity, i. e., the third rail polarity, suchbeing effected by extending said Wire to any oneof the third rail sections r|3 or r|6 of the track switch unit, or extending said wire to anyother control point where thirdv rail polarity may be vimpressed on said wire.

The above described track switch construction has been devised primarily to prevent the derailing accidents which so vfrequently happen in these toy electric ltrains in the case of a train approaching the entering end of a switch, i. e., in the arrangement illustrated this would be a train traveling on the straight line section from right to left. These detailing accidents arise when a portion of the train has passed over the switch and taken its intended direction of travel either along the main line or oi on the side line, and the vibration'o-f thefpassing cars, particularly in a rapidly moving train, has caused the switch to shift slightly, with the result that the trailing cars near the end of the train strike the switch point and are derailed or are. deflected on to the opposite section ofv-the track, with consequent derailing of part or all of the train and also the possibility of broken couplings.4 These accidentsv come about principally because of the relatively sinall operating. energy available for throwing the switch in the ordinary remote-control, electrically-operated type of switch. The general practice is to energize a particular electromagnet or solenoid to throw the switch toits' desired position and then to interrupt the enersnap projections for holding the switch in the position into which it has been thrown:l Obvi- 'ously, these spring detents cannot be very strong,

otherwise the 'other solenoid or electromagnet would be incapable of releasing it .from said detent for throwing the switch in the other direction. Consequently, the vibration of a rapidly traveling train passing over the switch is -very likely to vibrate the switch loose from these detents, with the resulting derailmentof a portion of the train. Such is avoided in the present con-- struction by the above described mechanism which provides a train-controlled circuit operating to magnetically hold the track switch inI either of its previously thrown positions. 'I'his is brought about by reason of the fact that as soon asa train approaches the entering end of the switch, its wheels and axles establish a bridging shunt from'one of the outside groundedrails r|| 15 toward the open end of the switch, i. e., at a arm |66, contact Y|6||iand wire |18 to the electromagnet `coil |56'. The other end of said electromagnet coil has third rail polarity constantly impressed thereon through wire |8|. Consequently, when this coil receives ground polarity from insulated track section r|1 it is energized and thereby caused to attract the armature |51 for forcibly holding thetrack switch in this position, against the vibration of a passing train. After the wheels of the last truck have traveled oif the insulated track section r|1 and beyond the switch the circuit through the coil |56 is automatically opened. When the switch has previously been thrown to its other position for directing the train onto the side track, the contact 'arm |66 has also been thrown concurrently therewith, placing said contact arm in engagement with stop contact |61. Hence, when the front wheels of the rst truck of the train approaching the entrance end of the switch pass on to the insulated rail section r|1 a circuit is established through contact arm |66, contact |61 and wire |11 with the other electromagnet |55', which is thereby energized for attracting the armature |51 so as to forcibly hold the'switch in this latter switching position, against the vibration of the, passing train. 'I'he insulated rail section r|1 extends in one direction to within fairly close proximity to the switch point of the frog |5| so that the circuit will be maintained through said insulated rail section up until the wheels of the last truck have passed beyond the switch point of the frogeither in traveling along the straight line track section or in traveling on to the side track. This insulated rail section r|1 is extended in the opposite direction for a sumcicnt length so that at all times in the travel of a train over this track section some one of the pairs of wheels will be rolling on said insulated section r|1 for maintaining the above described control circuit. It will be observed that this relation of an insulated rail section r|1 in only one of the outer grounded rails does not interrupt the circuit of an electric motor in the locomotive because ground polaritycan always be supplied to the locomotive through the opposite outer ground rail.

Practically no derailing dimculties are encountered in the case of trains approaching the other or rear end of the switch, either along the main line section or the side track section, because the ilanges on the car wheels function to cam the switch frog into the desired position for continned travel of the train.

