US2508169A - Alternating current motor control system - Google Patents

Description

May 16, 1950 R. c. JONES AL'I'ERNATING CURRENT uo'roR comm. sysrzu Filed May 26, 1944 INVENTOR Rue] C. Jones WITNESSES: W W'eluuh- ATTORNEY Patented May 16, 1950 ALTERNATING CURRENT'MOTOR CONTROL SYSTEM Ruel C. Jones, Pittsburgh, Pa, assignor to Westinghouse' Electric Corporation, Eastlittsburgh, Pa., a corporation oi Pennsylvania Application May .26, 1944,8831 No.531j15 "21 Claims. (CL 318-286) My. invention relates to an electric aircraftlaunching catapult of the type utilizing a linearmotor towing-car, and it has particular relation to. improvements in the control-means therefor.

The control of a linear-motor catapult presents particularly diflicult design-problems because it .involves a short time, of the order of 6 seconds, more-r less, a large towing-car mass, which may be of the order of several tons, and a high maximum speed; necessary for aircraft-launching, which may 'be of the order of 90 miles per hour. more or less. Added to these problems is the danger of the possibility of a false start, without a proper connectirn between thetowing-cable and the aircraft to be launched, and the everpresent danger of a serious wreck, if there is any mishap during the launching or it the automatic adiustments, for predeterminin any particular launching-run, should prove to be wrong.

The general object of my present invention is to provide improved control-means for safeguarding the launching of aircraft with electric linear-motor catapults.

A more specific object of my invention is..to provide improved means for responding to any one. of a large'number of pro-selected positions of the car, along the length of the track, so that the. length of the accelerating run may be predetermined or pre-selected without requiring the utilization of. a large number of track-responsive selector-switches. The high launching speeds frequently make impractical the use of simple track-switches having parts-which are adapted to be struck by the car whenitpasses any 'par tlcular point, because the forces of such impacts, at speeds exceeding 50 miles per hour, more or less, is usually.- suchv as to overtax the strength of any readily available. structural material. My present invention provides. simpleand improved means or responding to a rare-selected one 01 a plurality of positions along the trackway, involving the use of a plurality o1v positionresponsive means, for developing relaying-energy at. each of their several positionaduring. the progress of an aircrait-launching. acceleratingrun, a single run-controlling relay-meshe and ore-selector means'for making the releyinuenergy or a pro-selected one or. more of. said positionresponsive means efleetivelyavailelble .in. said run-controlling relay-means.

.A further object 0!. my inventionvhas todo with means for initially energizing the. towingcar at a low voltage, and increasing the voltage or energlzation only after the initial energization has taken place.

With the foregoing. and other objects. in view. thy-invention, consists of the methods. systems, circuits, combinations, structures. apparatus and parts, hereinafter described and claimed and iilustrated-in:the accompanying.- drawing, where- .2 in the single figure is a diagrammatic view. oi circuits. and apparatus .involving my invention in an illustrative form of embodiment, with the parts not shown in proper scale in order to facilitate the illustration.

My invention is illustrated in connection with an aircraft-launching catapult involving a selfpropelled, polyphase-motored, aircraft-launching electric towing-car I, having a towing-cable 2 and a polyphase propulsion-motor, the primary winding of which is indicated. at 3. The towing-car l .rides on rack-rails 4, along the side of which is disposed athree-lphase third-rail bus 5a, 5b and 50. One of said three-phase supplybusses, 5c, is connectedto. the track-rails 4 at each of a plurality of. spaced points along the trackway, by means .of a large number of spaced connectors. 6. Energy forthe towing-car motor 3 is supplied by. means oi current-collectors la, 'Iband 1c, making electrical connection, respectively, with the bus 50, the bus 5b, and the track.

.flhe car-borne primary-winding 3 may represent any kind; of propulsion-motor: in a preferred form of construction, it is the primarymember of alinear-motor. construction, as set iorth in-my application SeriaiNo. 500,639, filed August 31, 1943, patented December 10, 1946, No. 2,4l2,5l,4, or in-an, application of- Maurice E. Jones and Lee A-..Kilgore, Serial NOB-506,198, filed-October 1.4,,1943, patented December 10, 1946, No. 2, 12,5l2,-and.assigned.to the Westinghouse Electric &.Manuacturing Company.

Rmpulsion-power"for the towing-car i is supplied to the third-raiL-busses 50,51). audio from a variable-voltage three-phase source which is shown in the. form of athree-phase synchronous generator 8..wbich-is driven from any suitable prime-mover"shafts and which is provided with exciting-field resistors R1, R2 and R3, the first two of whichmayhhe short-circuitedby .fleldrelays PI and- H, respectively.

