US2287662A - Railway braking apparatus - Google Patents

Description

June 23, 1942. H. L. BONE RAILWAY BRAKING APPARATUS Filed July 5, 1941 2 Sheets-Sheet l June 23, 1942. H. l.. ONE 2,287,662

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HIS A'i'T'oNEYt' Patented June 23, 19142 UNITED STATES PATENT ori-ICE RAILWAY BRAKING APPARATUS Herbert L. Bone, Forest Hills, Pa., assignor to `The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application July 5, 1941, Serial No. 401,185

' v 15 claims. (ci. 18s-62) My invention relates to railway braking apparatus, and particularly to car retarders for use in freight classification yards for controlling the speed of cars.

One object of my invention is to provide means for automatically moving the braking bars of a car retarder to their open or non-braking positions when locomotives having wide wheels approach the retarder to prevent the possibility of derailment of a locomotive and damage to the retarder resulting from a locomotive inadvertently passing through the retarder VWhile the braking bars are in their closed or braking positions.

According to my invention, I provide a relay which is arranged to be picked up, when a locomotive having wide wheels approaches the retarder in either direction, over a control circuit which is controlled by rail contactors so constructed and so arranged that they will be operated when and only when a wide car wheel passes them. This relaywhen picked up completes a stick circuit which subsequently' holds the relay picked up if the control lever for. the retarder then occupies any position but its off position,

and at the same time modies the control circuits for the retarder in a manner to cause the retarder to automatically move the braking bars to their open positions. If desired, a warning signal may be provided to inform the lever operator that the retarder is being automatically moved to its open position, whereby the operator is informed that the retarder occupies a position in disagreement with the position of the control lever. The control of the retarder by the lever can be restored by returning the lever to its off position which causes the relay to become deenergized. The contactors are located far enough from theends of the retarder so that there is sufficient time for the retarder -to open before a locomotive traveling at the ordinary yard speeds approaches it.

Other objects and characteristic features of my invention will become apparent as the description proceeds.

I shall describe one form of apparatus embodying my invention, and shall then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a view partly diagrammatic and partly cross sectioned illustrating one form of apparatus embodying my invention. Fig. 2 is an end view of a rail contactor forming part of the apparatus illustrated diagrammatically in Fig. 1. Fig. 3 is a top plan view of a portion of the rail Y or braking positions.

in Fig. 2. Fig. 4 is a diagrammatic view illustrating one location and arrangement of track rail contactors which may -be employed in connection with a retarder which is positioned directly in front of a switch. Fig. 5 is a view of a contacter operating structure operable from either of two tracks.

Similar reference characters refer to similar parts in each of the several Views.

Referring to the drawings, the reference character I designates one track rail of a stretch of railway track, which track rail, as here shown, is secured to a rail support 2 mounted on an adjacent pair of the usual crossties 3, only one crosstie being visible in the drawings. Associated with the rail I is a car retarder comprising two braking bars AI and A2 located on opposite sides of rail I. Each of these braking bars comprises, as usual, a brake beam 4 and a brake shoe 5.

The braking bars AI and A2 are arranged to be moved toward and away from the rail I through the medium of a lever 6 which is pivotallymounted at one end on a pivot pin 8 carried by the rail support 2, and a lever I which is pivotally mounted intermediate its ends on the pivot pin 8. The lever 6 is inclined upwardly and extends away from the rail I and is provided in its upper surface with a groove 6a which receives the braking bar AI. The one end 'la of the lever I is likewise inclined upwardly and eX- tends away from the rail I at the opposite side of the rail from the lever 6, and -the other end 1b of the lever 'I is inclined downwardly and eX- tends away from the rail I below the lever 6. The end 'la of the lever 'I is provided in its up'- per surface with a groove lc, similar to the groove 6a in the lever 6, which groove receives the braking bar A2.l The parts are so arranged and so proportioned that if the outer or free ends of the` levers 6 and 'I are moved apart, the braking bars Will be moved toward the rail into their effective When the braking bars occupy their braking positions, the brake shoes will engage the opposite side faces of a car wheel rection about the pivot pin. Similarly, the cen- K ter of gravity of the lever 'I and braking bar A2 contacter illustrated 55 is to the right of the pivot pin so that this lever will normally tend to rotate in a clockwise direction about the pivot pin. It will be apparent, therefore, that when no force is applied to the ends of the levers 6 and 'I to move them apart, the free ends of these levers will move toward each other, thereby moving the braking bars to their ineffective or non-braking positions in which they are illustrated in the drawings.