If desired, the above described control apparatus including the electromagnets |55, I 56 and armature |51, may be utilized as an independent control element, separate and apart from the electromagnetic actuating devices which are commonly employed in these remote-control, electrically-operated switches for toy trains. Howeverl my improved apparatus is capable of performing the dual function of throwing the switch into one position or the other in response to the actuation of a remote control, andof automatically holding the switch in either of its thrown positions in response to the control circuit established by the passing train. As illustrating the apparatus in this dual function, I have diagrammatically illustrated extension control wires |83 and |84 extending from the wires |11 and |18, respectively, which extension Wires connect with appropriate contact fingers f cooperating with the ground polarity sleeve 6| on the controller unit C. It will be evident that when the corresponding perforations 5| in the insulating sheet 5| move under these respective contact.

springs the electromagnet'coils |55 and |56' will be appropriately energized for throwing the switch in one direction or the other in the cyclical operation of the systemand that after the energization of either one of these electromagnet coils has been discontinued by the movement of the perforation beyond the contact nger j associated with that particular coil, the coil can still be later energized by a train approaching the entering end of that switch, for the purpose of magnetically holding said switch in the position into whichr is has been thrown.v The resistance |16 may, if desired, be included in the wire |14 so that the potential which can be transmitted to either one of the coils |55', 56 from the insulated track section r|1 will always be less than the potential which can be transmitted to the coils from the control unit C. This would enable the automatic control unit C to throw -the switch into an opposite position, even when a train has come to rest on the switch approaching part of the straight line track, with the wheels of the front locomotive or car resting on the insulated rail section 1|1. By virtue of the resistance |16, a higher potential can be transmittedto the other coil for throwing the switch into the opposite position, notwithstanding the fact that the opposing coil is already energized at this time. In this regard, the various arrangements which I have previously described for transmitting different voltages from the control unit C might also be employed for transmitting higher voltages to the coils |55', |59 of the track switch than would be transmitted from the rail section 1'|1, even without the resistance. All of the track switches SI, S2, S3, etc. illustrated in the diagrammatic layout of Figure 1 are preferably of the construction which I have just described.

My invention also includes improvements in toy electric locomotives characterized by an improved electric motor and characterized by improved control apparatus, whereby the locomotive may be caused to reverse its direction of travel or to travel at different speeds, in response to control functions exercised by the controlling unit C.

Referring to Figure 13, I have illustrated one embodiment of my improved locomotive provided v with areversible, variable-speed, alternating current motor of the shaded-pole induction type. This motor, which is designated |86 in its entirety, has any conventional driving connection with the locomotive wheels, 4such as through a pinion |91 on the rotor shaft which-drives through a gear train |88, |89, |90 to the wheels |9|. The motor comprises a laminated field structure |92 and a squirrel cage rotor |93. The rotor revolves in a circular gap or rotor space |94, and the field structure either completely, or almost completely circumscribes this rotor space, having portions |92a and |92b of the laminated field structure extending across from side to side above and below the rotor space. If desired, very small gaps may be provided in these extension portions |92a and |9217. In the reversible type of motor, the portions of the stator structure adjacent to the rotor space |94 are slotted to accommodate four shading coils |95, |96 and |91, |98. The two shading coils |95 and |96 are cross connected as a pair by the wire or conductor diagrammatically indicated at 20|, and the two coils |91 and |98 are likewise cross connected as a pair by a conductor diagrammatically indicated at 202. Rotation of the rotor in one direction is obtained by connecting `thc-outer ends of shading coils |95 and |96 connection and connecting the outer ends of the other two shading coils |91 and |98 in series. The

field winding is indicated at 204, and for a variable speed motor this winding comprises two sections 2Ma and 2Mb. For high speed operation only the one section 2||4a is energized, and for low speed operation both'sections 20411 and 20417 are energized.

This type of motor is much more efficient and has much more torque than the conventional commutator type of alternating current motor now used in toy electric locomotives. All commutator trouble is avoided in this improved type of motor, particularly the heavy arcing and sparking which is very destructively present at the lcommutator brushes of the older type motors when such motors are suddenly reversed under full load. vMoreover, this new type of shaded pole induction motor has an almost constant -selected speed through a wide range of load, which is a particularly desirable feature in the present automatically controlled despatching system wherein a substantially constant train speed enables closer and more reliable synchronization to be obtained in automatic cycle operation. With the older commutator types of motors there was always the pronounced objections of trains virtually running away on the'straightaway sections of the track and stalling on the this new type of induction motor is the fact thatA the rotor speed is not appreciably aiected, or is affected very little, by moderate voltage changes. Hence, these voltage changes can be utilized to effectthe reversing and variable speed controls in the locomotive without affecting its performance.

