Патент USA US2406220код для вставки
Aug. 2()9 l1946.> 2,406,220 C. M. HINES CONTROL APPARATUS Filed Feb. 9, 1944 2> Sheets-Sheet l cows-'rma \ aan", un. I J 1 e’s sa» à L26 27 ¿mgm /I/e _ INVESTOR Claude M Hnes. BY _ AT1-clamavy `. _ Aug. `20, 1946. ' c. M. HvlNrì-:s 2,406,220 CONTROL APPARATUS @im A TTORNE Y 2,4%,22502 Patented Aug. 20, 1946 UNITED STATES PATENT ÜFFICE 2,406,220 CONTROL APPARATUS Claude M. Hines, Pittsburgh, Pa., assigner to The Westinghouse Air Brake Company, Wilmer ding, Pa., a corporation of Pennsylvania Application February 9, 1944, Serial No. 521,639 15 Claims. (Cl. 172-179) This invention relates to electrical control ap paratus, and more particularly to an electro-re sponsive control equipment operable to effect re mote control of a plurality of operating units, such as the propulsion and braking controllers on a train of motor driven vehicle, or the maneuver ing gear on a vessel having a number of engines. It has ybeen proposed to provide controlling means for a train oi rail vehicles having indi vidual power units and brake equipment, which control means can be actuated from the leading vehicle to operate the propulsion and braking controllers on all vehicles simultaneously. 1t is an object of my present invention to provide an electrical remote control apparatus adapted for 2 ratus shown in Fig. 1 can be conditioned either for operation to control all units in the train, or for operation as the local control equipment for one ci the trailing vehicles in a train controlled from the head end. It will be assumed that the usual braking and propulsion apparatus is pro vided on the vehicle equipped with the apparatus shown in Fig. 1, and that the vehicle carries a single braking and propulsion controller arranged to be rotatively operated irom a coasting position in one direction for governing propulsion of the vehicle, and in the opposite direction for govern ing application of the brakes. Such an apparatus is shown in my aforementioned Patent No. 2,366,029. it will further be understood that each vehicle in a train is equipped with the same elec trical control apparatus, the apparatus on the several vehicles in a train being connected through the medium of suitable train wires, as in association with a propulsion and braking sys tem for individual vehicles or cars of the class shown in my prior patent No. 2,366,029 so as to control the propulsion means and braking means on each of a plurality of cars in synchronism. 20 dicated in Fig. l and hereinafter explained. As shown in Fig. 1, the the multiple unit remote Another object of the invention is to provide an control apparatus for each vehicle comprises a electrical control system including one or more manual controller, indicated generally by the rei electro-responsive actuating devices which are erence character lil, having a removable operat simultaneously responsive to manipulation of a single controller at a remote point, regardless of 25 ing handle El effective upon application to the shaft ci' the controller to close a switch bank ilu the direction in which the controller is moved. having four simultaneously operated switches t2, A further object of the invention is to provide lt, il? and a reverser Eil) having a pair oi di an electrical control apparatus comprising a plu rection responsive switches Sila and lûb coopera rality of electro-responsive actuating devices that may, with minor differences in construction and 30 tive with the controller It as hereinafter ex arrangement of parts, be utilized to operate the plained, and a remotely disposed electro-respon sive controller device, which may be termed the automatic controller itt, which is adapted to be actuated by means of a pair of stepping magnets 35 2l and 22, as hereinafter described. ally operated device. The manual controller lll is adapted to be 0p Other objects and advantages of the invention erated by the engineer in charge of the train and will appear in the following more detailed descrip comprises a rotary operating shaft suitably tion thereof, taken in connection with the accom mounted in a casing structure, not shown, and panying drawings, in which Fig. 1 is a schematic view of one form of elec 40 having a contact arm 2i, which is suitably insu lated from the shaft and extends outwardly into tric control apparatus embodying the invention cooperative relation with a series of arcuately ar and designed to be carried on a motor driven ' ranged stationary insulated contact elements l to vehicle; 8, inclusive. The operating shaft til and Contact Fig. 1A is a fragmental sectional view, showing 45 arm 27 are thus operable through a plurality of a detail of the controller shown in Fig. 1; positions by means of the removable operating Fig. 2 is an enlarged detail view of an electro maneuvering gear of a plurality of engines on a vessel, all of the actuating devices being simul taneously controlled v‘by means of a single manu responsive actuating device, or stepping relay device, which is illustrated schematically in Fig. 1; and . handle Si, the positions with which the handle is associated being indicated in r l as a coast ing position ti, propulsion positions t, “l and S to Fig, 3 is a schematic View of a control apparatus 50 the left oi the coasting~ position, and brake posi tions el, 3, 2 and non-operative position l to the embodying the invention in a different form suit right of the coasting position. It will be under stood that the number of contacts and positions chosen will be determined by the type of service Equipment shown in Figure 1 55 for which the equipment is intended. It should be understood that the direction re Referring to Fig. 1 of the drawings, the equip sponsive switch elements Illa and Ißb, and the ment there illustrated embodies the invention in bank of switch elements I2, i3, Mi and it, are, a form suitable for installation on a motor driven in actual practice, assembled as cooperating parts rail vehicle, which is adapted to form a unit in a train. The brake and propulsion control appa 60 of the manual controller lû, as indicated gen able for effecting remote control of the throttles of a number of engines on a vessel. 2,406,220 l 3 erally in Fig. l. In order to show the electrical connections to these elements they are shown in schematic form in Fig. l in positions removed upper collar II g for rotation therewith, as by a plurality of screws IIlc, the head and shank of which are slidably held in corresponding bores from the controller I t and the handle II. Any provided in the upper collar IIg, and the lower of a number of well known constructions may be Cl threaded end of which screws into correspond ‘utilized in associating these elements with the ingly threaded holes formed in the lower collar manual controller. For example, each of the I Ih. The two collars I Ig and I Ih, are thus locked switch elements Ita and Ilib may be a T-seg together for simultaneous rotation by the con ment secured on a rotary contact drum Ilc and troller handle I I. arranged to be shifted into engagement with one A coil spring Ily~ interposed between the ltwo of a pair of spaced contact elements in response collars IIg and IIh in surrounding relation to to initial movement of the operating handle II, the controller shaft 2t serves to urge the upper in accordance with the direction'in which the collar Ilg upwardly