The levers 6 and 1 are arranged to be moved apart by means of a fluid pressure motor M comprising a cylinder 9 containing a reciprocable piston I9 which is attached to the inner end of a piston rod I I. The cylinder 9 is pivotally connected with the free ends of the lever 6 by means of trunnions I2 formed on the side of the cylinder and extending through bifurcations i3 formed on the lever 6 while the piston rod I I is connected at its free end with the fre-e end 'Ib of the lever 'I by means of an adjustable eyeboit I4 and a pivot pin I5. Fluid pressure may be admitted to the cylinder 9 between the upper end of the cylinder and the piston I through an opening VIii which is threaded to receive a pipe I1. When uid pressure is admitted to the cylinder v9 through the pipe I'I and opening I6, the pistcn I0 will be forced downwardly and the cylinder 9 upwardly, thereby separating the levers 6 and l,

and hence moving the braking bars toward their effective or braking positions. It will be obvious that when the braking bars vare moved to their braking positions, they will exert a braking force which is proportional to the pressure of the iluid supplied to the cylinder 9.

The motor M is controlled by two magnet valves VI and V2, each comprising a valve stem I8 biased to an upper position by means of a spring I9, and provided with a winding and an armature 2I. valve stem I8 of this valve moves downwardly against the bias exerted by the associated spring I9, and pipe I'I is then connected with atmosphere through a port 22. When valve VI is deenergized, however, pipe I'l is disconnected from atmosphere. When valve V2 is energized, valve stem I8 of this valve moves downwardly, and connects the pipe l1 through a pipe 23 with a pipe 24 which is constantly supplied with fluid pressure, usually air, from a suitable source not shown in the drawing, but when valve V2 is deenergized, as shown in the drawing, pipe 23 is disconnected from the pipe 24. It will be apparent, therefore, that when valve VI is energized, the region of cylinder 9 of motor M between the piston I0 and the upper end of the cylinder is connected with atmosphere, so that the braking bars of the car retarder will then be held in their ineffective or non-braking positions by gravity. When, however, valve VI is deenergized and valve V2 is energized, fluid pressure will be supplied to the upper end of cylinder 9 of motor M thus causing the braking bars to move to their effective or braking positions.

The valves V are controlled in part by a plurality of pressure responsive devices P2il--3, 1345-55, and P10-80, each comprising a Bourbon tube 25 connected to the pipe I'I, and hence subjected to the pressure of the iiuid in the region of cylinder 9 between piston IB and the upper end of the cylinder. Each Bourbon tube 25 controls two contacts 2E-26a and ZIB-2Gb. The pressure responsive devices P29-3, P25-55, and P10- 89, are so constructed and so adjusted that they will operate successively as the pressure in the Yregion of cylinder 9 between the piston I and the upper end of the cylinder increases. For example, for all pressures below 20 pounds per square inch, the contact 2S-29a of each of these devices is closed. If the pressure exceeds 20 When valve VI is energized,

pounds per square inch, however, contact zii-26a of device P2B- 3D opens, and if the pressure exceeds 30 pounds per square inch, contact 26-2513 of device P2il3 closes. In similar manner, the pressure responsive devices 1345-55 and P19-80 are adjusted to open their contacts ZE-Za at and '70 pounds per square inch, respectively, and to close their contacts ZS-Zb at and 80 pounds per square inch, respectively. Of course, these speciiic pressures are not essential but are only mentioned for purposes of explanation.