Referring now to theseimproved controls as I have illustrated them in Figure 13, the reversing control'is preferably effected by aswinging contact arm 2I2, which is pivotally mounted at 2|3 on a bracket 2H stationarily secured either on the field structure of the motor or on some supporting member adjacent thereto. In the illustrated arrangement, the arm 2|2 is arranged to be responsive to leakage flux emanating from the field structure |92, and hence this arm is disposed in proximity to said field structure where it will be within the influence of said leakage flux, preferably extending down adjacent to one of the side limbs of the field structure. The swinging end of said arm bears contacts 2|5 on OPDOSite sides thereof, and in the normal position of the arm it is swung in a direction away from the eld structure, so as to bring the outer of its contacts 2 I 5 into engagement with an outerv stationary contact 2||.A When the leakage flux increases to a predetermined value, as a result of a higher voltage applied to the field winding 29|, the arm 2|2 is attracted toward the field structure, thereby bringing the inner of its contacts 2|5 against an inner stationary contact 2|1. I 'Ihe arm may normally be held in its outward position against the outer stationary contact 2|6 by a light spring, although I find that a more easily adjusted construction is to make the arm in the form of a bell crank lever and provide a weight 2|9` on the other lever arm, whichl weight is slidably adjustable along said um, or which can be otherwise adjusted byv the 'addition or removal of washers or like weighting elements. In such construction, the lower portion of the bell crank, which is intended to be responsive to leakage flux, is of a magnetic metal, whereas the upper portion of the bell crank, designated 2| 2`a, is of non-magnetic metal so as not to be responsive to flux. A wire 22| connects outer contact 2|6 With the outer end of shading coil |96, and a wire 222 connects inner contact 2|1 with the outer end of'shading coil |98. vThe outer ends of the other two shading coils |95 and |91 are -both grounded, as by a connection 223 grounded to the eld structure |92. The swinging contact arm 2|2 is likewise grounded, as through the pivot 2|3 and bracket 2|4 which is secured to the field structure.

In describing the operation of this reversing control apparatus, it will be assumed that the locomotive motor is of a size and design intended normally to operate on approximately 25 volts, this figure being selected solely as an arbitrary voltage for purposes of illustration. The adjustment of the weight 2|9 on the pivoted contact arm 2 I2 is such that as long as 25 volts are supplied to the motor said contact arm will remain in its outer position against contact 2|6, in which position the two shading coils |95 and |96 are connected together in series through ground afforded by the field structure |92. At this time it is only these two coils |95 and |96 which are operative to shade or influence the flux, and this results in a direction of rotation of the rotor which drives the locomotive forwardly. When it is desired to reverse the locomotive, the effective voltage is increased to approximately 30 volts, such being accomplished by one of the voltage changing arrangements previously described at the control unit C. The increased amount of leakage flux emanating from the eld structure at this higher voltage causes the contact arm 2|2 to be attracted toward the field structure, thereby breaking circuit at the contact 2|6 and making circuit at the contact 2|1. This open circuits the two shading coils |95, |96, and close circuits the other two shading coils |91, |98 through the ground afforded by the field structure. This reversed shaded relation causes the rotor to revolve in the opposite direction, for reversing the direction of travel of the locomotive.

To avoid the effects of inertia, it is preferable to dispose the contact 2|6 (which contact establishes forward direction of travel) at the side of the Contact arm 2 |2 which is rearward with respect to the forward direction of travel of the locomotive. Hence, in the operation of starting the locomotive forward after each stop, any inertia in the arm 2| 2 will cause it to press all the harder,against contact 2|6, -instead of possibly vibrating away from said contact such as otherwise might happen if this forward direction contact were at the front or opposite side of the arm 2 2. The disposal of the rearward direction contact 2| 1 at the front side of the swinging contact arm 2|2 also has a correlative advantage when the train is startingin a reverse direction, in that the inertia set up in said arm, in starting in said reverse direction, aids in holding the contact arm 2|2 against said front contact 2|1. l In this regard, the substantially horizontal disposal of the arm portion 2|2a on which the Aweight 2|9 is mounted practically eliminates any effect of the starting inertia on this weighted end of the congoverns the speed ot the locomotive, such com prises a relay 225 mounted in the locomotive and including a coil 225 and an armature 221. One, end of the relay coil 223 is grounded tothe locomotive to receive ground polarity from the outside rails rI, r2 through the wheels, and the other end of said coil is connected to the contact rollers |33, |33 to receive the third rali polarity. Hence, it will be seen that said coil is shunted across the track potential at all times so as to be responsive f to changes in track voltage. Third rail polarity is transmitted through wire 23| to one end of the ileld coil 2M, and ground rail polarity is selectively transmitted through wires 232 and 233 either to the intermediatetap 235 or to the opposite end of the ileld coil. It will be understood that this relation might be reversed so that third rail polarity is transmitted through the wires 232 and 233. The armature 221 is continuously connected to ground polarity, and is urged outwardly away from the magnet coil 223 by an adjustable spring 235. 'I'he wire 232 terminates in a stationary contact 231 disposed at the front side of said armature, and the wire 233 terminates in a stationary contact 233 disposed-at the back side of said amature.