In the drawing, the control is shown by schematic or fiacross the.- line diagram. The variousrrelays which areshown are of the-electromagnetic yp fi dthe same reference-character is utilized to apply to the=relay.-coils,.showndiagrammaticallyciroles, and to .the relay-centacts,:which areJnvariably-shown in their nonenergized. positions, thus suflieiently. designating and correlating. both, parts 01 each relay, that is, a both. its energizing-coil. and its-eontactfmeme ber. .01: members... or dotted. linesarenalso used. as a. ionizer-convention, for symbolically indicating how-the seriouspartsoteach relay are connected together. I speak. 'oi'an energizing-coilrtorlaselay, I meannto reler to any. kind ofi actuating-coiiwhich causes. the reiayito. be .movediromitsnormal. position, regarded as itsnonwactuat'ed position, .to 'its ac:

3 tuated or control-responsive position, whether the actuating or moving-force is actually produced by the relay-actuating coil. or merely controlled, or unlatcned, or tripped oil, by said relayactuating coil.

In the drawing, I am also showing only the circuits which seem to be necessary to convey an understanding of my present invention, omitting many of the interlocks and safeguards and other well-known features which make such control-diagrams extremely complicated, and which would be readily understood and applied by any control-engineer.

The terminal leads ii of the generator 8 constitute a variable-voltage polyphase supplymeans, the voltage of which can be controlled through the field-switches Fl and F2. The electrical energy of the polyphase supply-line II is fed, in either the positive phase-sequence or the negative phase-sequence, to the polyphase thirdrail assembly 5a, so, be, through the main contacts of either one of two main contactor-switches or relays designated W and E respectively, contemplating, for the sake of convenience in description, an east-and-west runway 4, with main contactor-relays W and E for energizing the motor 3 in a phase-sequence for developing a drivingforce in a westerly direction, or in an easterly direction, respectively.

The power-plant shaft 8 is also illustrated as being provided with a contact-making tachometer TACH, or other speed-responsive device, which makes a contact 12 when the generator 8 is being driven at a speed high enough to provide adequate accelerating-power forany particular aircraft-launching operation. If desired, the contact-point l2 of the tachometer TACH may be adjustable, so as to provide for different generator-speeds depending upon different startingconditions for aircraft of diflerent mass and take-off speeds. The tachometer-contact I2 is illustrated as being utilized to energize an auxiliary speed-responsive switch SI.

My special control-means is illustrated by various equipments which are diagrammatically indicated in the drawing. Referring to this apparatus in the order in which it appears on the drawing, reference may now be made to a plurality of track-transformers T8 to T28 which are shown in the form of current-transformers associated with the respective connectors 8 which are spaced along the trackway at frequent intervals, for feeding power into the track-rails 4 from the third-rail Be. When heavy take-of! accelcrating-energy is fed into the towing-car i, the larger part of this energy flows into the trackrails 4 at the point where the car makes contact with the rails, and the current-transformers T8 to T28 are designed to develop an adequate predetermined amount of relaying-energy when this heavy propulsion-current is flowing through their particular connectors 8.

In accordance with my invention, I provide a suitable selector-means for pre-selecting a particular one or more of the current-transformers T8 to T28, and for making its energy available for exciting a suitable run-controlling relay-means, which is illustrated in the form of two trackrelays TRI and TR2. Two track-relays TR! and TR2 are shown, so that the second track-relay can serve as a safeguard or back-up relay against a possible failure of the first relay, the second track-relay being energized from the next succeeding track-transformer, selected from the roup T8 to T28. as will now be described.

Energy for the two track-relays TRI and TR2 is applied to the respective relay-terminals l3 and I4, respectively, by means of any suitable selector-means, which is diagrammatically indicated in the form of push buttons numbered PBB to P1329, which may be of the stay where put type, and which are intended to represent any selector-switch means, whether of the pushbutton type, or of the knife-switch type, or of the drum-type, or of the sliding-contact type, or of any other suitable type, with any desired or suitable interlocks (not shown). The first and last push buttons P38 and P329 are provided, as shown, with only one pair of contacts, namely a make-contact l5 and a back-contact 16. All of the other push buttons, PB8 to PB28 inclusive, are provided with two pairs of such contacts. In each case, the back-contact i6 is utilized in a normally closed short-circuit around one of the track-transformers T8 to T28, while the corresponding front-contact I5 is utilized to connect that particular track-transformer to one or the other of the two terminals l3 and H of the two track-relays TR! and TR2.