with respect to the lower handle is turned. The operating handle II is collar Ilh when the operating handle II is re preferably so constructed as to have frictional moved from the upper squared end of the con slip contact with the contact drum which has a trolled shaft 26. , small amount of rotary movement as determined rl‘he lower collar Hh has a frictional slip con by a stationary stop pin IIp cooperating with a tact with the upper annular surface of the ccn slot IIs in the contact drum. The handle II is tact drum Hc whereby rotation of contact drum thus effective to cause operation of the reversible 20 IIc is effected in response to rotation of the switch elements Ißa and IIlb in response to a operating handle II. The lower end of the con small increment of the initial movement of the tact drum IIc is supported as by a thrust bear operating handle and shaft 26 in a direction op ing (not shown) on a fixed support in the cas posite that of the previous operation. As viewed ing of the controller I 0. It will be apparent, in Fie. l, initial movement of the handle II in a therefore, that the force of the spring I I7' is eiîec» clockwise direction will set the respective switch tive to urge the upper collar IIg upwardly when elements Ica and Iüb in engagement with sta the controller handle II is removed from the tionary contact elements Si) and 3I. Movement controller shaft 26. of the operating handle II in the opposite or In order to hold the controller handle II in counterclockwise direction will in like manner ef its proper position on the shaft 2B to effect com fect Shifting of the switch elements Ita and Iüb pression of the spring IIy' and the consequent into contact with stationary contact elements 32 movement of the upper collar I Ig into close prox~ and 33, respectively. imity to the lower collar IIh, a spring clip Ilm The bank of switch elements I2, I3, I4 and I5 is interposed between the handle and a securing are likewise shown in schematic form in Fig. 1, nut Im screwed to the outer threaded end ci" it being understood, however, that these elements the controller shaft 26. are constructed and arranged to be maintained It will be understood that when the upper col in their closed positions, as shown in Fig. 1, so lar iig is compressed toward the lower collar long as the operating handle I I remains mounted IIh, as it is when the controller handle II is on the rotary shaft 2B of the manual controller. 40 properly installed on the controller shaft 2S, it It will be further understood that the switch elements just mentioned are automatically re stored to their circuit Opening positions when the operating handle II is removed from the shaft engages the free end of leaf spring IIf of the switch bank I Ia and bends it downwardly to ef fect closure of all of the separate switches or switch elements in the switch bank simultaneous 26, as would be the case when the vehicle carry 4-5 ly. Conversely, it will be apparent that when ing the equipment is coupled in a train behind the controller handle II is removed from the up a leading vehicle. per end of the controller shaft 2S, the downward By way of example, the switch bank Ila may force exerted by the upper collar IIg on the free comprise a suitable casing or support stationarily end of the leaf spring element I if if removed and fixed in a position adjacent the rotary shaft 2t consequently the inherent bias of the leaf spring of the controller II) and, contained in the cas IIf as well as the inherent bias of the upper ing, a plurality or switches of the telephone type contact finger of each of the switch elements is (only one of which is visible in Fig. 1A) disposed effective to cause separation of the contact iin in side-by-side relation and corresponding respec gers of each individual switch element of the tively to the switch elements I2, I3, I4 and I5 u ' switch bank. shown in Figure l. Extending across and ñxed The automatic propulsion and braking control to the upper contact finger of each of the switches ler 2li is illustrated diagrammatically in Fig. l in the switch bank IIa is an insulating contact as comprising a rotary shaft ¿lil suitably jour bar or member Ile which is adapted to be en naled in a casing structure (not shown), an insu gaged by a flexible leaf spring element IIf se lated contact arm 4I iiXed on the rotary shaft cured at one end to a fixed support in the casing and rotatable therewith in cooperation with a of the switch bank IIa, the leaf spring element series of arcuately arranged and spaced insulated Ilf projecting out of the casing of the switch stationary contact elements I’ to 8' which cor bank through a suitable vertical slot provided in respond in number and relative positions to the the casing, respective contact elements I to 8 of the man |The free end of the leaf spring element IIf extends between the outer edges or lips of two cup-shaped collars IIg and IIh mounted on the rotary shaft 25 of the controller l Il. The upper surface of the collar IIg is ser rated and engages in interlocked relation a simi ual controller la. Conductors Ilz-8a, inclusive are provided for connecting the pairs of associat ed contact elements, contact element I being con nected through conductor I a to contact element I', for example. It will be understood that the rotary shaft 40 is constructed and arranged to larly serrated surface at the bottom surface of operate suitable propulsion controlling means and _ the hub portion of the controller handle Il to brake controlling means, such as the apparatus _ insure rotation of collar I Ig with the controller described in my aforementioned patent. handle II. The lower collar IIh is locked to the 75 The stepping magnets 2l and 22 are constructed 2,406,220 5 6 and arranged to actuate the rotary shaft 45.1 and characteristic so that the arms, when once picked up, will be retained momentarily following deen ergization of the stepping magnets before being returned to normal position by the spring 55 or contact arm lll with a step-by-step movement through the medium of a pawl and ratchet mech anism, in accordance with alternate pick-up and drop-out of one or the other of the magnets in response to operation of the manual control 1er I0. Referring to Fig. 2, the electro-responsive propulsion and braking controller 20 is illustrated in greater detail to insure a proper understanding of the relationship between the stepping mag nets and the rotary shaft 4d of the device. As shown in this View, the rotary shaft d!! is mount ed between the electromagnets 2l and 22, and carries a pair of ratchet wheels 5G and 5i which are adapted for operation to turn the shaft in opposite directions. The magnet 2| is carried on a base structure 5d to which is pivotally connected an arm 55 ha - ing secured thereto a flexible leaf-spring pawl element 55 operatively aligned with the ratchet > teeth on the ratchet wheel 50. The arm 55 is made of magnetic material and is adapted to be attracted toward the magnet 2| or to the left as viewed in Fig. 2, upon energization of the SS, as the case may be. The control equipment for a single car illusn trated in Fig. l further includes a polarized relay l5, which comprises an electro-magnet adapted. to control a pair of movable contact members 'lâ and ll. The polarized relay ‘l5 is constructed and arranged to actuate the contact members 'it