Assuming that 25 volts is the normal operating voltage for the locomotive, the spring 233 is ad- Justed whereby the magnetic pull produced by that voltage holds the armature 221 against the front contact 231. This results in only one section 2354 of the ileld coil being energized, which results in a relatively high speed rotation of the rotor. 'Ihe relay is so adjusted that when the track voltage is lowered to 20 volts, as by the functioning o! one of the previously described voltage changing arrangements at the control unit C, the armature 221 will drop back against its back contact 233, whereupon both sections of the field coil are energized. This results in a slower speed of rotation of therotor, such seemingly following from the higher impedance of the two sections oi' the coil.

summarizing these control functions obtainable by voltage change, it will be seen that at 25 i volts track voltage the locomotive will travel forwardly at what may be regarded as its normal or high speed. At 30 volts the locomotive will change its direction of travel. At 20 volts it will travel inwardly at a slower speed. These same control functions can be obtained in the lower voltage locomotives, where the three voltages would be substantially in the order of 12, 15 and 18 volts. It will be understood that the relation oi' the diiferent voltages to the diiferent controls may be varied from the relation above described. Also, ii desired, the contact arm 2I2 which controis the reversing function might be made responsive to a relay coil, like the coil 223, shunted across the track voltage; or the amature 221 controlling the locomotive speed might be arranged to respond to ux leakage from the ileld structure |52, like the contact arm 2I2.

In the present stage of development oi these shaded-pole induction motors, more' power is available from such motors ot the non-reversible type than is obtainable from such motors ot the reversible type. The non-reversible type has only two portions of its stator structure shaded, comparable to the shading produced by only the two coils I35|35 or ISL-|33, see Figure 15. In Figures 14 and l5, I have illustrated how this greater power may be obtained, while still retaining the feature oi being able to reverse the locomotive. VIn Figure 1i two of there motors IIIA are disposed back to back in the locomotive,

4with their rotor pinions |31 connecting through separate gear trains Ill-|53 tothe wheels ISI at opposite sides of the locomotive. The energizatlon of one' `motor drives the locomotive in one direction, and the energization oi' the other motor drives the'locomotive in the opposite direction. The motors are selectively energized by\a voltage controlled relay 233 which has its winding connected in shunt across the third and ground rails. One track voltage operates through said relay to energize one motor, and another track voltage operates through said relay to energize the other motor, such being accomplished through the functioning of the relay contacts in a manner which willbe clearly understood from the diagrammatic illustration and from the preceding description. As an alternative arrangement, instead oi.' having the two rotors drive through separate gear trains, a direct cross-connecting mechanical coupling can be established between the two rotors so that they ,both drive down through one gear train irrespective of `which motor is operating. When one of these motors is deenergized the retarding force opposing rotation oi the rotor in either direction is so small as toV be almost negligible.

Figure 15 illustrates another alternative arrangement wherein the two motors IBSA are arranged to drive the wheels oi separate trucks of the locomotive. 'Ihe shading coils on these two motors are in reversed relation so that when one motor is energized the locomotive will travel in one direction, and when the other motor is energized the locomotivevwill travel in the opposite direction. A similar voltagecontrolled relay selectively energiaes the motors in response to changes in track voltage.

