US2022086A - Apparatus for the control of railway car retarders - Google Patents

Description

Nov. 26, 1935. .1. w. LIVINGSTON 2,022,086

APPARATUS FOR THE CONTROL OF RAILWAY CAR RETARDERS F11ed Feb. 11, 1952 Cil ' tarder A1 are moved toward the right,

Patented Nov. 26, 1935 APPARATUS. Eon THE-ooN'rnoLoF' RAILWAY CAR BETARDERS- John W'. Livingston, Wilkinsburg, Pa., assigner to The Union Switch'v & Signal Company,

Swissvale, Pa., a corporation of Pennsylvania Application February 11, 1932, SerialNm 592,262

7 Claims.

My invention relates to apparatus for the control of railway car retarders, and particularly to apparatus for controlling iiuid pressure operated car retarders,

One object of my invention is to provide means for securing` several different pressures in the actuating mechanism with a minimum number of line wires between the mechanism and its con troller lever.

Another object of my invention is to provide means whereby several retarders may be operated either separatelyY by. individual controller levers or simultaneously by a master controller lever. e

I will describe one form ofapparatus embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic View showing one form of apparatus embodying my invention.

While my invention may be applied to the control of any desired number of car retarders, for purpose of illustration I have shown it applied to the control of only two ca-r retarders in the drawing, this number being deemed suicient for a clear understanding of my invention. These two car retarders, which are designated in their entirety by the reference characters A1 and A2, respectively, are similar, and each comprises two braking bars 2 and 3, located on opposite sides of, and extending parallel with, one track rail I of a stretch B of railway track, and two similar braking bars 211 and 311, located on opposite sides of, and extending parallel with, the other track rail Ia of the stretch B. v

In accordance with my invention means are provided for controlling the two car retarders A1 and A2 either separately by individual controllers levers L1 orL2, or jointly by a master controller lever LM. The means for controlling each retarder by its individual lever are similar, and it is believed, therefore, that a clearunderstanding of both means may be had from a description of only one.

Referring particularlyk to the means for separately controlling'y the retarded A1, this means includes a iluid pressure motor M1 comprising a cylinder li containing a reciprocable piston 5 which is attached to .a piston rod 5a. The braking bars 2', 3, 211 and 311 are operatively connected with the piston rod 5e of motor M1 through a suitable'linkage `including a lever 6 pivotedV at 6a. When piston 5 of motor M1 moves to its lefthand position, braking barsi3 and 311 of car reandbraking bars 2 and 211 are moved toward the left, and the braking bars then occupy their ineffective or non-braking'positions, as shown in the drawing. When piston 5 is moved to its righthand position, however, the braking bars are each 5 moved toward the associated krail to their effective or braking positions in which they engage the sides Vof the wheels of a'railway vehicle traversing rails I and la.

Motor M1V is controlled by three magnet valves 10 D1, `E1 and F1. These Valves are similar and each comprises a valve stem l, biased to an upper position by a spring 8- and provided with an armature 9 and a winding I0. When valve D1 is energized, valve stem l of this valve moves 15 downwardly against the bias exerted by spring 8, anda .pipe II which communicates with the left-hand or application end of motor M1, is then connected with a pipe I2 which is constantly supplied with fluid. pressure, usually air, 20 from a vsuitable source not shown in the drawing. When-valve D1 is deenergized, however, valve steml'l of this valve is moved upwardly by spring 8,- and. pipev II is then disconnected from pipe l2. When valve'El is energized,`valve stem 25 'I of this valve moves downwardly, and pipe II is then connected with atmosphere through a pipe I3 and aport I4, but when valve E1 is deenergized, pipe II is disconnected from atmos' phere and a pipe right-hand or restoring end of motor M1, is vented to atmosphere through port Ill;k Whenvalve F1'is energized, valvestem 1 of this valve moves downwardly and connects pipev I5 with pipe I2,

but when valve F1 is deenergized, pipe I5 is dis- 35- connected fromr pipe I2..v It will be apparent, therefore, that when valve .D1 is energized, the application end of motor M1 is supplied with iiuid pressure, and when valve F1 is energized, the

restoring end of motor IM1 supplied with. iiuid 4o pressure. Furthermore, when valve E1 is energized, the aplication end of motor M1 is vented to atmosphere, and when` valve E1 is deenergized, the restoring, end of -motor M1 is .ventedv to atmosphere. v v e i K Valves D1, E1 and F1 are controlled in part by a plurality of v'similar pressure responsive devices each designated by the reference characterK with a-distinguishing exponent and subscript. Referring to the pressure responsive device Kim-2, for example, this device comprises a `Bourdon 4tube I6, connectedby means of a pipe I1 with the application end of motor'ML- and hence subjected to the pressurein the applicav tionend-"oiA motor M1. The Bourdontube's AIt 5:5?