The construction is such that the two and push buttons P38 and PB28, respectively, connect the track-transformers T8 and T28 to the track-relay TR2, so that only this single track-relay TR2 is energized when the car reaches the position corresponding to the selected track-relays T8 or T28, if either one of these end push buttons PB8 or P328 is depressed or selected. If any one of the intermediate push buttons PBS to P328 is selected, then two successive track-transformers, selected from the group T8 to T28 are connected respectively to the two track-relays TR! and TR2, so that both of these track-relays will be energized, one after the other, when the car reaches the selected point in its accelerating-run. The two track-relays TRI and TR2 thus supplement each other and make sure that at least one of them will be very certainly operated, in response to the position of the towing-car I along the trackway 8.

My main direct-current control-circuits are under the control of a control-switch H, which energizes a control-bus C+ from the positive terminal of any suitable direct-current control-source, the negative terminal of which is indicated at From the control-bus C+ a circuit is completed to a reset-switch I9 which is capable of making either a contact 28 or a contact 2|. The contact 28 is utilized only for the purpose oi energizing two reset-coils RSI and RSlwhich are associated with the respective track-relays TRI and TR2. These track-relays are of the position-maintaining type, which remain in whichever posltion'they occupy, even after the controlling-force has been removed therefrom. The reset-coils RSI and R32 are for the purpose of causing these track-relays TR! and IE2 to be reset to their normal nonactuated, or non-selected positions, whereas the actuating-coils TRI and TR2 are utilized for the purpose of causing said track-relays to move to their actuated or controlled or selected positions.

The other contact, 2|, of the reset-switch I 9 is the main relaying-contact of this switch, en ergizing a relaying bus which is designated by the same numeral 2|. Various relaying circuits are energized from this relaying bus 2|. The first such circuit, shown on the drawing, is a push-button circuit under the control of a starting switch which is shown, diagrammatically and schematically, in the form of push button PB,

although it is to be understood'that I am not by any means limited to a push-button form 01 a starting-switch. The push button PB energizes a relay-circuit or terminal 23-01 the operailing-coil of a take-elf relay TOR, the other terminal of which is connected to the negative bus (-l In addition to the take-off relay TOR, I provide a direction-selecting drum DD, and an emergencydrum ED, both illustrated in the form 01' drum-type controllers having a central "01? position, and right-hand and left-hand .east and "west" positions.

I also provide a timer T., which is illustrated in the form of a motor, energized from a 60- cycle supply-circuit 24.

When the take-ctr relay TOR is energized, it picks up its make-contacts 25, 25 and 21, immediately closing a holding circuit around the starting push button PB. This holding circuit may be traced from the conductor 2|, through the TOR. make-contact 25, and a back-contact TB of an auxiliary timer-relay TB, to a conductor 28, and thence through an "oil" drumcontact 29 of the emergency-drum ED, and through the TOR make-contact 28, to the TOR relay-terminal 23. The conductor 28 is also utilized to energize the actuating coil oi an interlock-relay IR, as shown at 3|, and also to enerelse other circuits which will be described later on.

Beiore actuating the starting-button PB to energize the take-oil relay TOR, the direction-selecting drum DD will ordinarily be actuated to either its "west or "east" position, although the direction-selecting drum DD could be moved subsequently to the energization of the take-0d relay TOR. This direction-selecting drum DD has two contact-members 32 and 33 which are e1- i'ective in its "west" position, and two contactmembers 34 and '35 which are effective in its "east" position.

The picking up of the third contact 21 of the take-oil relay TOR serves to energize the actuating coil of either the west or "east" contactor-switch W or E, according to the position oi the direction-drum DD. A partial circuit for these contactor-relays W and-E may be traced from the conductor 2|, through the TOR makecontact 21, and back-contacts TRI and TR2 oi the two track-relays TR! and TR2, to a conduetor -36, and thence through a make-contact 81 of the speed-responsive relay 8|. to a conductor 31. which leads to a correspondingly numbered contact-point 31 on the drum DD. 11 the drum DD is in its "west position, its contact-member 32 energizes a contact-point 38, from which a correspondingly numbered conductorJB leads, through an oil drum-contact not .the emergency drum ED, to a conductor 40, from which a circuit is completed to the operating coil of the main contactcr W, through an interlocking back-contact E of the other main oontactor E. It the direction-drum had been in its "east" position, its contact-member :35 would have Joined the contact-point 31 to a contact-point 4 I, which leads, through 9. correspondingly numbered conductor M, and through an "foil" ,drum-contact 42 .of the emergency-drum ED,-to a conductor 43, which energizes the contactor coil E through a back-contact W or the contactor W. I