In Figure 16, I have illustrated another embodiment wherein a single motor is selectively coupled to the locomotive wheels in a reversible driving relation or in a speed changing relation, through the actuation of a magnetically responsive clutch. In this construction the projecting end of the rotor shaft |334 has an oppositely tapered doubleclutch clement 25| splined on said shalt for shifting movement thereon. Rotatably mounted on said shaft on opposite sides of this driving clutch element are two driven clutch elements 252 and 253, which have female conical surfaces to be engaged by the male conical surfaces of the drivlng clutch element. 'Ihese driven clutch elements are connected with spur pinions 254 and 255, respectively. Supporting this portion of the rotor shaft 'are two thrust collar bearings 253 disposed on the outer sides of the pinions 254, 255. A light compression spring 253 coiled about the shaft |33a normallyforces the driving clutch element 25| over into engagement with the outer driven clutch element 252. 'Ihe pinion 253 has driving connection with the locomotive wheels through a gear train, the parts of which are indicated collectively at 23|, and the other pinion 255 has driving connection with the locomotive wheels through a separate gear train, the parts of which are indicated collectively at 232.

The body of the driving clutch element 25|, or the major portion thereof, is composed of magynetic materiaLand this clutch element is disposed sumciently close to the ileld structure |32 ot the motor as to be responsive to the leakage flux therefrom. The driven clutch elements 252, 253, the pinions 255, 255, and such other gears and parts as may be within this zone of leakage iiux, are composed ot non-magnetic metals so that the entire leakage flux at this side of the motor is effective on the magnetic driven clutch element 25|. The pressure of the spring 258 is proportioned so that at a normal or relatively low voltage this clutch element will be held in driving engagement with the driven clutch element 252, and at a highervoltage the greater concentration of leakage flux will magnetically attract the clutch element 25| over into engagement with the inner driven clutch element 253. As previously remarked, the entire body of' the magnetic clutch element 25| may be composed of magnetic material, or only a portion thereof; or, if desired, this element might be composed of a molding plastic material and magnetic iron dust, which composition will give high magnetic attraction, a good wearing surface for the clutch engaging surfaces, and still avoid any excess heating which might otherwise result from eddy currents.

The differentiation between the gear trains 26| and 262 may be for the purpose of reversing or for obtaining different speeds. That is to say, the

number of gears in one train may be different from that in the other for driving the locomotive in one direction through one train and driving it in the other direction through the other train; or, the number of gears in the two-trains may be the same but with different gear ratios in the two trains so as to drive the locomotive at one'speed through one train and at a different speed through the other train. As an alternative construction, a separate solenoid or electromagnet, responsive either directly to voltagechange or controlled by a voltageresponsive relay, may be arranged for mechanically shifting the driving clutch element into and out of engagement with the respective driven clutch elements. Y

In Figure 17 I have illustrated another modified embodiment wherein the above mentioned solenoid type of operation is obtained by employlng the rotor of the electric motor as the shiftable solenoid core. The construction of the electric motor may be of the same general type as illustrated in Figures 13 or 15, with the exception that the rotor |93 is arranged for endwise shifting movement in the rotor space |94 of the stator. I have found that when the rotor is slightly displacedendwise from its rotor space the lines of flux exert a force on the rotor tending topull it back to a symmetrically disposed position in the rotor gap. This force, tending to restore the rotor endwise to a symmetrically disposed position, is an accurate measure of the voltage impressed on the motor and hence this force can be used to effect the shifting of clutch mecha.- nism, in response to a change of voltage transmitted through the track.

In the illustrated arrangement, the rotor |93 is fixed toits shaft |9341 and the shaft is arranged -for endwise sliding-movement in suitable bearing supports, which bearing' supports are illustrated more or less diagrammatically by the side plate 266 and by the side portions 261 of the housing 266 enclosing the clutch mechanism. A suitable force is normally exerted on the rotor tending to shift the latter to a slight distance kout of the rotor space, as illustrated in the drawings. If the axis -of the rotor is disposed substantially vertically the weight of the rotor itself may representthis force, or, if the axis of the rotor is horizontal, a bell crank lever 21| may be pivotally mounted on the side plate 266, with onearm of said lever pressing against the end of the-rotor shaft |93a and with the other arm of said lever having a weight 212 adjustably mounted thereon. The

driving clutch element 25|a has its hub flxedly pinned tothe rotor shaft |93a so as to rotate and shift with said shaft. The two driven clutch elements 252a and 253a are rotatably mounted on said shaft, with their respective spur pinions 254 and 255 secured to said driven clutch elements to rotate therewith. The clutch construction may be arranged to have conical clutch surfaces, as illustrated in Figure 16, or Vthe driving clutch element 25 la may have rings 25 |b of friction material secured to opposite sides thereof for engaging with the driven clutch elements. The gear trains 26| and 262, extending respectively from the spur pinions 254 and 255, may be arranged for reversing the locomotive or for obtaining different speeds, as pointed out in connection with the embodiment of Figure 16.

