US1347890A - Control system - Google Patents

Description

ZZ MM ZZ G. BRIGHT, G. H. F. HOLY AND H. K. HARDCASTLE.

' CONTROL SYSTEM. APPLICATION FILED NOV. 12. 1915. 1,347,890. Patented July 27, 1920.

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CONTROL SYSTEM.

APPLICATION mu) NOV. 12. 1915.

1,347, 90, A Patented July 27,1920.

2 SHEETSSHEET 2.

75 Mafo/J- d I v lg/1 WITNESSES: INVENTOR Grebe/0150M); Guys/X15704.

UNITED STA E PATENT OFFICE.

GRAHAM BRIGHT, OF WILKINSBUR-G, GEORGE H. I. HOLY, 0F PITTSBURGH, AND HARRY K. HARDCASTLE, OF VVILKINSBURG, PENNSYLVANIA, ASSIGNORS TO WESTINGHOUSE ELECTRIC AND MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

CONTROL SYSTEM.

To all whom it may concern:

Be it known that we, GRAHAM BRIGHT, a citizen of the United States, and a resident of lVilkinsburg, and GEORGE H. F. HoLY, a citizen of the-United States, and a resident of Pittsburgh, and HARRY K. HARD- CASTLE, a citizen of the- United States, and a resident of Vilkinsburg, respectively, in the'county' of Allegheny and State of Pennsylvania, have invented a new and useful- Improvement in Control Systems, of which thefollowing is a specification.

Cur invention relates to control systems for poling locomotives and more specifically to the remote control of locomotives of this class. a

One object of our invention is to provide a system by means of which the operator may fully control the operation of a locomotive from a remote point.

Another object of our invention is to provide a system through the agency of which a locomotive may be automatically accelerated and be prevented from developing full: torque in one direction of operation untilthe load has been applied, and to provide means by which the operation of the poling arm, which is attached to the side of the locomotive and used for pushingcars along adjacent racks, may be controlled from a point remote from the locomotive.

A.- further object of our invention is to make provision for automatically stopping the locomotive when either end of thetrack is reached and for preventing its being started again except in a reverse direction.

In the prior art, locomotives employing poling arms attached to the sides thereof, whereby a locomotive on one track may be used to shift or push cars on an adjacenttrack, have been employed. In such cases, howeveipthe presence of an operator is re- ;quired upon the locomotive for the purpose Specification of Letters liatent. Patented July ;1920 Application filed November 12, 1915. Serial No. 61.056.

be controlled in accordance with our invention; F1g. 3 1s .a diagrammatic view of the main-circuit connections of asystem of control embodying our invention, and Fig.

4 is a diagrammatic view of the auxiliary.

wheels 7 by means of'two sets of gear wheels 8 and 9 and is furnished with power by the trolley poles 5 and 6.

The poling arm 2 is mounted on a shaft 10 and has a key-and-slot connection therewith which allows the arm to slide along the shaft but insuring rotative movement therewith. The arm 2 is normally held in a central position on the shaft 10 by springs 11 which are disposed on opposite sides thereof and are adapted to take up the shockwhen a load is applied to the arm. The shaft 10 is mounted in a set of bearings 12 and is connected to the auxiliary'motor 3 by a set of gear wheels 13. The motor 3 is supplied with power through the trolley pole 4. The arm 2 may be positioned by a spring (not shown) in opposition to the motor 3 when the arm is raised to a horizontal position, or a counter-balanced weight (not shown)-n1ay be used to minimize the torque required to raise the arm'2 and to return it to a vertical position when the supply of energy to the motor is interrupted.

Referring to Fig. 3' of the drawings, the

system shown embodies trolley conductors 16, 1'7 and 18, a motor 1 having an armature A and a field-magnet winding F, unit switches U1, U2, D1 and D2 for controlling the direction of current from the conductors 17 and 18 through the armature A, an armature-short-circuiting resistor 19 and a gov erning switch 20 therefor, unit switches R1, R2 and R3 for governing accelerating resistors Rl, 112 and R'3, a limit. switch L for automatically controlling the progressive operation of said switches R1, R2 and R3, and an electric brake 21.

Referring to Fig. 4, an electric generator 31, or other suitable source of energy, is adapted to supply energy to the trolley conductors 16, 17 and 18 in accordance with auxiliary switch 37, which is associated the manipulation of selective switches 32 and 33, and section insulators 34 and 35 are interposed near the opposite ends of the re- 7 tion insulators referred to, the supply ofenQ ergy from the trolley conductor in which the insulator is disposed, is cut off, thereby pre venting further operation, in that particular direction.

lVhen the switch 32 is closed, the trolley conductor 16 is energized and supplies energy to the auxiliary motor 3 for the purpose of raising the poling arm 2. The operation, of the several unit switches is dependent upon the particular trolley conductor that is receiving energy from the generator 31. lVhen trolley conductor 1'? isenergized, the operating coils of the unit switches D1 and D2 are energized to connect the driving motor 1 for one direction of operation, while the other direction'of rotation is. effected when the operating coils of the unit switches U1 and U2 are energized from, the trolley conductor 18.