The valves V are controlled by means oi a manually operable lever L which as here shown is capable of assuming ve positions, indicated by dotted lines in the drawing and designated by the reference characters pI to p5, inclusive. The lever L controls a plurality of contacts each designated by the reference character 21 with a distinguishing suix corresponding to the position of the lever in which the corresponding contact is closed. For example, contact 2l-I is closed in the pl position of the lever, contact 2l-2 in the p2 position of the lever, etc.

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

The valves V are also controlled in part by a relay D which relay, in turn, is controlled by two rail contactors RCI and RC2 and by the lever L. The contactors RCI and RC2 are located respectively in advance and in rear of the retarder, and may have any desired construction which will cause an associated contact to become closed when and only when locomotives having wide wheels pass the contactors. As here shown, these contactors are each similar to the contactor shown in detail in Figs. 2 and 3.

Referring to Figs. 2 and 3, the contactor here illustrated comprises a vertical lever 6I provided at its upper end with a contact shoe 99, and at its lower end with a channel shaped recess 62 which loosely receives the base iiange of the rail I in such manner that the lever is ree to pivot about the base flange as a fulcrum. Pivotally attached to the lever intermediate its ends by means of a pivot pin 63 is a spring bolt 64, the free end of which extends with clearance through a hole 65 in the rail web and is provided with a compressed spring 56, a thrust washer El, and a spring tension adjusting nut E9. The spring 66 serves to bias the lever toward the rail I to a position in which a screw 69 adjustably screwed through the upper end of the lever engages the side of the head of the rail, and this screw is so adjusted that car Wheels of the usual width will clear the contact shoe, but that, the wide wheels of locomotives will engage the contact shoe and will rotate the lever in a counterclockwise direction as viewed in Fig. 2 about its point of engagement with the base flange of the rail.

The lever iii is also connected by means of a connecting rod Til to the operating crank of a circuit controller I. This circuit controller may be of any suitable type, but as here shown this circuit controller is similar to that shown and described in Letters Patent of the United States No. 2,190,520, granted to Edwin G. Little on February 13, i940. For purposes of my present disclosure it is suiiicient to point out that this circuit controller includes a contact 'I2 shown diagrammatically in Fig. l, which contact is open when the lever l occupies its normal position in which it is illustrated in the drawing, but which contact becomes closed when the lever is rotated away from its normal position by the wide Wheels of a locomotive.

In many cases, car retarders are located di rectly in front of a switch in the manner shown diagrammatically in Fig. 4, and when this conditionsexists, it is necessary to provide a contacter on each track in rear of the switch to permit the contactors to be spaced far enough away from the retarder, for a reason which will appear presently. When itis desired to provide a contactor on each track, the spring rod 55 oi the contacter associated with the track rail l of the one track may be connected by means of a turnbuckle 13 and a connecting rod 14 with another lever 56a. similar to the lever 5|, which latter lever is associated with one of the track rails la of the other track. With this arrangement, a locomotive approaching the retarder from the right, as viewed in Fig. 4, on either track will actuate the circuit controller through the medium of the lever 6| or Gla associated with that particular track, and this arrangement has the advantage that it requires only one circuit conf troller for both tracks.

It should be particularly pointed out that with the contactors constructed in the manner described, the circuit controller of itself can be of standard construction, and can be located on the ties where it is accessible and is not subjected to the direct vibration of the rails.

Associated with relay B is a buzzer BU the function of which will be made clear presently.