It is also within the scope of my'invention to combine either of the electrical controls of Figure 13 with the constructions illustrated in Figures 14, 15, 16 and 17. For example', assuming the relation of the two motors IBSA of Figures 14 and 15 to be for the purpose of securing a reversible drive, the feature of selective speeds may also be combined therewith by providing the forward driving motor with a two-section stator winding 2Mo-2Mb and providing a voltage-controlled, speed-selecting relay 225 with its contacts 231 and 236 connected I to the two sections of the stator winding of that motor, so that one voltage will result in backwardoperation, another voltage will result in forward operation at one speed, and still another Avoltage will result in forward operation at a the feature of selective speeds may also be combined therewith by having the stator winding of the single motor in two sections, land providing a voltage-controlled relay 225 for controlling the energization of the winding sections selectively, which relay will respond to a third voltage separate from those two voltages which determine whether the shfftableclutch element is in one position or the other. Conversely, if the differentiation between the gear trains 26| and 262 is for the purpose of speed selection, then a reversible drive may be otbained by providing the motor with four shading coils. ||$6 and employing a swinging contact arm 2|2 responsive to the leakage flux produced by a third voltage, for controlling through the contacts 2|5, 2|6, 2|1 which pair of shading coils shall be energized, substantially as shown in Figure 13.

In Figures 18 and 19 I have illustrated another modified construction of toy locomotive wherein the shifting movement-of the rotor within the locomotivel motor. performsswitching operations governing certain circuitsof the motor. The rotor shaft |93a has its end extending outwardly beyond both side plates 266, and the switch parts are preferably disposed concentrically of I this rotor shaft on the outer side of one of said plates. Said switch parts include a series of rings or washers, comprising an inner insulating `washer 213, a conducting washer 214, an insulat- These washers are tion |99d, a reduced portion |93e and an enlarged end portion |991. Thrusting means in the form of a spring 219 normally tends to hold the rotor shifted to the left, in the position illustrated. In a motor designed for operating at a normal voltage in the neighborhood of 25 or 30 volts, the rotor would be in the position illustrated when the motor was receiving its normal or relatively low voltage, say, 25 volts. At this time, the contacting collar portion |93d is in engagement with the conducting washer 214 and is establishing a ground connection from said `washer 214 to the frame of the motor through the rotor shaft bearings. The spring thrusting means 219 is so adjusted that when the voltage is increased a predetermined amount, say, to 30 volts, the increased flux density acting on the rotor and tending to reduce the reluctance of the rotor gap, will cause the rotor to be shifted over to its dotted line position for placing the contacting collar portion |93d in engagement with the other conducting washer 219. This will interrupt the ground connection which previousiy existed between the washer 214 and the motor frame and will establish a different ground connection from the washer 216 to the motor frame. If desired, the thrusting means 219 might consist of a weighted arm, as shown in Figure 17, or might consist of a biasing spring arrangement, similar to an over-center snap spring, but arranged so that the travel does' not quite pass over center, whereby return motion is assured.

Referring to the circuit connections illustrated, the conducting washer 214 'is electrically connected with the two shading coils |95 and |99 so that when the washer 214 is grounded a circuit will be completed through these two shading coils for causing the motor to operate in the forward direction. Likewise, the other conducting washer 219 is electrically connected with the other two shading coils |91 and |99 so that when this washer is grounded a circuit will be completed through the latter shading coils for causing the motor to operate in the reverse direction. While it is preferable to employ this switching arrangement for effecting the reverse of the motor, it will be understood that, if desired, the conducting washers 214 and 219 may be electrically connected with the stator wind- -ing to eiIeet speed changes. In each of the preceding constructions wherein reversing of the locomotive is brought about by the use of the two pairs of shading coils |99, |99 and |91, |99, the shading coils for causing reverse direction of travel may be so arranged that the reverse speed is only a fraction of the forward speed.