.The conductor 31 is utilized also to energize the operating coil of the first field-controlling relay Fl, in a circuit which can be traced from the v.iiimductor 31, .through parallel-connected wandE. to a eondudor-Mmnd thence through a back-contact Fl of said ileld-relay-'-Fl,=m a conductor 45, and thence-through a make-contact-IR otthe interlocksrelaym, to a conductor 46, which energizes the operating coil ot=the fieldrelay Fl. The held-relay -Fldmmecliately seals itself in. in a :circuit whicn-canbe traoed 1mm the relaying conductor 28, through a make-contact "Fl voi said fleld-relayiFl- -to dheicondnotor 45 whichenergizes the operating coil Fl-through memake-icontact-IB and the relayingcimuitl'afi. I'he'eflectoi the energization of this field-rela Fi is-to increase the excitation-oi :the three-phase generator .8, changing thevlexeitation from its minimum; value which it had with :all threemi the fleld-resistorsB-L R2 and R8 incircilit. and causing the .tleldaexcitation ;to increase to a ilfllue :to .only two oiihe (field-re istors R: smell in theexcitins circuit :0! the s llerator. .It is noted-that this increase .in thelgencrater-excitation occurs only ,after, and ingesponse to; t emic g up -.or completed re onse of one of the main motor-starting contactors W or E from the, same control-circuit .31 which; is also .utilized to energize the-neld-rela -,F'|.

.Since the generator flux cannot v.chilIlBe instantly, in response to-an increase inits excitingfleld current, but changes .on1y- K dl1% -Y,.according to the time-con tant or the genera or, this mode of. fieid-circw; con rol insures that the generator-voltage shall start out at .a.,-1ow value, upon the initial energization of the towinsacar motor 3, thereafter increasing according to .the time-constant oi the generator-field, ii thejieldrelay F1. is .qulck in its .operat10n,..0r involvingany slowness ,oi' action, or other time-delay (litany) which may be built into the field-controlling relay Fl, as will be readily understood ,by those skilled in the art. .It will be read l understood, oficourse. that other, and more elaborate; ileldcontrol means may be ;utilized..10r cutting. out the field-resistancea-Rhfl and/or. B3 in two, or-, more steps, ii desired, and in any desired time -sequence. myriad-contro ing mea s bein i ten ed to be broadly indicative 01 any suitable ,vqlt age-increasing means for increasing :thevoltage of themupply-icircuit II, .or the output-term ll .01 .thegeneratori, atter=the initialenergizationoi the, motor 3.

'When the field-relay :Fl picksrl n. 28 make-contact :Fl closes a bypass-circuit around'thespeedresponsive 1contact ,sL, circuit can be traced irom the conductor 38, through the field-relay contact Fl, .to a conductor .41,.-and thence-:thmuah 1a ake-contact oritherme -west";=or 'iteas ,contector W or E. ,as the may -:be.. :to the conductor .31. :thereb by sing 11118; speeddeaponsive c tact Bi.-

bypassing circuit thus -assures ,the maintenance of ,the energization of the main contactor W or E throughout the aircraft-launching accelerating- ,run;oi the towing-O r I, even though the large amount of energy which is withdrawn from the generator I should cause the prime-mover shaft I to slow down below the point at which the tachometer-contact it-will be maintained. the speed-responsive relay SI being dependentupon said tachometer-contact l2.

v'Ihe towing-car l isnow well started onits aircraft-launching accelerating run, and the .automatic.controls are locked in, so that will .normally be completed. regardless or the starting pushbuttonIPB, or of the speed-responsiverelay-contact'sl. a

The acceleratingrrunoivthe-towing-car I conmake-contacts W and!!! of the main contactors "ll 'tinues'until timeout-reaches aweviouslyeelectod atoaic'e position along the trackway, at which time one of the track-relays TRI or TRZ becomes energized from the selected one of the track-transformers TRB to TR28. The response of the trackrelay opens its back-contact in the energizingcircuit for the conductors 36 and 31, thus deenergizing the main contactor W or E, whichever one was energized.