and l’ simultaneously to either one of two positions as determined by the direction of the current en ergizing the winding, and to maintain the con tact in that position until the direction of the flow of current through the winding of the relay is reversed. «As hereinafter explained, the wind ing of the polarized relay 'l5 is adapted to be en ergized through the medium of a circuit which includes the direction responsive switch contact members ida and läìb controlled by the manual controller ifi, the positioning of the latter contact members determining the direction of current' iiowing through the magnet winding of the re lay lâ. The equipment also comprises a relay di? of the magnet as hereinafter explained. Such opera tion of the arm 55 will cause the pawl element neutral type having a single back contact mem 5G to rotate the ratchet wheel 5€] and shaft de in ber Si, which is connected in series relation with a counterclockwise direction. A coil spring 59 is direction responsive switch contact members attached to an extension 0f the arm 55 for urg and lâh so. as to be effective, when picked-up ing that member away from the magnet 2i and as presently pointed out, to interrupt the circuit into the normal position, wherein a leaf-spring for energizing the winding of the polarized re prong element 51 attached to the arm engages lay ‘55, the ratchet wheel 5l, as illustrated in the dra-wm Electrical power for energizing the control ap ings. rl‘he prong 5l serves to prevent undesired par tus on the vehicle is supplied through the rotation of the shaft 4!) is a counterclockwise di- if n a pair of bus wires designated S5 and rection while arm 55 is in its dropped-out posi i ._ ch may be connected to corresponding tion. The arm 55 is also provided with a switch bus 'wires on other units of the train and to contact member Eb which is normally held in enn a suitable source of electrical energy, such as gagement with a stationary contact element Si . the battery 3l shown in Fig. l. by the force of the spring 59. The initial move it should be understood that the manual con ment of the arm 55 to its picked-up position shifts troller device iii is provided with a suitable guard the prong 5l out of engagement with the teeth (not shown) which will permit removal o-r in of ratchet wheel 5| before the hooked end of stallation of the removable handle l! only while the pawl element 55 picks up a tooth on the ratch 5 the controller device is disposed in the non-op et wheel. erating position, as shown in Fig. l. The guard The magnet 22 is constructed and arranged to is designed to prevent removal of the handle from control operation of another pivotally mounted arm 65 having a flexible leaf -spring pawl element 66 which is cooperative with the other ratchet wheel 5| for turning the shaft 4G clockwise in K response to energization of the magnet 22. A leaf-spring prong member 61 is attached to the arm 65 for engagement with the teeth of the ratchet wheel 5| for preventing undesired clock wise rotation of shaft 4i) while the arm is disposed the controller device unless the handle is first moved to the non-operating position. As here inbefore explained, the manual controllers on all trailing vehicles in a train are conditioned for non-operation and the handles removed there from in order to insure proper control of the elec tro-responsive braking and propulsion system from the active manual controller l@ on the lead ing vehicle. in its normal position under pressure of a coil It will now be assumed that the equipment spring GS. Similarly, as in the case of prong 5l, shown in Fig. l. is that carried on a leading or the prong 6l is shifted out of engagement with control vehicle in a train, and that the handle the teeth of ratchet wheel 50 before the hooked i! has been duly applied to the shaft 2c to effect end of pawl element 66 picks up a tooth on the 60 closure of the four associated switches l2, I3, ratchet wheel. While arm 65 is disposed in its l@ and i5. It will also be assumed that previ-ous normal position, a switch contact element ld operation of the manual controller i@ to the non thereon is held in contact with a stationary con operative position, as shown, has positioned the tact element 1l. Arm 65 is shown in Fig. 2, for direction responsive switch elements lila and lill) a reason explained hereinafter, in its actuated in contact with the elements 3f! and 3l, and that position to which it is moved in response to en the movable contact elements ‘lâ and Tl asso ergization of magnet 22. Referring again to Fig. 1 of the drawings, it will be noted that both sets of contact elements ciated with the polarized relay 'l5 remain positions in which they are illustrated. It understood that the polarized relay l5 energized et this time, however, because in the will be is not Si! and 6l, and 'lil and 'll are illustrated in as of en sociation with the magnets 2| and 22. As here ergization of the neutral relay 8B through a cir inafter explained, both stepping magnets 2| and cuit which includes the positive bus wire 85, a 22 are constructed and arranged for energization conductor Iálil, switch contact element l5, a con to effect quick pick-up of the respective arms â!) ductor Iûi, a brush and slip ring |62 associated and l0, but are provided with a slow-drop-out 75 'with contact arm 21 of the controller I0, the con 7 2,406,220 tact element |, a conducto-1' |03, the Contact ele ment l’ engaged by the contact arm 4| of the automatic controller 2li, a slip ring and brush |05, a conductor |06, the winding of the relay 80, and a return conductor1 |01 leading to the negative bus wire 86. The movable contact element 8| of the relay 80 is thereby picked-up as shown for 8 switch contact elements 33 and |0b, a conductor |35, the switch element I3, a conductor |36, the contact element 8| of the neutral relay and con ductor |01 leading to the negative bus wire 86. Current supplied to the Winding of the polarized relay 15 through the circuit just traced is effec tive to cause operation of the contact elements 15 and 11 to a position corresponding to the di rection of iiow of current through the winding. I l another circuit also is completed for energizing 10 As viewed in Fig. 1, the contact member 16 is the winding of one of the stepping magnets, in thereby positioned to connect the conductor I2I this case that of the stepping magnet 22, al to a conductor |40, and contact member 11 is though it should be understood that with the caused to connect the conductor |25 to a con manual controller and the automatic controller ductor | 4|, for rendering the stepping ‘relay 22 in non-operative positions, the stepping magnet inoperative while completing a circuit for enn is not at this time actuated to move the shaft 48 ergization of the other stepping relay 2|. The and contact arm 4|. It will be noted that suit circuit through which the stepping relay 2| is able stop elements ||2 and ||3 are associated now adapted to be energized comprises the posi with the automatic controller 2!) for limiting tive bus wire 85, a conductor |50, the relay con movement of the Contact arm 4| in both direc tact members $0 and 6|, the conductor |40, the tions beyond the respective contact elements I’ winding of the relay 2|, the conductor |4|, the preventing energization of the polarized relay 15. Upon the installation of the