In Figure 20 I have illustrated a modified construction ot toy locomotive characterizedl by a differential action between the drive transmitted to the wheels at one side of the locomotive and the drive transmitted to the wheels at the other side. In the conventional construction oi' toy electric locomotive, the wheels at both sides always rotate at the same speed, and the tendency of these locomotives to jump the track when rounding a curve is due, in a large measure, to the dragging action of the wheelsl on the outside of the curve and the accelerating action of the wheels on the inside of the curve. I propose providlng a differential action in a simple, inexpensive manner by employing a single motor strncture |96 provided with two rotors |93b and |99c, both revolving in the same rotor gap and both driven by the flux from the same stator winding.

These two rotors are each independently rotatable on the rotor shaft |93a, or one oi' said rotors `is independently rotatable thereon. The rotor pinion |91 of each rotor drives down through an individual gear train |99, |99, |99 to the side wheel |9| at that side of the locomotive. These drive wheels |9| are capable of independent rotation, as, for instance, by having them rotatably mounted on a dead ax1e,|9|a, and the lower gears of the gear trains are attached directly to said wheels, the illustration showing said gears connected to the wheels by sleeves. It will be evident that in this construction the two rotors deliver the same torque to the wheels at each side of the locomotive, but when the locomotive is rounding a curve the rotor and wheels at the outside of the curve are capable of rotating at a higher speed than the rotor and wheels at the inside of the curve. This two-rotor construction can be embodied in an induction type of motor such as I have previously described, or in the conventional commutator type of motor; in the commutator type of motor the two commutators, one individual to each armature or rotor, being preferably at the outer ends of their respective rotors. While the above described construction having two rotors in a single stator structure is preferable, I also contemplate an improved toy electric locomotive wherein the difierential action is obtained by using two separate motors each independently geared to the wheels at each side of the locomotive, substantially as represented by the two motors |99A in Figure 14. In such embodiment, the driving wheels |9| at opposite sides would be capable of independent rotation and the two motors |96A would be wound or otherwise arranged for both driving the locomotive in the same direction.

Induction motors such as I have described in connection with Figures 13 to 20, inclusive, are better adapted to toy locomotive work owing to their greater dependability, to their more uniform current consumption under varying loads, even down to the stalling point, and to their more uniform torque from starting to running speed. In each of these respects, .this induction type of motor is superior to the conventional commutator type of motor now used in toy locomotives. 'Ihe characteristic of this induction type of motor to have comparatively small change of speed with voltage changes, which is radically diiferent from the characteristic perfomance oi' a conventional toy locomotive commutator motor, makes it entirely'practicable to employ changes of voltage to bring about the different locomotive control functions. I have illustrated the squirrel cage rotors of these induction motors more or less diagrammatically, but it will be understood that the cross-wise copper conducting bars may extend parallel to the rotor axis or may be slightly inclined relative to the axis. While I prefer to employ the above type oi' induction motor in my improved toy locomotive for the reasons above set forth, my invention also contemplates the use of a self-starting synchronous motor in the locomotive, which motor will maintain a substantially constant selected speed independently of voltage change, or to employ an induction motor which will maintain a substantially constant speed throughvmoderate voltage changes. etc., or to employ a combination of the two for obtaining a high starting torque and in addition a constant speed characteristic.

In Figure 20 I have diagrammaticaliy illustrated an improved arrangement for maintaining the locomotive headlight burning while the locomotive is standing on a dead section of the track. This is accomplishedv by providing a headlight circuit extending back through the series of cars, which circuit receives current from a live section of the track through a contact roller carried on one of the end cars. The'locomotive headlight 28| comprises a bulb 282 which is mounted in a socket having one side grounded to the locomotive frame so as to receive ground polarity from the outer ground rails; A wire 283 is connected togsaid socket or bulb to conduct third rail polarity thereto, and this wire extends rearwardly through the train of cars. In the end car, or in one of the cars near the end of the train, this wire is electrically connected to an insulated contact arm 284 mounted on the car and carrying a contact roller 285 which rides on the third rails of the track sections. The wire 288 may extend in one piece from the headlight back to the contact arm 284, although in the preferred embodiment this wire is divided into sections 288a, one section individual to each car 288. Each section is suitably attached in the car and has its ends extending into the end vestibules or over the end platforms of the car so as to have the wire section simulate the appearance of a signallng cord running through the car. 'I'he ends of adjacent sections 283e have tip connections 281 and288 which can be readily coupled together. In the illustrated arrangement, the connecting tip 281 has a projecting pin end, and the connecting tip 288 has a socket for receiving this p ln end. In the case of cars 288 provided with contact arms and rollers 284 and 285 as standard equipment for lighting lamps within the cars, the wire section 283a of the end car may be connected to the third rail terminal of the light socket in that car,.but the sections 283a in the front cars of the train preferably have no connection with the light sockets of these forward cars, in order to prevent third rail polarity from being transmitted through` the wire 283 to the third rail of the dead track section. It will be seen from the foregoing that when the locomotive Apulls up onto a dead section and stops, the end car of the train will in almost all cases still rest on a live section of the track and hence will transmit third rail polarity to the locomotive headlight. The fact that the locomotive headlight remains illuminated, even with the locomotive stopped, adds greatly to the attractive appearance of the system.