I5 which communicates with the 30 each control two contacts |8-I81 and |8-|8b, and are arranged to operate in succession as the pressure in the application end of motor M1 increases. For example, for a pressure below ten pounds per square inch, all contacts IS-Ia of both of these devices are closed. If the pressure exceeds ten pounds per square inch, however, contact lil-i8a of device K110r2 opens, and if the pressure exceeds twenty pounds per square inch, contact |8-l8b of device K1N-20 closes. In similar manner, the pressure responsive rdevice Kfm-50 is adjusted to open its contact l|8`|8a at forty pounds per square inch, and to close its contact l8-I8b at ifty pounds per squareinch. Of course, these specic pressures are not essential but are only mentioned for purposes of explanation.

The valves E1 and F1 are also controlled in part by a contact G1 which, inturn, is controlledl in accordance with the position of piston 5 of motor M1 in such manner that this contact will beclosed at all times except when the piston is moved Vto its extreme left-hand position in which the braking bars occupy their ineffective or non-braking positions, as shownin the drawing. Y

The valves D1, E1 and F1 are further controlled by the lever L1 which, as here shown, is capable of assuming five positions indicated by dotted lines in the drawing. The first position is designated R, and is the position in which the lever is placed when it is desired to restore the braking bars of the car retarder A1 to their ineiective or non-braking positions. The second position of the lever L1 is designated N, and is the normal position, that is, the position in which the lever L is placed when no control ofthe retarder by the lever L1 is desired. The third and fourth positions of the lever L1 are designated P10-2 and F40-5, respectively, meaning that when the lever is in position P1040 a pressure of between ten and twenty pounds per square inch will be maintained in the left-hand, or application end, of motor M1, and when the lever is in the position F40-50, a pressure of between fortyV and fty pounds per square inch will be maintained in the application end of motor M1. The last position of the lever L1 is designated P110; when the lever is in this position the full available pressure will be admitted to the left-hand end of the motor, it being assumed that the full available pressure is eighty pounds per square inch. Y

Lever L1 controls a plurality of contacts 20 to 32, inclusive, adjacent each of which is placed a letter or letters which correspond to the lever position or positions for which the corresponding contact is closed. For example, contact 2G is closed only when lever L1 occupies its N position. Similarly, contact 2| is closed in the P10-211 position of the lever, the F40-50 position of the lever, or any position intermediate these two positions.

Lever L1 will usually be located at a point remote from the braking apparatus, as in the control cabin of a classification yardcar retarder system, and will be connected with the braking apparatus by means of line wires extending from the control cabin to the braking apparatus.

As shown in the drawing, lever L1 occupies its normal position, and all circuits leading to the retarder actuating apparatus are therefore open. The valves D1, E1 and F1 are therefore all deenergized, so that the supply of fluidpressure to both ends of cylinder 4 of motor M1 is cut off, and the right-hand end of cylinder 4 isvented to atmosphere. The contacts IB-lb of the pressure responsive devices Kim-20 `and VK14050 are both open, and the contacts |8|8a are both closed. Piston 5 of motor M1 occupies its extreme left-hand position, and the braking bars of the car retarder A1 therefore occupy their ineffective or non-braking positions. Since piston 5 of motor M1 occupies its extreme left-hand position, contact G1 is open. y