As shown in Fig. l, all parts of the apparatus are in the positions which they occupy when no cars are to be retarded. That is to say, the contacts 12 of both contactors RCI and RC2 are open, relay D occupies it deenergized position, the

buzzer BU is deenergized, and lever L occupies s:

its pl or off position in which all of the contacts with the exception of the contact '2-l are open. Valve V2 is therefore deenergized, but valve Vl is energized over a circuit which passes from a suitable source of current here shown as a battery B through wires 15 and 15, back Contact 'E1-1lb of relay D, wire 18, contact 21| of lever L, line wire 35, wire 29, winding 2i) of valve Vl, and line wire 31 back to battery B. Since valve V| is energized, cylinder 9 of motor M is connected with atmosphere through port 22, and the braking bars are therefore held in their nonbraking positions by gravity. Furthermore, since cylinder 9 is vented to atmosphere, the contacts {iii- 220i of the pressure responsive devices P are all closed and the contacts 2S- 255 are all open.

If now with relay D in its deenergized position, lever L is moved to its p2 position, the circuit previously traced for valve VI will become interrupted so that this valve willI become deenergized, and valve V2 will become energized over a circuit which passes from battery B through wires 15 and 15, back Contact 'l1- 11b of relay D, wires 18 and 32, contact 21-2 of lever L, line wire 33, contact 25K-25a of pressure responsive device P25- 33, wires 39, 4l] and 5i), winding 2l] of valve V2, and line wire 31 back to battery B. The deenergiza-tion of valve Vl will cut off the supply of fluid pressure to cylinder 9 of motor M, while the energization of valve V2 will connect the cylinder with the pipe 22 so that fluid pressure will then be supplied to the cylinder thus moving the braking bars to their braking positions. When the pressure of the fluid in cylinder 9 increases to 20 pounds per square inch, contact 26-25a of pressure responsive device P20--30 will open and will deenergize valve V2, and if the pressure in the cylinder increases to pounds per square inch, contact 26-2517 of pressure responsive device P20- 35 will become closed and will complete a circuit for valve VI, which circuit may be traced from battery B through wires 15 and 16, back contact 11-11b of relay D, wires 18 and 32, contact 21-2 of lever L, wire 38, contact 26-2tb of pressure responsive device P2B-3B, wires 34 and 35, an asymmetric unit 5| in its low resistance direction, Wire 49, winding 25 of valve V|, and line Wire 31 back to battery B. Valve Vl will therefore become energized and will vent fiuid from cylinder 9 to atmosphere until the pressure of the fluid in the cylinder increases sufliciently to cause Contact 25E-26h of pressure responsive device P20-3l) to open and deenergize valve VI. It will be seen, therefore, that with the apparatus shown in Fig. l, when lever L is moved to its p2 position and relay D is deenergized, the braking bars will be held in their braking positions by a pressure of between 20 and 30 pounds per square inch.

If lever L is moved to its p3 position when relay D is deenergized, valve V2 will become energized over a circuit which passes from battery B through wires 15 and 16, back contact 11-11b of relay D, wires 18, 32 and 3|, contact 21-3 of lever L, wire 43, contact 2li- 25a of pressure responsive device P25-55, wires 4!) and` 50, winding 2E) of valve V2, and line wire 31 back to battery B. Valve V2 will now remain energized until the pressure of the uid in cylinder 9 increases to 45 pounds per square inch, at which time contacty 26-2i`ia of pressure responsive device PGE- 55 will open and will deenergize valve V2. If the pressure of the fluid in cylinder 9 increases to 55 pounds per square inch under these conditions, valve Vl will become energized over a circuit which passes from battery B through wires 15 and 15, back contact 11-11b of relay B, wires 18, 32 and 3|, contact 21-3 of lever L, wire 43, contact 26-26b of pressure responsive device P45- 55, wire 35, asymmetric unit 5| in its low resistance direction, wire 49, winding 25 of valve Vl, and line wire 31 back to battery B. It will be seen, therefore, that when lever L occupies its p3 position, the braking bars will be held in their braking positions by a pressure of between and pounds per square inch provided that relay D is then deenergized.