Figure 1 illustrates one typical method of wiring all of the control parts of the system with the contact ngers f of the controller unit C. In this illustrated arrangement, all of the wires are supported on poles 29|, which may represent telegraph poles, or high tension poles or towers. Wires are extended from the various track sections TI, T2, etc., the track switches SI, S2, etc., the control track sections CSI, CS2, the s'emaphore signals 24, the crossing gate 25, the blinker signal lights 28, etc., all of which wires connect with individual contact ilngers f cooperating with the control drum 82. When the system is to operate with the conventional type of remote-control, reversible locomotivewherein the reversing function is performed by a relay within the locomotive responsive to current impulses, the track laycontrol contacts will be connected `through wires |81 with contact lingers f associated with the third rail sleeve 84 of the controller unit. This use of the vtwo control track sections CSI` and CS2 is exemplified in that portion of the track approaching the crossover 292 from the upper portion of the layout of Figure 1. In systems employing any of my improved types of reversible locomotives illustrated in Figures 13, 14, 15, 16, 17, 18 and 19, the control sections CSI may, if desired, be dispensed with, since in the use of these locomotives the reversal is eiected by voltage vchange rather than by sequence of current lmpulses. When using these improved types of locomotives it is only necessary to employ the control track sections CSZ having the insulated third rail sections r3" for.; stopping and starting the locomotives, three of these control sections CS2 being illustrated at the other three sides of the crossover 282. The wires 294 extending from the isolated third rails f8" of these dead sections CS2 may, if desired, be so connected with the controller unit C as to transmit two or three different voltages to the isolated third'rails of their respective dead sections. The ability to transmit selective voltages to said dead sections CS2 enables speed changes to be obtained for slowing the locomotive down to a gradual stop and for accelerating the locomotive by selective speeds up to a running speed, thereby more closely simulatingactual practice, and also enables the locomotive tov be reversed on these control sections. For obtaining these voltage changes which, for my improved types of variable speed, reversible locomotive, are approximately in the ratio of 20, 25 and 30 volts or 12, 15 and 18 volts 4as previously described, the wires 294 may each be connected in multiple to a contact nger f associated with the sleeve 84, to a contact linger f associated with the sleeve 83 and to a contact finger f associated with the sleeve 62. As dinerent perforations 5|' in the paper tape pass under these contact lingers, higher or lower voltages are transmitted out over that particular wire 294 to its respective control section CS2. As an alternative arrangement, the varying voltages may be obtained by connecting each of these wires 294 withA an individual set of resistance .connected contacts ;f|2-f|4, as-illustrated in Figure 7, or witha contact nger cooperating with a sleeve which receives its voltage through such arrangement of resisted'connected contact fingers f|2-,f|4. In most instances the third rails of -track sections at opposite ends of a control section will be connected by jumper wires`298 so that all ofthe third rails of the system, with the exception of those in the control sections, will be connected together,

i but it is entirely within the practical adaptability of my invention to have the-third rails of each and every track section in the entire system insulated from every other third rail, with each of these individual third rails provided with separate control wires leading to contact ngersf at the controller device C. Moreover, according to my invention, it is entirely practicable to insulate one complete loop, side track, main track, or any other portion, from the remainder of the layout so that in operating two or more trains one train on one portion of the layout may be operated at one speed or in one direction and another train on another portion of the layout may be operated at a different speed or in the other direction, the two insulated portions of the layout being capable of receiving different voltages selectively from the controller unit C.

If the track switches SI, S2, etc. are energized by connecting third rail polarity to the outer ends of the electromagnet coils |85' and |58', then the ool

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