In explaining the operation of the apparatus thus far described as a whole, I will rst assume that the operator desires to apply a pressure of between ten and twenty pounds per square inch to theapplication end of motor M1 to cause the braking bars of the car retarder A1 to exert a corresponding pressure on the wheels of a passing car. P11-2, whereupon a circuit for the application valve D1 becomes closed, which circuit passes from a suitable source of current, here shown as a battery H, through wire 34, contact 24 of lever L1, wires 35, 36 and 31, contact 28 of lever L1, line wire 38, contact |8|8a of pressure responsive device K1N-20, wire 39, winding I0 of valve D1, line wire 4|, wire 42, contact 2| of lever L1, and wires 43 and 44 back to battery I-I. 'I'he application valve D1 therefore becomes energized and admits fluid pressure to the application end of motor lM1 until the pressure reaches ten pounds per square inch, at which time contact lli-|831 of pressure responsive device Kim-2 opens and interrupts the circuit just traced for valve D1, so that this valve again becomes deenergized. The applied pressure is, however, retained in the application end of motor M1. If the pressure of the application end of motor M1 exceeds twenty pounds per square inch for any reason, contact |8-I8b of pressure responsive device Kilo-2 will become closed and will complete a circuit for the exhaust valve E1 which passes from battery I-I through wire 34, contact 24 of lever L1, wires 35, 36 and 31, contact 28 of lever L1, line wire 38, contact Iii-I8b of pressure responsive device Kim-2, wire 45, winding I0 of valve E1, wires 46 and 4l, contact G1, wire 48, line wire 4|, wire 4Z, contact 2| of lever L1, and wires 43 and 44 back to battery H. The current iiowing in this circuit will energize the exhaust valve E1, and this valve will therefore operate to exhaust fluid from the application end of the motor M1 until the pressure again decreases to twenty pounds per square inch, whereupon contact Iii-|81 will open and winding lil of the exhaust valve E1 will again become deenergized. Y

If, now, the operator desires to increase the pressure in the application end of motor M1 to between forty and fty pounds per square inch to increase the braking effect of the car retarder A1, he moves lever L1 to its P10-50 position. The application valve D1 then becomes energized by virtue of a circuit which passes from battery H through wire 34, contact 24 of lever L1, wires 35, 3b,` 3l and 49, contact 29 of lever L1, line wire ,50, wire 5|, an asymmetric unit J1 in its low resistance direction, wire 53, contact `l---la of pressure Yresponsive device Kim-50, wires 54 and 39, winding l0 of application valve D1, line wire 4|, wire 42, contact 2| of lever L1, and wires 43 and 44 back to battery H. The application valve D1 remains energized under these conditions until the pressure in the4 application end of motor M1 reaches forty pounds per square inch, whereupon the circuit just traced for this valve is opened at'contact I8*|8a of pressure responsive device X-50. If the pressure in the application end of motor M1 exceeds fifty pounds per square inch for any reason, exhaust valve E1 To do this, he moves lever L1 to position operation of the apparatus including the lever L2 will become energized, and will exhaust fluid from the motor `until thepressure again decreases to fty pounds per squareinch, the circuit for the exhaust valve under these conditions being from battery H through wire 34, contact 24 of lever L1, Wires 35, 36, 31 and 49, contact 29 of lever L1, line Wire 50, wire 5|,asymmetric unit J1 in its low resistance direction, Wire 53, contact lil-E81J of pressure responsive device Kfm-5, wires 55 and 45, winding I0 of `exhaust valve E1, wires 45 and 41, contact G1, wire 48, line wire 4l, wire 42, contact 2l of lever L, and wires 43 and 44V back to battery H.

If the operator desires to admit the full available pressure to the application end of motor M1, he moves lever L1 to position P30. A circuit for the application valve D1 is then closed which may be traced from battery H through Wires 34 and 55, contact 25 of lever L1, Wires 58 and 42, line `vvire 4|, winding I3 of valve D1, wires 39, 54 and 53, an asymmetric unit K1 in its low resistance direction, wire 6l, line wire 50, contact 29 of lever L1, wires 49, 31, 36 and 35, contact 23 of lever L1, and wire 44 back to battery H. This circuit does not include any of the contacts of the pressure VJtracing the sequence of operation in detail.

In order to restore the braking bars of the car retarder A1 to their ineffective or non-braking positions, the operator places lever L1 in its R or restore position. When the lever occupies this position, circuits are completed for both the exhaust valve E1 and the restoring valve F1, so that both of these valves now' become energized. The circuit for the exhaust valve E1 passes from battery H through wires .34 and 55,V contact25 of lever L1, wire 315, contact 21 of lever L1, line Wire 62, an asymmetric unit O1 in lits low resistance direction, Wire 45, winding it of valve E1, wires and 41, contact G1, wire 48, line wire 4i, wires 64 and 55, contact 32 of lever L1, and wire 44 back to battery H. The circuit for valve F1 passes from battery H through wires 34 and 56, Contact 25 of lever L1, Wire 36, contact 21 of lever L1,line wire 52, wire S6, winding lli of valve F1, Wire 41, contact G1, Wire 48, line Wire 4l, wires 64 and 55, contact 22 of lever L1, and wire 44 back to battery H. The energization of the exhaust valve E1 vents to atmosphere the fluid pressure Which was previously supplied to the application end cf motor M1, While the energization ofthe restoring valve F1 admits fluid pressure lto the restoring end of the motor. Piston 5 of mo-tor M1 therefore now moves to its extreme left-hand position to restore the braking bars to their ineifective or non-,braking positionsWhem piston 5 reaches its extreme left-hand position, Contact G1 opens and interrupts the circuits which were previously f closed for valves E1 and F1, thus deenergizing theservalves. Lever L1 may then be restored to its normal or N position, and when this is do-ne,