If lever L is moved to its p4 position when relay D is deenergized, valve V2 will become energized and will remain energized until the pressure of the uid in motor 9 increases to '10 pounds per square inch, the current for the valve under these conditions passing from battery B through wires 15 and 15, back contact 11-11b of relay D, Wires 18, 32, 3| and 3l), contact 21-4 of lever L, line wire lli, contact 2li- 25a of speed responsive device P12-B, wire 5i), winding 2|) of valve V2, and line wire 31 back to battery B. If the pressure of the fluid in the motor now increases to pounds per square inch, valve VI will become energized over a circuit which passes from battery B through Wires 15 and 16, back contact 11-11b of relay D, wires 18, 32, 3| and 35, contact 21-4 of lever L, line Wire 44, contact 26--2511` of pressure responsive device Pnl- 80, asymmetric unit 5| in its low resistance direction, wire 49, winding 2!) of valve Vl, and wire 31 back to battery B. It follows that when lever L occupies its pil position if relay D is then deenergized, the braking bars will be held in their braking positions by a pressure of between "I9 and 80 pounds per square inch.

If lever L is moved to its p Vposition -when relay D is deenergized, valve V2 will become energized and will subsequently remain energized by virtue of a circuit Which passes from a battery C through line wire 31, Winding 20 of valve V2, an asymmetric unit .52 in its low resistance direction, line wire 44, contact E'I-S of lever L, wire 8I, back contact 8] of relay D, and wire I9 back to battery C. Under these conditions, therefore, the braking bars will be held in their braking posit-ions by a iiuid at full line pressure.

It should be observed that if the operator moves the lever L from a position corresponding to a higher braking force to a position correspending to a lower braking force, the apparatus immediately and automatically reduces the braking pressure to a value corresponding to the new position of the lever in a manner which will be apparent from the drawing without tracing the sequence of operation in detail.

When lever L occupies any one of its p2, p3, p4, or p5 positions, so that the braking bars occupy their braking positions, and the operator wishes to restore the braking bars to their non-braking positions in which they are illustrated in the drawing, Vhe will restore the lever L to its p! or off position. All circuits for valve V2 are then interrupted, and the circuit previously traced for valve VI becomes closed at contact 2`I-I of lever L. Valve V2 therefore becomes deenergized and cuts 01T the supply of fluid pressure to motor M, while valve VI becomes energized and vents the fluid which was previously supplied to the motor to atmosphere. The braking bars therefore return to their braking positions under the influence of gravity. When the braking bars reach their braking positions, the parts are all restored to the positions in which they are illustrated in the drawing.

It should be pointed out that with the apparatus constructed as shown in Fig. 1, if the asymmetric unit 5I were omitted and the contacts of one of the pressure responsive devices became short circuited, as by a drop of water, when lever L occupies its pl or off position, the valves VI and V2 would then both become energized. and there would be a continuous exhaust of uid pressure from the source of atmosphere. The asymmetric unit 5I, however, prevents this from happening because it prevents the ow of current from the line wire 33 t0 the pressure responsive devices, and hence to the valve V2, under these conditions. The asymmetric unit 52 is provided to permit selective control of the valves VI and V2 over a single pair of line wires, by reversing the polarity of the current supplied to the line wires.

I shall now assume that lever L occupies any one of its p2, p3, p4 or p5 positions, so that the braking bars are in their braking positions, and that a locomotive having wide wheels approaches the retarder in the direction to pass the rail contactor RCI prior to entering the retarder. As the locomotive passes the contacter RCI, the wide wheels of the locomotive will cause the associated contact l2 to become closed, and will thus complete a pick-up circuit for relay D which may be traced from battery B through wires 'I5 and 82, contact 1.2 of contactor RCI, wires 83, 84 and 85, the winding of relay D, and wire 85 back to battery B. Relay D will therefore pick up and will interrupt at its back contacts 'II-I'Ib and 8U all circuits previously traced for valve V2, and

will complete at its front contact I1-'Ila a circuit for valve VI which circuit may be traced from battery B through wires 'I5 and 16, front contact 'I'I-'I'Ia of relay D, wires 88, 33 and 49, the winding of valve VI, and line Wire 3'I back to battery B. Valve V2 Will therefore become deenergized and valve VI will become energized thus causing the retarder to automatically move to its open or non-braking position. The contactor RCI is positioned sufficiently far in advance of the retarder so that there is sufficient time for the retarder to open before a locomotive traveling at the ordinary yard speeds Will reach the retarder, and it follows therefore that the locomotive will pass through the retarder without causing any damage.