operating handle and 8’. Current for energizing the stepping magnet 22 as just explained is supplied from the positive bus Wire 85 by way of a circuit including switch contact element 11, and the train wire |25, which is connected to the negative bus, Wire 86 as previously explained. Upon energization of the winding of the step ready described, and iiows from the conductor ping magnet 2|, the contact arm 50 is picked up, |06 through a one-half wave rectifier |20, a ccn while the pawl member 56 thereon see Fig. 2) is ductor |2I, the switch contact element 16, a con actuated to rotate the shaft 40 one step in a ductor |22, the winding of the stepping magnet counterclockwise direction to bring the contact 22, a conductor |23, the switch contact element 30 arm 4| (see Fig. l) into contact with the sta 11, and a return bus wire |25, which is connected tionary contact element 2’. By this same move by way of ,a conductor |25, the switch element ment of the contact member 60, the circuit for | 2, and a conductor |21 to the negative bus wire energizing the stepping relay 2! is interrupted, 06. The rectiiier |20 serves to prevent undesired so that the contact member is accordingly re energization of the winding of relay 80 each time 35 stored to its dropped-out position. The opera one or the other of the stepping relays 2| and tion just described is then repeated, the stepping 22 is energized during a stepping operation. Un magnet 2| continuing to be alternately picked necessary operation of relay 80 is thus prevented, up and dropped out to advance the shaft 40 of as will be more apparent from subsequent de the automatic controller in step-by-stcp manner scription. 40 toward the coasting position. With the brake and propulsion equipment thus When the Contact arm dl of the electro-re conditioned for operation, the motorman can ef sponsive controller has been moved into contact the series-connected Contact arms 21 and 4| al fect simultaneous operation ‘of the manual con troller l0 and the automatic controller 20, and of all other electro-responsive automatic con trollers on the vehicles throughout the train, by moving the handle ||. Initial movement of the handle in a countercloclrwise direction is effec tive to cause the reversible Switch elements Illa and |0b to move into contact with the respective stationary contact elements 32 and 33, and the handle may then be further moved to operate the controller shaft 2B and contact arm 21 to any selected position, such as the coasting posi tion with the contact arm in engagement with ,l with the stationary contact element 5', corre sponding to the coasting position of the movable handle ||, a circuit is established for again en ergizing the Winding of the relay 88 through the series related contact arms 4| and 21, which cir cuit includes, beginning with the contact arm 21, the stationary contact element 5, a conduc tor 5d, the stationary contact element 5’ oi the controller 20, the contact arm 4| thereof, the conductor |06, the winding of the relay 8%, and the return conductor |01 leading to the negative bus wire. At the same time, a circuit is also established for energizing the winding of the stepping magnet 2| independently of the back The circuit for energizing the winding of the neu contact B0 thereof, which circuit includes the tral relay 80 is thereby interrupted, since the conductor les already mentioned, the rectiiier contact arm 21 has been moved away from the |20, conductor |2I, switch contact element 16, contact element |, and the back contact member 60 conductor |40, the Winding of the relay 2|, con 8| of the relay accordingly assumes its dropped ductor MI, switch contact element 11 and the out or closed position. conductor |25 leading to the negative bus wire With the neutral relay 8i) deenergized, a circuit B6. for energizing the winding of the polarized relay It may here be pointed out that a reason for 5 is established in such a manner as to cause the 65 constructing the stepping magnets 2| and 22 for movable contact elements 16 and 11 to be actu a slow drop-out operation is to prevent prema ated to a position corresponding to that just as ture drop-out of the associated contact elements, sumed by the direction responsive switch contact depending upon which stepping magnet is being elements | 0a and | 0b, The circuit through which operated, an instant before the contact arm 4| the relay 15 is thus energized includes the posi 70 of the automatic controller 2|) reaches a position tive bus wire 85, the conductor |60, the switch coincident with the selected position of the con element I5, a conductor |30, the switch contact tact arm 21 of the manual controller, in response element | 4, a conductor ißl, switch contact ele to pick-up of the stepping magnet. An unde ments lila and 32, a conductor |33, the Winding sired extra impulse of the stepping magnet which of the polarized relay 15, a conductor |32, the 75 might otherwise cause the contact arm 4| to be the stationary contact element 5, for example. 2,406,220 9 10 advanced one position beyond that of the con tact arm 2l is thus prevented. Accordingly, It will also be apparent that when the oper ating handle l l is removed from the shaft of the when the Contact arm 4| reaches a position cor manual controller on each of a plurality of ve responding to the position of the contact arm 2l, the winding of the stepping magnet 2| re mains energized so that further operation of the hicles in a train and installed on the shaft 25 of the leading vehicle, the engineer will be able to control the operation of the stepping relays contact arm d! ceases. lt will thus be seen that the apparatus functions to cause the contact arm ¿il to be moved automatically to and held in the synchronism with movement of the manually ac tuated contact arm 27 on the leading unit. The actuating the contact arms di on all units in position corresponding to that to which the con fact that the contact arm 2l of the manual con tact arm 2l has been manually moved. troller o-n each of the trailing vehicles will remain in its non-operative position cannot effect con From the foregoing description, it will be evi" dent that if the operating handle !| is further trol of the associated contact arm lll of the au tomatic controller 2Q on that vehicle from the shifted` a counterclockwise direction, to movi the contact arm 2l into engagement with the 15 head end of the train, since the open switch l5 stationary contact element 1, for example, the operation just described will be repeated, the electro-responsive automatic controller 2li bein actuated through the medium of the stepping on the trailing vehicle has isolated, that is, dis connected the local contact arm 2l from the bus wire 8E. The equip-ment shown in Fig. 1 is thus con magnet means 2| to move the contact arm 4| 20 structed and arranged to provide an entirely electrical control of both propulsion and brak until it reaches the Contact element l’. It will, ing for» one or more similarly equipped vehicles, of course, he understood that with the controller and may be readily conditioned for operation in this position, the propulsion controlling ap either as the actuating equipment governing an paratus with which the equipment shown in Fig. 1 is associated will be operated to drive the ve 25 entire train, or as a remotely controlled equip~ ment responsive