all parts will occupy their normal positions in Y for separately controlling the car retarder A2, is similar in all respects to the apparatus including the lever L1 for controlling the car retarder A1, and itis believed, therefore, that it will be readily understood from the foregoing, and from an inspection of the drawing, without describing it in detail.

Before entering into a detailed description of the control of the retarders A1 and A2 bythe master lever LM, it should be pointed out that this lever is similar to the levers L1 and L2 with the exception that the lever LM is not provided with any contacts which are closed when the lever occupies its N position. It should also be pointed out that in order to eiect the joint control of the car retarders by the master lever, it is necessary that the individual levers occupy their normal positions in which the associated contacts 24, 353, 3i and 32 are closed.

Assuming now that the levers L1 and L2 both occupy their normal positions, as shown in the drawing, and that the operator wishes to cause a pressure of between ten and twenty pounds per square inch to be simultaneously supplied to the application ends of both motors M1 and M2, he moves lever LM to its P10-2 position. A circuit for the application valve D1 will then be closed which passes from battery H through wires 8l and 82, contact 24 of lever LM, wires fit, 81 and 653, contact 28 of lever LM, wires 69 and 19, contact 3l of lever L1, wire 12, line wire 38, contact iii-i811 of pressure responsive device Kr20, Wire 39, winding l0 of valve D1, line Wire 4i, wire E4, contact 20 of lever L1, wires 13 and 14, contact ZI of lever LM, and wires 19 and 8U back to battery H. At the same time, a circuit for the application valve D2 will also be closed, this latter circuit passing from battery H through wires 3l and 82, contact 24 of lever LM, wires 6G, E51 and @8, contact 2B of lever LM, wire 59, contact 3i of lever L2, line Wire 15, contact iii-181 of pressure responsive device K210-20, Wire 16, winding l@ of valve D2, line wire 9|, Wires 11 and 13, contact 2S of lever L2, wire 14, contact 2l of lever LM, and wires 19 and 80 back to battery H. The valves D1 and D2 will therefore now both become energized, so that the braking bars of both retardersV A1 and A2 will be simultaneously moved toward their braking positions. When the pressure in the application end of motor M1 reaches ten pounds per square inch, contact rIiii231 of pressure responsive device K1 111-20 will open and will deenergize valve D1, and if the pressure exceeds twenty pounds per squareinch, exhaust valve E1 will then become energized, the circuit for the valve E1 under these conditions passing from battery H through wires 8| and 82, contact 24 of lever LM, Wires 55, 61 and E8, contact 2S of lever LM,

wires 69 and 13, contact Si of lever L1, wire 12,

line wire 38, contact |8--i811 of pressure responsive device 31110-20, wire 45, winding it of valve E1,'wires 48 and 41, contact G1, wire 48, line wire 4 I, wire 64, contact 20 of lever L1, Wires 13 and 14, contact 2i of lever LM, and wires 19 and 80 back to battery H. Similarly, when the pressure in the application end of motor M2 reaches tenV pounds per square inch, contact l8-l8a of pressure responsive device H2M-2 will open and will deenergize valve D2, and'if the pressure exceeds twenty pounds per square inch, contact l8--l8b Vof pressure responsive device K2111-20 will become closed and will ycomplete a circuit for the exhaust valve E2 which passes from battery H through wires 8| and 82', Contact 24 of lever LM, Wires 66, 61 and 68, contact 28 of lever LM, Wire 69, contact 3| of lever L2, line Wire 15, contact |8|8b of pressure responsive device K2102, wire 83, winding i8 of valve E2, Wires 84 and 65, contact G2, wire line Wire 9|, Wires 11 and 18, Contact 28 of lever L2, wire 14, contact 2| of lever LM, and Wires 19 and 89 back to battery H.