When relay D becomes picked up in the manner just described it is subsequently held up by virtue of a stick circuit which may be traced from battery B through Contact 21.-2 to 5 of lever L, wire 83, front contact 8T of relay D, the Winding of the buzzer BU, wires 90 and 85, the winding of relay D, and wire back to battery B. Since this stick circuit includes the buzzer BU, this buzzer will give an audible indication whenever the stick circuit is completed. It Will be seen, therefore, that if a locomotive having wide wheels approaches the retarder when it is closed, the retarder will become automatically opened and the buzzer will start to sound in the tower to thereby inform the operator that he has lost control of the retarder. The control of the retarder can be restored to the operator by simply returning the lever L to its 01T position. rIhis movement of the lever will interrupt the stick circuit for relay D at contact 21-2 to 5 of the lever, and as soon as the stick circuit becomes opened, relay D will become deenergized and will thus restore the apparatus to the position in which it is shown in the drawing.

If a locomotive having wide wheels approaches theretarder in the direction to pass the contactor RC2 before it enters the retarder and the lever L then occupies any one of its on positions, the resultant closing of the contact 'I2 of contactor RC2 will complete another pick-up circuit for relay D which will be obvious from an inspection of the drawing. Relay D will therefore become picked up, and, when this happens, the apparatus will function to open the retarder in the same manner as Was described above when relay D picked up due to a locomotive passing the contactor RCI.

Although I have herein. shown and described only one form of railway braking apparatus embodying my invention, it is understood that various changes and modifications 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 car retarder, manually operable means for opening and closing said car retarder, and means controlled by the wide wheels of a locomotive for opening said retarder if it is closed when the locomotive approaches it.

2. In combination, a car retarder provided with a braking bar movable toward and away from a track rail to a braking and a non-braking position, manually operable means for controlling the movement of said braking bar to its braking and non-braking positions, and means for automatically moving said braking bar to its non-braking position if it occupies its braking position when a locomotive having wide wheels approaches it to prevent derailment of the locomotive or damage tothe retarder by the locomotive or both.

3. In combination, a car retarder movable to open and closed positions, a manually operable lever having on and 01T positions, a relay, means for energizing said relay when a locomotive having Wide wheels approaches said retarder, means effective if said relay becomes energized when said lever occupies its on position for subsequently maintaining it energized until said lever is moved to its off position, and means controlled jointly by said lever and said relay for controlling said retarder in such manner that said retarder will normally occupy its closed position when said lever occupies its on position but Will be automatically moved to its open position if it occupies its closed position when said relay becomes energized.

4. In combination, a car retarder, a relay, means for energizing said relay When and only when a locomotive having wide wheels approaches said retarder, a manually operable lever, and means controlled jointly by said relay and said lever for controlling said retarder.

5. In combination, a car retarder, a manually operable lever located at a point remote from said retarder, a relay, means controlled by said lever for closing said retarder when and only when said relay is deenergized, means for energizing said relay when a car having wide wheels approaches said retarder, means for automatically opening said retarder if it is closed when said relay becomes energized, and means for indicating to the lever operator when said retarder l becomes opened due to energization of said relay.

6. In combination, a car retarder having open and closed positions, a manually operable lever having an orf and a plurality of on positions, a relay, a locomotive having wide wheels approaches said retarder, a stick circuit for said relay including Aa contact of said lever closed in any of the on positions of the lever, an indication device included in said stick circuit for indicating to the lever operator when said stick circuit is closed, means for closing said retarder When said lever is moved to any one of its on positions if said relay is then deenergized and for opening said retarder when said lever is moved to its off position, and other means for opening said retarder ii it is closed when said relay becomes energized.