to operation of another similar hicle in the usual way. apparatus on a leading train unit. Subsequent operation of the handle ll in a clockwise direction is effective to cause operation Equipment shown in Figi/.rc 3 of the automatic controller 20 in the same di In Fig. 3 there is shown a schematic view of rection. It is deemed unnecessary to trace the 30 electrical apparatus embodying the invention in circuits established during such operation, since the form suitable for effecting uniform remote these circuits will be readily apparent from the control of the multiple throttle operating de description already presented, it being borne in mind that initial clockwise movement of the man ual c-ontroller l@ eifects movement of the revers vices on a vessel having a plurality of Diesel en 35 gines or other power units. In this case the ap» paratus involves a single manual controller co-n ible switch elements Illa and lilla` into contact structed and arranged to govern simultaneous with the elements 3E! and 3l, respectively, there operation of several electro-responsive throttle by causing energization of the polarized relay 'l5 controllers that are actuated by means of stepA to shift the contact elements l5 and 'il into the positions in which they are shown in Fig. l. It 40 ping magnets of the type hereinbefore described. The equipment illustrated in Fig. 3 comprises a will be understood that the stepping relay Z2 manual controller llll, two electro-responsive is thereby conditioned for operation to actuate the shaft and contact arm di until they asn sume a position corresponding Ito that selected by operation of the manual controller. Since each of the contact elements l to 8 of the manual controller li! is connected to the cor responding contact element of thev group oi ele throttle controllers, each indicated generally by ments or the other for operation, as hereinafter ex ’ to 8’ in the electro-responsive automatic the reference character |l5, a pair of stepping magnet devices llß and Ill constructed and ar ranged to operate each of the throttle controllers, and a relay device |851 associated with each pair of stepping magnet devices for conditioning one controller 2€?, by means of the respective con 50 plained. The manual controller |10 comprises a suit ductors i0, to which are suitably arranged to able casing structure (not shown) having a rotat be connected so as to extend throughout the able shaft Idil on which is mounted a manually train, remote control operation of the automatic operable contact arm |9i, which is adapted to controlle ‘Eil on each trailing vehicle can be ef fected in response to operation of the equipment 55 be moved into contact with any one of a plu rality of arcuately arranged contact elements on the leading vehicle. Thus all of the local automatic controllers on the units or vehicles in |92a, |925, i920, EEZd and i926. The manual controller llt further comprises a direction re the train can be operated substantially in syn sponsive switch element §95 which is associated chronism with the manual controller of the lead ing vehicle, on which the operating handle is in 60 with the shaft ldd in the same manner as are the Contact members lila and lill) shown in Fig. stalled. lït will also Ibe observed that the con 1, it being understood that the switch element |95 ductors iii@ and E32 connected to the polarized is adapted to be moved into engagement with a relay it are adapted to extend throughout the stationary contact element let upon initial move train, as are the bus wires 85 and Bâ, and the conductor By reason of the fact that the 65 ment of the contact arm |9| in a clockwise di rection, and into engagement with another sta four switches i2, it, lll and le on the leading tionary contact element lill upon initial move vehicle are closed upon installation of the op ment of the contact arm in a counter-clockwise erating handle il, while the same switches as direction. sociated with the manual controllers on the trail ing vehicles remain in circuit-open position, the 70 windings of the individual polarized :relays 'l5 on all vehicles of the train are thus conditioned for control through the circuit which includes the direction responsive switch contact elements Ita and |019 carried on the leading vehicle. 75 IThe direction responsive switch element |95 is constructed and arranged to control the direc tion of energizing current supplied to the relay device itil, which comprises a pair of coils 20| and 2362, a switch contact element 203 and a switch contact element Züri, both of which con 2,406,220 ll tact elements are adapted to be simultaneously shifted from one posiiton to the other in accord ance with selected energization of c-ne of the coils 2lll and 252. The switch contact elem-ents îiilëi and 'irl perform the same function as do the switch contact elements lli and ‘I'I shown in Fig, l., the positions of these switch elements de termining which of the two stepping magnets 12 ments 240 and 24|, respectively, thereby ren dering operative the stepping magnet I'I'I asso ciated with each of the throttle control devices. It should be understood that as schematically represented in Fig. 3, the stepping relay I'I'I as sociated with each of the throttle controllers I'I5 is adapted for operation to effect rotation of the shaft 2I3 and contact arm 2 I5 in a counterclock I “lâ and lll is to be rendered operative in re wise direction. sponse to manipulation of the controllerv I'Ill. In response to movement of the contact arm According to the invention each of the throt ESI of the manual controller I'IO from the sta tle controllers I'I5 .may comprise a movable oper tionary Contact element I920L to the contact ele ating rack element 2l@ for actuating a throttle ment |920, as assumed in the preceding para (not shown) in accordance with rotary movement graph, the stepping magnet I'Iï is alternately en of a gear member 2| I having a plurality of teeth ergized, by iiow of current through a circuit in engageable with complementary teeth formed on cluding the bus wire 231, a conductor 25€), the re the operating rack element 2 I6. The gear mem lay contact member Illia, the coil of the stepping ber 2H for each throttle controller is secured to magnet, switch contact elements 24| and 204, con a rotary shaft 2 I3, which is constructed and ar ductor 235 and the bus wire 235, and then deen ranged for rotation through the medium of a 20 ergized upon pick-up of the contact element I'I'Ia. suitable ratchet and pawl means actuated by one .lt will be understood that each operation of the or the other of the stepping magnets IÍI6 and contact element I'I'Ia is accompanied by move Hl, the construction of this mechanism being ment of the corresponding contact arm 2I5 and similar to that shown in Fig. 2 and already de shaft 2l3 of the associated throttle controller |15 scribed. The rotary shaft 2 I3 has secured there 25 one step toward the position corresponding to that to a contact arm 2I5 which is adapted to be to which the contact arm of the manual con moved into contact with any of the arcuately troller has been shifted. arranged stationary contact elements 2I6a, 2 Iâb, When the contact arm 2 I 5 of each of the throt MEC, lälßd and 226e, in response to operation of tle controllers reaches the stationary contact; ele the manual controller I'Ill as hereinafter eX 30 ment 2Ißc, corresponding to the positioning of plained. Each group of the stationary contact the contact arm ISI of the manual controller I'ID elements 2I6 may be mounted on an adjustable in contact with contact element Il92c, circuits are insulating frame 220, one end of which is ar established for maintaining energized the asso ranged to be clamped between a pair of set screws ciated stepping relay magnets ITI, which circuits 22I mounted in suitable stationary members 222. 