The energy for the operating coils of the resistor switchesRl, R2 and R3is received from the one or the other of the trolley conductors 17 and 18, and, for the purpose of maintaininga definite voltage across these coils,.,a, control resistor 36 is employed. Theiclosure of the unit switches R1, R2 and R3 is effected progressively and automatically through the action of the limit switch L in conjunction withcertain of the interlocked switches,as is customary in the art.

In one direction of operation, when the unit switch U2 is closed, the operating coil of the short-circuiting switch 20 is shortcircuited' and, therefore, said switch is maintainedin its open position to permit the development of full torque by the driving motor 1. In the other direction of operation, the operating coil of the short-circuiting switch 20 is normally energized to effect its closure, whereby the short-circuiting resistor 19 is connected in multiple relation to the armature A of the driving motor. Thus, the operating characteristics of the motor 1 are modified, and it is prevented from developing-its full-load torque until an with, and actuated;.by, the poling arm 2 when a load isapplied thereto, is closed to short-circuit the operating coil of the switch 20. Switch 2 0,1therefore,is deenergized and opened to interrupt the shunt circuit through the short-circuiting resistor 19, whereby the normal characteristics of the motor -1 are restored and full. torque may be developed.

Having set forth, in a general way, some of the essential operating features of our invention, we shall now describe theoperation'in detail.

The motor 1 is of the series type and, under operating conditions, its armature A and field-magnet winding E are connected in series-circuit relation with the acceleratingresistors R1,R2 and R3 and the operating coil of the electromagnetic brake 21.

The several unit switches U 1, U2,,D1, D2, R1, R2, R3 and 21 are preferably electrically operated andmay be of any suitable construction. Certain of these switches embody auxiliary interlock switches which serve, in

conjunction with other apparatus, for pre scribing the sequence of operation of some of said switches. The interlock switches will be designated hereinafter by the reference characters which are applied to the'unit switches with which they are associated, followed by in or out', which signifies the position of the unit switch in which its interlock switch is closed. F orzexample, interlock Ulin indicates that the interlock switch of the unit switch U1 is closed in the in position of the switch U1.

The electrically operated brake 21 comprises an electromagnet 38 connected by a link 39 to one end of a lever 40 that is pivoted at 41' intermediate its ends. The lower end of the pivoted lever 40 is connected to a brake shoe 42, and a spring 43 is associated with said lever and isnormally adapted to apply the brake when the electromagnet 38 is denergized'. c

Assuming thecircuit connectionsand apparatusto bevas shown in the drawings, the.

operation of the system is as follows: If it is desired to raise the arm 2-, theswitch 32 isv closed to complete a circuit from the generator 31 which includes-the conductor 16, trolley pole 4, motor 3, and return-circuit conductor or rail 15 to the generator 31. The motor 31-is supplied with energy and is operated touraise the arm 2 from verticalto a horizontal position, sothat cars on a track ad 'acent to the locomotlve may be moved by it.

In order to operate the locomotive in a direction to the right, as shown upon the drawing, switch 33 is' moved to the left to engage contact terminal 45k and close a circuit including power conductor 17, trolley pole- 5 and the operating coils of unit switches D1 and D2 to the return conductor 45., Unit switches D1 and: D2 then operate to close a main motor circuit from power conductor. 17, which includes trolley pole 5, unit switch D1, the energizing coil= of'limit switch D, armature A' of' the motor 1,'unit switch D2, fieldrmagnet windings F, resistors Rl, R2 and 3'3, and brake magnet 38 to the ground return cond'uctor45. Thus, driving motor 1 is operated to propel the locomotive'inthe desired direction, the coil of the limit switch L being energized to raise said limit switch, and the brake magnet 38 cludes interlock switch D1-in, which isclosed when the unit switch D1 is operated, limit switch L, interlock R1.out, operating coil of the'resistor switch R1, and the oper-. atingcoil'of the short-circuiting switch 20 to the round-return circuit 45. The unit switch 1 is thereby energized and operated to shunt the resistor Rl from the circuit of the motor 1, causing the motor to increas its speed under increased current.

As soon as the switch R1 is closed, its in teriock R1out is opened and its interlock B1in1 is closed concurrently to establish a holding circuit through its operating coil, while its interlock R1in2 is closed toprepare a circuit forthe operating coil of the unit switch R2. f

Upon the completion of the circuit just traced, the short-circuiting switch 20 is simultaneously energized and closed to con- .nect the short-circuiting resistor 19 around the armature A of the motor 1 and prevent the locomotive developing full torque until a loa d is applied to the poling arm2 to closethe switch 37 The switch 37, when operated,

I closes the shunt circuit around the operating coil of unit switch 20 and renders the same inoperative. Thus, said switch is deenergized and is permitted to open and to remove the short-circuiting resistor 19 from the circuit, after which the load may be operated under full-torque conditions of the locomotive. Upon the exclusion of the resistor Rl, the increased motor current traversing the energizing coil of the limit switch L, causes it to be raised to prevent the closure of the resistor switch R2 until the motor current has fallen to a predetermined value.