7. In combination, a car retarder having open and closed positions, a manually operable lever having an off and an on position, two rail contactors one located in advance and one in rear of said retarder and each including a contact which becomes closed when and only when the wide Wheels of a locomotive pass the contactor, means for energizing said relay when the contact oi either contactor becomes closed, means for closing said retarder when said lever is moved to its on position provided said relay is then deenergized, means for opening said retarder if said relay becomes energized when said lever occupies its on position, and a stick circuit for said relay including a contact of said lever closed only in the on position of the lever.

8. In combination, a car retarder having open and closed positions, a manually operable lever having an off and an on position, two rail contactors one located in advance and one in rear of said retarder and each including a contact which becomes closed When and only when means for energizing said relay when Cil the wide wheels of a locomotive pass the contactor, means for energizing said relay when the contact of either contactor becomes closed, means for closing said retarder when said lever is moved to its "on" position provided said relay is then deenergized, means for opening said retarder if said relay becomes energized when said lever occupies its on position, and a stick circuit for said relay including a contact of said lever closed only in the on position of the lever, said contactors being spaced sufciently far from the retarder to give the retarder time to :fully open before a locomotive traveling at ordinary yard speeds will reach the retarder after passing one of said contactors.

9. A trackway contactor for use with a track rail comprising a vertical lever provided at its upper end with a wheel engaging shoe and at its lower end With a recess which loosely receives the base flange of said rail in such manner that the lever is free to pivot about the base flange as a fulcrum, means for biasing said lever toward the rail, adjustable means for limiting the movement of the shoe toward the rail, and a circuit controller operatively connected with said lever.

10. A trackway contactor for use With a track rail comprising a vertical lever provided at its upper end with a Wheel engaging shoe and at its lower end with a recess which loosely receives the base flange of said rail in such manner that the lever is free to pivot about the base flange as a fulcrum, means for biasing said lever toward the rail, adjustable means for limiting the movement of the shoe toward the rail, and a circuit controller operatively connected with said lever, said adjustable means being so adjusted that said lever will be rotated to operate said circuit controller when and only when a Wide locomotive wheel passes said contactor.

1l. In combination, a car retarder located in advance of a switch, a rst contactor disposed in advance of said retarder, a second contactor disposed in rear of said retarder and having two operating arms one associated with both tracks leading from said switch, manually operable means for at times closing said retarder, and

' means controlled by said contactors for automatically opening said retarder when a locomotive having wide wheels passes either one of said K contactors.

l2. In combination, a car retarder, a track rail contactor operable only by a locomotive having Wide wheels disposed in a position to be operated by a locomotive approaching said retarder, means for closing and opening said retarder, and means controlled by said contactor for automatically opening said retarder if said retarder is closed when said contactor becomes operated.

13. In combination, a manually operable lever having an off and an on position, a car retarder normally operable to an open or a closed position according as said lever occupies its oi or an on position, and means effective if said retarder is closed when a locomotive having wide Wheels approaches said retarder for automatically opening said retarder and for subsequently maintaining it open until said lever is moved from the on position it then occupies to its off position and back to an on position.

14. In combination, a manually operable lever having an 01T and an on position, a car retarder normally operable to an open or a closed position according as said lever occupies its oiT' or an on position, a trackv rail contactor operable only by a locomotivel having wide Wheels approaching said retarder, and means controlled by said contacter for automatically opening said retarder if it is closed when said contacter becomes operated.

15. In combination, a manually operable lever having an off and an on position, a car retarder normally operable to an open or a closed position according as said lever occupies its off or an on position, a track rail contacter operable only by a locomotive having wide Wheels approaching said retarder, and means controlled by said contactor for automatically opening said retarder if it is closed when said contacter becomes operated and for indicating to the lever operator that said retarder has been opened.

HERBERT L. BONE.

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