If, when the levers L1 and L2 are still in their normal positions, lever LM is moved to its P10-50 positions to increase the pressure in the application ends o the motors M1 and M2, valves D1 and D2 will both become energized and will remain energized until the pressure in the application end of the associated motor reaches forty pounds per square inch. The circuit for valve D1 under these conditions passes from battery H through wires.8| and 82, contact 24 of lever LM, Wires 66, 61 and 68, contact 29 of lever LM, wires 81 and 88, Contact 32 of lever L1, Wire 89, line Wire 56, wire 5i, asymmetric unit J1 in its loW resistance direction, Wire 53, Contact |8|8a of pressure responsive device Kfm-50, Wires 54 and 39, winding |9 of valve D1, line Wire 4| Wire 64, contact 29 of lever L1, wires 13 and 14, contact 2| of lever LM, and wires 19 and 68 back to battery H. The circuit for valve D2 under these conditions passes from battery H through Wires 8| and 82, contact 24 of lever LM, w'ires 66, 61 and 68, contact 29 of lever LM, Wire 81, contact 32 of lever I?, line Wire 96, Wire |65, asymmetric unit J2 in its loW resistance direction, contact |8|82 of pressure responsive device K210r50, wires 92 and 16, Winding |9 of valve D2, line wire 9|, Wires 11 and 18, contact 20 of lever L2, Wire 14, contact 2| of lever LM, and Wires 19 and 88 back to battery H. I f the pressure in the application end of motor M1 now exceedsiifty pounds per Square inch for any reason, the exhaust valve E1 will become energized, the circuit for this valve being from battery H through Wires 8| and 82, contact 24 of lever LM, Wires 65, 61l and 68, contact 29 of lever LM, Wires 81 andY 88, contact 32 of lever L1, Wire 89, line Wire 58, wire 5|, asymmetric unit J1 in its low resistance direction, Wire 53, contact |8|8b of pressure responsive device Kfm-50, Wires 55 and 45, winding ID of valve E1, Wires 46 and 41, contact G1, Wire 48, line Wire 4|, Wire 64, Contact 28 of lever L1, Wires 13 and 14, contact 2| of lever LM, and Wires 19 and 88 back to battery H. In similar manner, if the pressure in the application end of motor M2 now exceeds fty pounds per square inch, the exhaust valve E2 Will become energized over a circuit which passes from battery H through Wires 8| and 82, contact 24 of lever LM, Wires 66, 61 and 68, contact 29 of lever LM, Wire 81, contact 32 of lever L2, line Wire 98, Wire |05, asymmetric unit J2 in its low resistance direction, contact iii-|81 of pressure responsive device K240511, Wire 83, winding I9 of valve E2, wires 84 and S5, contact G2, Wire 86, line Wire 9|, Wires 11 and 18, contact 28 of lever L2, Wire 14, contact 2| of lever LM, and Wires 19 and 86 back to battery H.

If, with the levers L1 and L2 still in their normal positions, lever LM is moved to its P20 position, full line pressure will be admitted to the application end of both motors M1 and M2, the valve D1 being energized under these conditions over a circuit which passes frombattery H through wires 8l, 82, 93 and 94, contact 26 of lever LM, wires 95, 14 and 13, contact 2|] of lever L1, Wire 64, line wire 4|, Winding I9 of the valve D1, Wires 39, 54 and 59, asymmetric unit K1 in its 10W vresistance direction,v Wire 6|, line Wire 50, wire 89, contact32V of lever L1, Wires- 88 and 81, contact 29 of lever LM, Wires 68, 61 and 66, contact 23 of lever LM, and. wires 19 and 89 back to battery H; and the valve D2 being energized over a circuit which passes from battery :5v H through wires 8|, 82, 93 and 94, contact 26 of lever LM, Wires and 14, contact 28 of lever L2, Wires 18 and 11, line Wire 9|, Winding |8'of valve D2, wires 16 and 92, asymmetric unit K2 in' its loW resistance direction, line Wire 96, con- 10 tact 32 of lever L2, wire 81, contact 29 of lever LM, Wires 68, 61 and 66, contact 23 of lever LM,

and Wires 19 and 80 back to battery H.

