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Патент USA US2406220

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Aug. 2()9 l1946.>
2,406,220
C. M. HINES
CONTROL APPARATUS
Filed Feb. 9, 1944
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INVESTOR
Claude M Hnes.
BY
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Aug. `20, 1946.
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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.
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