When one of the track-relays TR] or TR2 responds, it also closes a corresponding make-contact TRI or TRZ, which is to be found in series with the operating coil 01 an auxiliary timerrelay TA, in a circuit 48 which is energized from the relaying conductor 28. This circuit may be traced from the conductor 28, through the auxiliary timer-relay coil TA, and thence through either one of the make-contacts TRI or TR2, which are connected in parallel with each other, to the conductor 48, and thence through a makecontact 1B of the interlock relay IR, to a conductor 49, and to correspondingly numbered drum-contacts 48 and 49 oi the directiondrum DD.

If the direction-drum is standing in its west position, the drum contact-member 33 connects the point 49 to the conductor 4|, which energizes the "east main contactor E, as soon as the previously energized "west" contactor W drops out and closes its back-contact W. If the direction-drum DD had been standing in its "east position, the drum contact-member 34 would have connected the contact-point 49 to the conductor 38, which would energize the west" main contactor W, as soon as the east main contactor E opened its main contacts and closed its backcontact E. The effect, in either case, is to plug-- reverse the towing-car motor 3, by applying power thereto in the reverse phase-sequence. It will be understood that the towing-line or cable 2 is cast off from the launched aircraft (not shown) as soon as the towing-car motor 3 is plug-reversed, the towing-cable connections being such that the towing-cable is released by the aircraft when it soars ahead of, or above, the towingcar I.

The auxiliary timer-relay TA, which has been energized in this plug-reversing process, picks up its make-contact TA and energizes the timer T from its GO-cycle source 24. This timer T can be set to close its contact T at the expiration of any predetermined time-interval, which is usually chosen to be such as to leave the full reverse power on the car-motor 3 long enough to bring it to standstill and to start the car moving back, towards its starting-point, the timing being chosen, however, so that the car will not have accelerated to a dangerously high speed, in the reversed direction, at the expiration of the preselected time-setting of the timer T.

It will be recalled that the track-relays TR! and TR2 are position-maintaining relays, which remain set in whichever position they occupy, even after the removal of the force or impulse which caused the relays to move to that position. At least one, and usually both, of the trackrelays TRI and TR2 will now be "set" in their actuated position, responsive to the pre-selected one, or two, of the track-transformers T8 to T28.

As shown at the bottom of the drawing, these track-relays TRI and TR2 have additional makecontacts TRI and TR2, which are connected, in parallel with each other, to complete a circuit from the auxiliary control-bus to a conductor and thence through the timer-contact T. which closes at the expiration oi the pre- 8 selected time-interval, as Just described, energiziing a conductor 52 which energizes the operat ing coil of the auxiliary timer-relay TB.

This auxiliary timer-relay TB instantly picks up and closes a make-contact TB which provides a "holding" circuit around the timer-contact T, between the conductors BI and 52, so asto hold this auxiliary timer-relay TB in its energized position. At the same time, said relay opens its back-contact TB which deenergizes the circuit 28 which had been maintaining a holdingcircuit for the take-01f relay TOR, thus deenergizing this take-ofl relay TOR, assuming that the starting push button PB has meanwhile been released or opened. The deenergization oi the relaying circuit 28, in response to an energization of the auxiliary timer-relay TB, also results in the deenergization or the field-relay holding circuit 28--Fl45, and in the deenergiz--' ation oi the interlock relay IR, thus again opening the field-relay circuit at 45--IR46, de-

cnergizing the field-relay FI, and at the same time opening the plug-reversing circuit at 48- IR-49, thus deenergizing the main contactor E or W, as the case may be, and discontinuing the reversed-phase-sequence energization of the towing-car motor 3, and usually leaving the towing-car coasting more or less slowly back toward its starting-point.

At this point, the operator usually takesover, with the aid of a spotting-switch S, which is energized from the relaying conductor 2| which remains energized after the take-oil relay TOR is deenergized. The spotting-switch SS, has a central ofi" position, and west and "east" posi-; tions which energize the conductors 40 and 43, respectively, which in turn respectively energize the "west and east" main contactors W and E.

It will be noted that the energization of the towing-car motor 3, which is effected by, the spotting-switch SS, is at a low voltage, because the field-relay Pl was deenergized, simultaneously with the discontinuance of the automatic operations, prior to the manipulation of the spotting-switch SS. L1 this way, because of the reduced voltage, only small amounts of power are fed into the towing-car motor 3, in the normal manipulation of the spotting-switch, in order to give the operator an accurate control over the towing-car, enabling him to bring it back to its starting-point, and accurately spot" it in any desired position.

The spotting-switch SS is provided with second "west" and "east" positions, however, in which the respective conductors 40 or 43 are still energized, but additional contact-points 53 or 54 are engaged, energizing the conductor 46 which energizes the field-relay Fl, thus increasing the field-excitation, and hence the generatorvoltage, to provide more power, when necessary in the "spotting" control of the towing-car I.