35 include, in each case, the bus Wire 23I, conduc It will be evident that this construction will facil tor 232, contact arm ISI of the manual controller, itate adjustment of the insulating frame 220 to contact element ISZc, a conductor 255 connected - bring the contact elements 2id into any desired to the stationary Contact element 2I6c of each position with respect to the idling position of the associated shaft 2 i3, in the case of each sep 40 throttle controller I'I5, the contact arm 2I5 of each throttle controller, a conductor 256, switch arate engine unit. The operation of the equipment shown in Fig. 3 is similar in principle to that hereinbefore de scribed in connection with the equipment shown contact elements 203 and 24E), the winding of the stepping magnet I "I'I, contact elements 24| and 2G11-, and conductor 235 leading to the bus wire 235i. Further operation of the ratchet and pawl in Fig. 1. Assuming that the contact arm ISI of 45 mechanism associated with the relay switch con the manual controller I'ID is initially positioned tact element Illa is thus stopped. in contact with the stationary contact element From the foregoing description it will be un [9261., and that the contact arms 215 of the re derstood that the manual controller I'Iû may be spective throttle controllers H5 are likewise po actuated in either direction to effect a corre sitioned in engagement with the corresponding sponding operation of each of the several throttle stationary contact elements 2 I 5a, as shown in Fig. controllers H5 simultaneously and in exactly the the operator may effect simultaneous operation same increments or steps. of all controllers by moving' the manual contact It will. thus be apparent that, without altering arm IM a counterclockwise direction, until it the operative principle of my invention, an equip is brought into contact with the contact element 55 ment embodying features thereof may be con ISZc, for example. Initial movement of the con structed and arranged for providing multiple tact arm IBI of the manual controller in this di remote control of propulsion and braking appa rection effects shifting of the direction respon ratus throughout a train of vehicles, or with sive switch element I 95 into Contact with the slight structural changes an equipment embody stationary contact element t9?. Current is then 60 ing the invention may be adapted to control a supplied from a suitable source of electrical en plurality of throttle devices or other maneuvering ergy, such as a battery 23B, for energizing the winding till of the relay IílIl, the circuit there gear on a vessel. Having now described my invention, what I for comprising a bus wire 23! connected to the claim as new and desire to secure by Letters Pat positive terminal of the battery, a conductor 232, 65 ent is: switch contact elements IE5 and IS'I, a conduc» 1. In an electrical remote control equipment, tor 233, the windings 2G52 of the respective re in combination, a manual controller including a lays lilil, and suitable return conductors 235 lead movable contact member cooperative with a plu ing to a bus wire 2536 connected to the negative rality of spaced stationary contact elements, an terminal of the battery. 70 automatic controller having a like number of With the windings 2Q?. of the relays I8@ thus stationary contact elements and a movable con energized, the respective pairs of movable con tact member cooperative therewith, each of said tact elements 223 and 2934 are shifted out 0f the contact elements of said manual controller being position in which they are shown in the drawings electrically connected with the corresponding and into contact with stationary Contact ele- ‘ contact element of said automatic controller, 2,406,220 14 stepping relay mechanism constructed and ar ranged to operate said automatic controller in either direction, and polarized relay means open ative in response to movement of said manual controller and accordingr to the direction of move ment thereoic for conditioning said stepping relay ping relay mechanism for movement of said auto matic controller in a corrsponding direction, unM til the respective movable contact members oi both controllers are similarly disposed in contact with a connected pair of stationary contact ments. 5. In an electrical remote control equipment, mechanism for operatiI u. of said automatic conn in combination, a manual control'îer including a troller in the sa -e direction, all of said elements movable contact member cooperative with a plu» being cooperative to render said stepping relay mechanism inoperative when said movable con~ 10 rality ci spaced stationary contact elements, an automatic controller having a like number oi tact members of the respective controllers are disu stationary contact elements and a movable con-~ posed in contact with connected stationary con tact member cooperative therewith, each of said tact elements. Contact elements of said manual controller being 2. In an electrical remote control equipment, in combination, a manual controller` including a 15 electrically connected with the corresponding movable contact member cooperative with a plu rality ci spaced stationary contact elements, an automatic controller having a like number of contact element of said automatic controller. a stationary contact elements and a movable con stepping relay device operable to actuate said tact member cooperative therewith, each of said Contact elements of said manual controller being electrically connected with the corresponding contact element of said automatic controller, stepping relay mechanism including movable con automatic controller in the oppl stepping relay device operable to actuate said automatic controller in one direction, another ¿e direction, polarized relay means responsive to initial move« ment one orofthesaid other manual of saidcontroller stepping relay for conditiontï devices for operation to actuate said automatic controller tact means and constructed and arranged to actu» 25 in a correspondingr direction, and means associ~ ated therewith for rendering inoperative the ac ate said automatic controller when alternately energized and deenergized throughv the medium 0f said movable contact means, and other relay tive stepping relay device when the respective movable contact members of said manual con troller and said automatic controller are similarly means constructed and arranged to effect nor mally constant energization of said SteppinCr relay 30 disposed in contact with a connected pair of stan ticnary contact elements. mechanism, rendering it inoperative, when the 6. A remote control unit for a railway vehicle respective movable contact members of both said comprising a manual controller having a reu controllers are similarly disposed in contact with movable operating member movable in two di.m connected stationary contact elements. 