Assuming now that the braking bars of both car retarders are in their braking positions, and 15 that the operator Wishes to simultaneously restore them to their ineiective or nonbraking positions, he places lever LM in its R position. Under these conditions, the valves E1, F1, E2 and F2 Will all become energized. The circuit for 20 Valve E1 passes from battery H through wires 8|, 82 and 93, contact 25 of lever LM, Wire 61', contact 21 of lever LM, Wires 99 and |69, contact 38 of leverL1, Wire line Wire 62, asymmetric unit O1 in its loW resistance direction, Wire 45, 25 Winding l0 of valve E1, Wires 46 and 41, contact G1, wire 48, line Wire 4|, wire 64, contact 29 of lever L1, Wires 13, 14 and |62, contact 22 of lever LM, and Wires 19 and 86 back to battery H. The circuit for valve F1 passes from battery H through 30 Wires 8|, 82 and 93, contact 25 of lever LM, wire 61, contact 21 of lever LM, Wires 99 and |88, contact 38 of lever L1, Wire |6|, line Wire 62, Wire 66, Winding I!) of valve F1, Wire 41, contact G1, Wire 48, line Wire 4|, Wire 64, contact 2i) of lever 35 L1, Wires 13, 14 and |92, contact 22 of lever LM, and Wires 19 and 88 back to battery H. The circuit for Valve E2 passes from battery H through Wires 8|, 82 and 93, contact 25 of lever LM, Wire 61, contact 21 of lever LM, Wire 99, contact 38 of 40 lever L2, line Wire |83, asymmetric unit O2 in its low resistance direction, Wire 83, Winding i8 of valve E2, Wires 84 and 85, contact G2, Wire 88, line wire 9|, Wires 11 and 18, contact 20 of lever L2, wire 14 and |62, contact 22 of lever LM, and. Wires 45 19 and 80 back to battery H. The circuit for valve F2 under these conditions passes from battery H through wires 8| 82 and 93, contact 25 of lever LM, Wire 61, contact 271 of lever LM, Wire 99, contact 38 of lever L2, line Wire |63, Wire |84, 50 Winding I of valve F2, wire 85, contact G2, Wire 86, line Wire 9|, Wires 11 and 18, Contact 28 of lever L2, Wires 14 and |82, contact 22 of lever LM, and Wires 19 and 88 back tol battery H. The energization of the valve E1 exhausts the fluid 55 that was previously supplied to the application end of motor M1, and the energization of valve F1 admits iluid to the restoring end of this motor. Piston 5 of motor M1 therefore moves to its lefthand position, thus restoring the braking bars of 60 the car retarder A1 to their nonbraking positions. When piston 5 of motor M1 reaches its extreme left-hand position, contact G1 opens and deenergizes the valves E1 and F1. In similar manner, the energization of the valve E2 exhausts 65 the fluid pressure that was previously supplied to the application end of motor M2, While the energization of valve F2 admits fluid pressure to the restoringend of motor M2. Piston 5 of motor M2 therefore moves toits extreme left-hand posi- 70 tion, and restores the braking bars of the car retarder A2 to their non-braking positions. When piston .5 of motor M2 reaches its extreme lefthand position, contact G2 opens and interrupts the previously described circuits for the valves 75 E2 and F2, so that these valves nowbecome deenergized. Lever LM may now vberestorecl to its normal position, and when this isdone, all parts Will then be restored to the positions in which they are shown in the drawing.

It will be apparent from the foregoing, and from an inspection of the drawing, that the operation of the master controller lever LM to any position When the individual controller levers L1 and L2 both occupy theirnormal or N positions energizes the same one or ones of the valves D1, E1 and F1, and D2, E2 and F2 as would, bel energized if the in-dividual controller levers L1 and L2 Were both moved to positions corresponding to the position of the master controller lever. It Will also be apparent from the foregoing that the circuits controlled by the master lever for energizing any of the valves D1, El and F1 are all carried over one or more of the contacts 2D, 30, 3l and 32 of the lever L1, and the circuits controlled by the master lever for energizing the Valves D2, E2 and F2 are all carried over one or more of the contacts 2B, 3U, 3l and 32 of the lever L2, and since the contacts 2U, Bil, 3l and 32 of the levers L1 and L2 are closed only when these levers occupy their normal positions, the movement of any individual controller lever away from its normal position Will immediately render the control of the associated car retarder bythe master controller lever ineffective and restore the control of such retarder to its associated individual controller lever. Conversely, When an individual controller lever is returned to vits N or normal position from some other position, the associated retarder Will immediately assume a position determined by the setting of the master controller lever.