The take-oi! relay TOR, the control-drums DD and ED, and the spotting-switch SS, cooperate with the east and west reversing-contactors or power-switches E and W, to constitute relatively stationarily located control-means, by which I mean that the control-means is stationary or non-movable with respect to the towing-car while the towing-car is moving, without intending to imply that the control-means may not be portable or movable independently of the towing-car.

In the operation of my invention, as thus far described, provision is made for the automatic "of!" position.

9 control oi the airerait-iaunchlng. acceleratingrunoi the towing-car I, in such manner as to cause the car to accelerate through a predetermined length of run, or distance along the runway, or to a predetermined car-position along the runway, after which the accelerating energization of the towing-car is automatically discontinued, and the car is plug-reversed in ordarto quickly bring it .to standstill, or even taslightly reverse its speed, without requiring any more length of runway than necessary, in the stopping process. The operation .of this automatic control has been outlined, during. the p ress 01 the description. so that no further summary is believedto be necessary. It.may be noted that I have thus provided a position-responsive or distance-selectiveautomatic control which necessitates the utilization 01 .only a single track-relay TRI or TR2, or the two trackrelays can be utilized, one to supplement or saiev guard the other, if desired, as already explained.

Another. important feature of my improved control involvesthe use of the emergency-drum ED, the construction-and operation of which have not yet been described, except in connection with the three interlocks 29, 39 and 42 which are closed when the emergency-drum ED is in its When the emergency-drum ED is-in itsl fwest position, it has a contact-member-towwhich. connects the contact point 55 to a-contact-point 51. The contact-point is connected to the normally energized relay-circuit 2i, while the contact-point 51 is connected to the: relaying conductor 40 which energizes the west' mai-n contactor W. In the "east" position of .the emergency-drum ED,.a movable contactmember connects the contact-point 51 at contact-point 59, which is connected to the relaying conductor 43 which energizes the "east" main contaetor- The emergency-drum ED also has other "west and -feast" contact-members Bland-82, which connect the contacbpoint 83 to. contact-points 64 and -65,-preierably. in-steps, first connecting the point 64,--and-then, as the movement or the emergency-drum is continued still further away from its ofl" position; connecting the contactpoint 85. The-contact-point 611 connected to the.--normally'energized relaying conductor 21. The-.contact-point 84 is connected to the relaying conductor 48, which energizes. the field-relay Ft;.-i'or increasingthe voltage applied. to the towing-car motor 3. The contact-point 65. is connected to a similarly numbered relaying con- 4 ductor 65, which-energizes thesecond field-relay F2, for. short-circuiting-the second field-resistanoe R2, andstlll further increasing-the excitationvand the output-voltage: or the. generator. 8.

The fleld-contwiiihg euzitactmembers "and izioi'ethe-emergency-drumED may preferably be stepped back,. with relation' tothe cents-storcontrolling contact-members- 58 and Bit-=0! the a drum, so that the contactor W or .E is first energized alone, without any energizationoi thefleldrelays Ft um, and then,- entire-movement oi thmemergency-drum. is continued, further away -.irem.its oilfipoeition. contact is made, first with the contact-point 84-,- whichenergize; the first fleld-relayrFl. and then with the. contact-point mwhich energlzesthe second field-relay F2. It willibe-understood, .01. course, thatvarlations in the precise-detailed thesearransemerrts-may be mademithirntheiskilloi theskilled. worker..

In theinormateincrait-latmchingi operation .of the electric catapult, the emergency-drum-ED4s notutillzed. When the oillcerin charge initiates an aircraft-launching run, or sets the stage for such initiation, by depressing the push button PB or equivalent starting-means, he keeps one hand alertly on the emergency-drum ED, ready to move it instantly, in the event of any mishap 01 any nature.

As soon as the operator moves the emergencydrum ED out oi its "oil" position. in either direc, tion, he breaks the interlocking circuits 29, 39 and 42, thus locking out the automatic-controlequipment. The. interlocking "01? position drum-contact 29 breaks the holding-circuitof thetake-ofl relay TOR, when the emergency drum is moved to. either its "west" or "east" position thus deenergizing the take-oil relay TOR, assuming that the push button PB has meanswhilebeen released or. opened. Iniike manner, the. emergency-drum contacts 39 and .deenergize the automatic control-circuitaior the "west" and.east" main contactorsw and E,

whenever the emergency-drum ED is moved,in either direction, away from its "oil" position. When these interlocking emergency-drum contacts 29. 38 and 42 are once opened, the take-oil relay TOR is thus deenergized, and no further automatic control-operation will be obtained thereafter, even though the emergency-drumED is returned again to its "oil!" position, because, of theopeningot theTOR contacts 25 and 21., which eiiectually lock out any further automatic operations, on thatrun.