3. In an electrical remote control equipment, 35 rections through a range of different positions, a remotely situated automatic controller con~ in combination, a manual controller including a structed and arranged ‘for operation through a movable contact member cooperative with a plu corr spending range oi positions, electro-respcnfI rality of spaced stationary contact elements, an sive Stepping magnet mechanism operative to automatic controller having a like number oi stationary contact elements and a movable con 40 actuate said automatic controller in either direc tion, means for establishing electrical circuits for tact member cooperative therewith., each of said controlling energization of said stepping magnet contact elements of said manual controller be mechanism accordance with operation oi said ing electrically connected with the co 1responding manual controller, train wire means constructed contact element of said automatic controller, and arranged for connection to e'ñïect energizem stepping relay mechanism having movable con tion of said electrical circuits of said unit from tact means constructed and arranged to actu a counterpart control unit on another vehicle, ate said automatic controller when alternately and means responsive to removal of said operat energized. and deenergized through the medium ing member from said local manual controller for of Said movable contact means, and other relay rendering the latter device inoperative to effect means responsive to operation of said manual energization of said circuits when such connec controller and adapted tc maintain a circuit through which said stepping relay mechanism can be normally energized to render it inopera tive, such. circuit being closed only when the re~ spective movable contact members of both said controllers are similarly disposed in contact with connected stationary contact elements. 4. In an electrical remote control equipment, tions are established. 7. An electrical remote control equipment for actuating the braking and propulsion apparatus oi a railway vehicle, comprising the combination of a manual controller including a movable con tact member cooperative with a plurality oi spaced stationary Contact elements, a remotely in combination, a manual controller including a dated automatic controller having a like numN movable contact member cooperative with a plu rality of spaced stationary contact elements, an automatic controller having a like number of ber of stationary contact elements and a mov able contact member cooperative therewith. a stationary contact elements and a movable con~ plurality of conductors constructed and arranged to connect corresponding pairs ci said stationary tact member cooperative therewith, each of said contact elements of said manual controller being electrically connected with the corresponding contact element of said automatic controller, stepping relay mechanism including movable contact means and constructing and arranged to actuate said automatic controller when alter nately energized and deenergized thro-ugh the contact elements of said controllers, each oi’ said conductors having means for establishing con» ncction with a corresponding conductor of a medium of said movable contact means, and di rectional relay means constructed and arranged for selective operation in response to movement of said manual controller to condition said step when said movable contact member oi the man“ ual controller is operated, until the movable con tact member of said automatic controller is brought into contact with a stationary contact counterpart equipment of another vehicle, elec tro-responsive stepping relay mechanism con» structed and arranged to operate said automatic controller, other relay means for conditioning said stepping relay mechanism for operation. 2,406,220 15 16 element connected to that engaged by the first mentioned movable contact element member, means for ellfecting connection of said stepping relay mechanism to the corresponding mech controller for conditioning the stepping relay arsm oi a counterpart equipment on another vehicle, and means associated with manual con mechanism to shift the movable contact member of the automatic controller in a corresponding troller for isolating same to permit the control said equipment from said counterpart unit. S. In an electrical remote control equipment, in combination, a manual controller hat g an ating member shiitable over an. ope. ting raise into any one ol a plurality oi' different operating ,_ ons. member an automatic shift-able controller over anhaving operating range into a plurality of diiierent positions cor-n responding in relative location to the positions of the operating member of the manual con troller, reversible stepping relay mechanism oper the automatic controller in either direction, means responsive to the direction of movement of the movable contact member of the manual direction, and el-ectroresponsive means operating on a, circuit including said electrically connected contact elements of the said manual and auto matic controllers and rendered eiîective when the movable contact member of the manual con troller is moved out of one of its positions to a differ-ent position for causing the stepping re mecnanism to operate thereafter automat ically to move the movable contact member of the automatic controller toward the position cor responding to the diiiîerent position to which the movable Contact member of the manual controller ls moved and effective when the movable contact ative to shift the operating member of said auto matic controller in opposite directions, means 20 member of the automatic controller engages a responsive to the movement of the operating cooperating contact element corresponding in po rober of said manual controller from one ci sition to the position of the stationary contact positions to a different position for condition element engaged by the movable contact member ing the stepping relay mechanism automatically of the manual controller in its said different posi to rate thereafter to cause movement ot the tion for terminating operation of the stepping re operating member of the automatic controller lay mechanism. ' in a direction corresponding to the direction oi l1. In an electrical remote control equipment, movement of the operating member of the man in combination, a manual controller having a ual controller, and means rendered effective when movable contact member and a plurality of spaced the operating member of the automatic con stationary contact elements with which said mov troller reaches a position corresponding to the able Contact member cooperates, an automatic said different position of they operating member controller having a movable contact member and oi the manuel controller for terminating oper a plurality of stationary contact elements corre ation of said stepping mechanism. sponding in number and relative location to the 9. In an electrical remote control equipment, contact elements of the said manual controller, in combination, a manual controller having an means electrically connecting each of the c011 operating member shiftable over an operating tact elements of the manual controller with a range into any one of plurality of dilîerent posi corresponding Contact element of the automatic tions, an automatic controller