As the motor 1 accelerates, the amount of f current flowing through the energizing coil of the limit switch L is decreased, thus permitting the limit switch L to be closed to complete an energizing circuit through the operating coil of the unit switch R2.

The resistor switches R2 and R3 are thus automaticallyoperated in sequence to exclude the resistors R'Q and R'3 in a manner similar to that described in connection with the switch R1, which will be readily understood by those skilled in the art without further description.

It the switch 33 is kept closed, the locomotive will continue in the direction considered until the trolley pole 5 passes over the section insulator 35 which breaks the power circuit for the motor 1 and all switches, thus applying the brake 21 and stopping the locomotive.

The locomotive, being at the right hand end of the track, as shown in the drawings, may be operated in'a reverse direction by moving switch 33 into'contact with the contact terminal 46, thereby closing a circuit from the generator 31 including switch 33, power conductor 18, trolley pole 6, operating coils ofthe. unit switches U1 and U2 and when the circuit was closedby the unit switches D1 and D2. Therefore, the motor 1 operates in a reverse direction. 1

The interlock switch 'U1in,- the limit switch L, and the resistor interlock switches cooperate to cause the resistor switches R1, R2 and R3 to close the shunt circuits around the resistors Rl, 'R'2 and R'3 in a'p1edetermined sequence similar to that described in connection with the operation of the locomotive in the opposite direction.

' However, in operating the locomotive in the direction last considered, interlock switch U2'in is closed to complete a shunt circuit around the coil of unit switch 20 so that said switch 20 is prevented from closing the shunt circuit around the armature A. Thus, the locomotive is allowed to developits full torque at on'c'e, when operating in this direction.

At the end of the travel'o'f the locomotive in the direction under consideration, the trolley pole 6 passes over the section insulator 3% which opens the circuit of the'motor 1 and all the'unit switches, thus deenergizing the brake 21 and stopping the locomotive. l

.Various modifications in the circuit connections and improvements of the operation may be efl'ected without departing from the scope and spirit of our invention, andv we desire, therefore, that only such limitations shall be imposed as are indicated in the appended claims.

We claim as our invention:

1. In a control system, the combination with an electric locomotive, and a plurality of extraneous supply-circuit conductors two of whichrespectively correspond to forward and reverse operation, of means controlled at a distance from the locomotive for operating the same through the medium of said conductors, and means dependent upon the position of the locomotive relative to the respective conductors for automatically stopping the locomotive.

2. In a control system, the combination starting of it except in the reverse direction,

'3. In a control; system, the combination with an electric locomotive having a poling arm, of meanscontroll'able at a point re:

mote from the locomotive for governing the operationrof the poling arm and the locomo-, tive.

I 4. In a polingarm and means for electrically operating said poling arm, I

In a control system, the combination with an electric locomotive having a poling arm,- of means controlled at a distance from the locomotive for operating the poling arm. 6. In a control system, the combination with an electric locomotive having a poling arm, of means controlled at a distance from 'thelocomotive for operating the polmg arm.

and means controlledrat a distance for operating the locomotive V T. In a control system, the combination with an electric locoinotivehaving a poling arni,of ineanscontrolled at a distance from,

the locomotive for operating thepoling arm, means controlled at a distance from the locomotive for operating the locomotive and means for automatically stopping the loco-- 'with an electric locomotive having a poling arm and electrically; operated brakes, of 7 means controlled at a distance from the 1000- control system, the combination' with an electric locomotive, of a movable pliedtliereto. Y

locomotive for operating the saine, and

means for preventing the development of the ,full driving effort of the locomotive until aload: is appliedto. thepoling arm.

510.:lii a control system, the combination with an electric locomotive .liaving a poling arm, of means for operating the poling arm, means for operating the locomotive, and means for preventingthe-operation of he locomotive at full torque. until a load is a 11. In a conti'ol;system,- thecombiiiation with an electric locomotive and ,a driving motor therefor, of means for controlling the operationqof said'niot-or, means ,ffor normally shunting the armature-0t the motor,-

and; means for opening the shunt circuit when alo'ad; is applied. to the. locomotive.

" 2;, In a control system, the combination arm and a driving motor for said locomowithan electric locomotivehaving a poling.

tive, ofmeans associated with the locomotive for effecting its operation in, QltllfiffllIQCtlOYl, means for operating the poling arm, a plurality of trolley conductors forsupplying energy to said drivingmotor,a trolley conducto'r for. supplyingf energyto the operating. ineans of' said polingarm and selective means for determining the trolley ,conductor to be utilized. 1 r V In testimony whereof we have hereunto -sul )scribed our names this 26th day of Get,

- GRAHAM BRIGHT.v GEORGE H, F. HOLY. HARRY K. HARDCASTLE.

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