Theenerglzation oi the towing-car motor-ails thereupon under the sole control of the emergency-drum ED, the motor being energized only when, and as long as, the emergency-drumlill) is held ineither its "west" or its "east position. After the operator has controlled the energizetion 01' the towing-car motor, in any desired mannerrby the manipulation of the emergency druznED, he.wil1 usually-bring the car to astop, or at least to arelatively slow speed, bymeans oi the emergency-drumaiter which the. operator may either utilize. the emergency-drum itseli as a spotting-switch, or he may change over tothe spotting-switch SS, and utilize the latter to bring the.car-back, to a controlled spot at eitherlend o1th'erunway..

While I have illustrated my invention in a single preferred form of embodiment, I wish it tobe understood that many features of such illustration are. only symbolic, and many interlocks and other complications, such as would normally-be utilized, have been omitted, in the interests-oi eIarityoi illustration and explanation. I desire. therefore, that the appended claims shall be accordedthe broadest construction consistentwith their language.

I claim as my invention:

1. An electrically controlled system, comprising an electrically driven self-propelled movable body. atrackway therefor, electrical supplymeans therefor. and a relatively stationarily located control-mean therefor, characterized: by said control-means comprising run-controlling 16188911188118, :a plurality of position-responsive pmeansydisposedat-a pluralityoi positions along the=trackway, for developingrelaying-energy at each of their several positions during the-progress or: a forward runoi the movable body. pro-selector means for making the relaying-energy o1.-a pre selected'one or more or said position-responsive meansieflectively available in said run-controlhhmrelawmeans, to the substantial exclusion 76- of all others 6! the position-responsive means, tor

actuating said run-controlling relay-means only in response to said pre-selected position-responsive means, means for initiating a forward run of the movable body. and means for terminating said forward run in response to an actuation of said run-controlling relay-means.

2. An electrically controlled system, comprising an electrically driven self-propelled movable body, a trackway therefor, feeder means for supplying electric propulsion-energ to the movable body at each of a plurality of points distributed all along the trackway, and a relatively stationarily located control means for said movable body, characterized by said control-means comprising run-controlling relay-means, a plurality of current-responsive means for developing relaying-energy in response to a substantial flew of electric energy into the movable body at each of a plurality of said points where said electric propulsion-energy can be supplied to said movable body, pre-selector means for making the relaying-energy of a pre-selected one or more of said current-responsive mean effectively available in said run-controlling relay-means. to the substantial exclusion of all others of said current-responsive means, for actuating said run-controlling relay-means only in response to said pre-selected current-responsive means, means for initiating a forward run of the movable body, and means for terminating said forward run in response to an actuation of said run-controlling relay-means.

3. The invention as specified in claim 1, characterized by said movable body being polyphasemotored, said supply-means being polyphase, and said run-terminating means being adapted to energize said movable body in a reversed phasesequence in response to an actuation of said runcontrolling relay-means.

4. The invention as specified in claim 2, characterized by said movable body being polyphasemotored, said feeder-means being polyphase, and said run-terminating means being adapted to energize said movable body in a reversed phasesequence in response to an actuation of said runcontrolling relay-means.

5. An electrically controlled system, comprising a self-propelled, polyphase-motored movable body, variable-voltage supply-means therefor, and a relatively stationarily located controlmeans therefor, characterized by said controlmeans comprising main starting-contactors for v energizing said movable body from said supplymeans in the one phase-sequence or the other. starting-means for selectively energizing one of said contactors to initiate a forward run of the movable body in a selected phase-sequence, and means responsive to a completed response of said selected contactor for effecting an increase in the voltage of said supply-means.