having an oper controller, reversible stepping relay mechanism ating member shiftable over an operating range 40 operative to shift the movable contact member of into a plurality of different positions correspond the automatic controller in either direction, a ing in relative location to the positions or the directional switch device instantly responsive to operating member of the said manual controller, reversal of movement of the movable contact reversible stepping relay mechanism operative to member of the manual controller for condition shift the operating member of said automatic 45 ing the stepping relay mechanism to shift the controller in opposite directions, and means ren movable contact member of the automatic con dered effective when the operating member of troller in a direction corresponding to the direc the manual controller is shifted out of one tion of movement of the movable contact mem of its positions to a different position for auto ber of the manual controller, and a relay oper matically controlling said stepping mechanism 50 ating on a circuit including said electrically con in a manner to cause it to thereafter continue nected Contact elements of the manual and auto tg shift the operating member of the automatic matic controllers for initiating operation of .the controller in step-by-step operation ‘n a direc stepping mechanism when the movable contact tion corresponding to the direction of movement member of the'manual controller is shifted out of the operating member or the manual control 55 of one of its positions to a different position and ler, last means being rendered effective for terminating operation of the stepping relay when the operating member of the automatic mechanism when the movable contact member of controllei` reaches a position corresponding to the automatic controller engages an associated the said different position of the operating mem contact element corresponding in position to the ber of the manual controller for terminating 60 position of the stationary contact element en operation of the stepping mechanism. gaged by the movable contact member of the l0. In an electrical remote control equipment, manual controller in its said dil-ferent position. in combination, a manual controller having a l2. In an electrical remote control system, in movable contact member and a plurality of spaced combination, a plurality of automatic controllers, stationary contact elements with which said mov a plurality of manual controllers, a common oper able contact member cooperates, an automatic ating handle for operating any one of the manual controller having a movable Contact member and controllers, means operatively associating all of a plurality of stationary contact elements corre said automatic controllers with all of said manual sponding in number and relative location to the controllers, and means associated with each of contact elements of the said manual controller, 70 the manual controllers and operatively responsive means electrically connecting each of the con to installation and removal of the said common tact elements of the manual controller with a operating handle from the corresponding manual corresponding contact element of the automatic controller for rendering only that one of said controller, reversible stepping relay mechanism manual controllers having an operating handle operative to shift the movable contact member of installed thereon operative to control all of the 2,406,220 17 18 automatic controllers in synchronism through the movable contact members of the manual con trollers, the movable contact members of the au tomatic controllers, and the means electrically connecting the stationary contact elements of the manual controllers and automatic controllers, in medium of the last said means. 13. In an electrical remote control system, in combination, a plurality of automatic controllers, a plurality of manual controllers corresponding in number to the number of the said automatic con trollers, means operatively associating each of the manual controllers with all of the automatic con trollers whereby operation of any one of said manual controllers is effective to cause corre a manner to cause the motive means of all of the automatic controllers to be operated, when the 10 sponding synchronous operation of all of said automatic controllers, a single operating handle adapted to be selectively installed on any one of the manual controllers, and means associated with each of the manual controllers responsive 15 to the presence or absence of the controller han die for rendering only that manual controller having the handle installed thereon effective to control the automatic controllers. 14. In an electrical remote control system, in 20 combination, a plurality of manual controllers each of which has a movable contact member and a plurality of stationary contact elements with which the movable contact member cooperates in different positions thereof, a plurality of auto 25 matic controllers corresponding in number to the number of manual controllers, each of the autoe movable contact member of any one of the manual controllers is shifted from one of its positions to a different position, to move the corresponding movable contact member in a direction corre sponding to the direction of movement of the movable contact member of the operated manual controller, and means for preventing all of the manual controllers except the operated one from being effective to control the motive means for the automatic controllers. i5. In a multiple unit electrical control system for a train of railway cars, the combination of a manual controller on each of the cars operative in either direction over a predetermined range of movement, an automatic controller on each of the cars operative in either direction over a range of movement corresponding to the range of movement of the manual controller on the corresponding car, means associating each of the manual controllers with the automatic controllers matic controllers havingl a movable contact mem on a plurality of the cars in such a manner as ber and a plurality of stationary contact elements disposed in correspondence with the relative loca to cause operation of the automatic controllers on said cars in correspondence with the operative movement of any one of said manual controllers on the diiîerent cars, a single operating handle adapted to be installed on only one of the man tion of the stationary contact elements of a cor responding one of the manual controllers with which the movable contact member cooperates in the diiîerent positions thereof, means electrically connecting each stationary contact element of a manual controller with a corresponding stationary contact element of all the other manual control lers and of the automatic controllers, reversible motive means for shifting the movable contact member of each of the automatic controllers in opposite directions, electroresponsive means elec trically controlled over a circuit including the ual controllers at any one time, and means asso ciated with each of the manual controllers re sponsive to the presence cr absence of the con trolleï` handle on the controller for rendering only that manual controller having the handle installed thereon effective to control the opera tion of the automatic controllers. CLAUDE M. HINES.