Although I have herein shown and described only one form of apparatus for the control of railway car retarders embodying my invention, it is understood that various changes and modications may be made therein Within the scope of the appended claims Without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a plurality of car retarders, a plurality of fluid pressure motors, a plurality of indivi-dual controller levers one for each motor and each having a normal position and a plurality of other positions, means controlled by each lever for supplying to a different one of said motors fluid at a pressure Which depends upon Which one of said other positions the associated lever occupies, a master lever having a normal position and a plurality of other positions, and means controlled by said master lever for jointly supplying to each of said motors Whosev associated individual controller lever occupies its normal position iiuid at a pressure which depends upon Which one `of said other positions said master lever occupies.

2. In combination, a plurality of car retarders, ari operating motor for eachr retarder, an individual controller lever for each motor and each f having a normal position and a plurality of Vlever occupies, said last named means being effective ronly as to those motors Whose associated individuallevers are in and remain in their normal positions.

l3. In combination, a plurality of car retarders, an operating Vmotor for each car retardena plurality of electro-responsive devices for each motor for controlling the associated motor, an individual lever foreach motor for selectively controlling the associated electro-responsive devices, each said individual lever having a normal position and a plurality of controlling positions, a master lever, and means for selectively controlling by said master lever independently of operation of said `individual levers the electro-responsive control devices for all of those motors Whose individual levers are in their normal position.

4. In combination, a plurality of car retarders, a fluid pressure operating motor for each car retarder, a plurality of magnet valves for each motor for controlling the supply of fluid pressure to, and exhaust of fluid pressure from, the associated motor, an individual manually operable lever for each motor for selectively controlling the associated valves, each said individual lever having a normal position and a plurality of controlling positions, a master lever, and means controlled by said master lever for simultaneously selectively controlling the valves for all of those motors Whose individual levers are in their normal position.

5. In combination, a plurality of car retarders, a fluid pressure motor for operating each car retarder, two magnet valves for each motor one for controlling the admission of fluid pressure to and the other for controlling the exhaust of fluid pressure from the associated motor, an individual lever for each motor having a normal position and a plurality of other positions, means controlled by each individual lever for controlling the valves for the associated motor in a manner to supply such motor With fluid at a pressure which depends upon which one of said other positions the lever occupies, a master lever having a normal position and a plurality of other positions, and means controlled by said master lever when this lever occupies any one of its other positions for selectively controlling the valves for all those motors Whose individual levers occupy their normal position in a manner to simultaneously supply such motors With fluid at a pressure which depends upon which one of said other positions said master lever occupies.

6. In combination, a plurality of car retarders, a fluid pressure operating motor for each car retarder, a first valve for each motor for controlling the admission of fluid pressure to the motor, a second valve for each motor for controlling the exhaust of fluid pressure from the motor, an lndividual lever for each motor having a normal position and a plurality of other positions, means effective when each individual lever is moved to any one of its other positions for selectively operating the valves for the associated motor in a manner to supply fluid to such motor until the pressure of the fluid builds up to a predetermined value Which depends upon the position Which the lever then occupies, and for subsequently maintaining the pressure in said motor Within predetermined limits until the lever is moved to another position, a master lever having a normal position and a plurality of other positions, and means controlled by said master lever when this lever is moved to any one of its other positions forY selectively controlling the valves for each motor Whose associated lever occupies its normal position in a manner to supply `fluid pressure tosuchmotor until the pressure builds up to a pre-V determined value which depends upon the position which the masterV lever then occupies, and for subsequently maintaining the pressure in such motor Within predetermined limits until the master lever is subsequently moved to another position. K

'7. In combination, a plurality of car retarders, a fluid pressure motor for operating each car retarder, an application magnet for each motor effective when energized for admitting fluid pressure to the application end of said motor to operate said car retarder to its braking position, a restoring magnet for each motor eiective when energized for admitting uid pressure to the restoring end of the associated motor to operate said car retarder to its non-braking position, an exhaust magnet for each motorvelective for exhausting uid pressure from the application end or the restoring end of the associated motor according asV the exhaust magnet is energized or deenergzed, an individual controlling leverfor each motor for selectively controlling the associated magnets, each said individual lever having a normal position and a plurality of controlling positions, a master lever, and means for selectively controlling by said master lever independently of operation of said individual levers the magnets for all those motors Whose individual levers are in their normal positions.V

JOHN W. LIVINGSTON.

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