6. The combination with a trackway, and electrical supply-means therefor, of control means comprising automatic relay-means, a plurality of position-responsive means, disposed at a plurality of positions along the trackway, for developing relaying-energy at each of their several positions during the progress of a movable member alon said trackway, pre-selector means for making the relaying-energy of a pre-selected one or more of said position-responsive means eifectivelvavailable in said automatic relay-means, to the sub stantial exclusion of all others of the positionresponsive means, for actuating said automatic relay-means only in response to said pre-selected position-responsive means, means for initiating .the energization of said supply-means for the trackway, and means for automatically terminating the aforesaid energization of said supplymeans in response to an actuation of said automatic relay-means,

'l. The combination with a trackway, and sup ply-means for supplying electrical energy at each of a plurality of points distributed all along the trackway, of control-means comprising automatic relay-means, a plurality of current-responsive means for developing relaying-energy in response to a substantial flow of electric energy into the trackway at each of a plurality of said plurality of points where energy is supplied, pre-select'dr means for making in the relaying-energy of a preselected one or more of said current-responsive means effectively available in said automatic relay-means, to the substantial exclusion of all others of said current-responsive means, for actuating said automatic relay-means only in response to said pre-selected current-responsive means, means for initiating the energization of said supply-means for the trackway, and means for automatically terminating the aforesaid energization of said supply-means in response to an actuation of said automatic relay-means.

8. The invention as specified in claim 6, characterized by said supply-means being polyphase, and said automatic terminating-means being means for automatically causing said supplymeans to be energized in a reversed phase-sequence in response to an actuation of said auto"- matic relay-means.

9. The invention as specified in claim 7, characterized by said supply-means being p lyphase, and said automatic terminating-means being means for automatically causing said supplymeans to be energized in a reversed phase-sequence in response to an actuation of said automatic relay-means.

10. The combination with a polyphase supplyline, and a variable-voltage polyphase ene'rgysource therefor, of control-means comprising main starting-contactor's for energizing said'supply-line from said energy-source in the one phasesequence or the other, starting-means for selectively energizing one of said contactors to initiate the energization of said supply-line in a predetermined phase sequence, and means responsive to a completed response of said selected contactor for effecting an increase in the voltage of said energy-source.

11. An electrically controlled system, comprising a self-propelled, polyphase-motored movable body, variable-voltage supply-means therefor, and a relatively stationarily located control-means therefor, characterized by said control-means comprising main starting-contactors for energizing said movable body from said supply-means in the one phase-sequence or the other, and'starting means operative to selectively energize one of said contactors to initiate a forward run of the movable body in a selected phase-sequenceand also operative to effect an increase in the voltage of said supply-means.

12, The combination with a polyphase supplyline, and a variable-voltage polyphase energysource therefor, of control-means comprising main starting-contaetors for energizing said supply-line from said energy-source in the one phasesequence or the other, and starting-means operative to selectively energize one of said contactors to initiate the energization of said supply-line in a predetermined phase-sequence and also operative to effect an increase in the voltage of said energy-source.

aeoaros 13. In combination, a poiyphase energy-clrouit, a polyphase load-circuit, polyphase switchingmeans for connecting and disconnecting said polyphase load-circuit to and from said polyphase energy-circuit in a desired forward-'phasewe q ence, other switching-means for performing one or more other controlling operations ailecting said polyphase load-circuit, operation-*presetting means for presetting the termination of the forward-phase-seq-uence energization of the -polyphase load-circuit, an operation-maintaining relay-means, starting-means -for initially actuating said operation-maintaining relay-means, an operation-relay 3 holding-circuit, responsive to the actuation of saidoperation-maintaining-relaymeans, for maintaining the actuation of said operation-maintaining relay-means, forward-controlling means, responsive to the actuation of said operation-maintaining relay-means, for closing said forward-phase-sequence switching-means. forward-terminating means, responsive to the operation-presetting means, for opening said forward-phase-sequence switching-means, additional control-means. responsive to the opening of the forward-phase-sequence switching-means and F15 responsive also to a continued actuated condition of-saidoperation-maintaining relay-means, for setting in motion some one or'more operations of said other switching-means, and'means; including a relay-contact in said operation-relay holdlng-. circuit, for interrupting said operation-relay holding-circuit after the conclusion ofthe operation.

14. In combination, a polyphase generator having a field-winding circuit, a polyphase loadcircuit, polyphase switching-means for connecting and disconnecting said polyphase load-circuit to and from said polyphase generator in either the forward or reverse phase-mquence, field switching-means for performing a controllingoperation on said field-circuit, operationpresettlng means for presetting the termination of-- the forward-phase-sequence energization of thepolyphase load-circuit, an operation-maintaining relay-means, starting-means for initially actuating said operation-mamtaining relaymeans; anoperation-relayholding-circuit,'-responsive to the actuation of said operation-maintaining relay-means, for maintaining the actuation of said operation-maintaining relay-means,- forward-controlllng means, responsive to the actuation of said operation-maintaining relaymeans, for closing said polyphase switchingmeans in a desired forward phase-sequence, fieldcontrolling means, responsive to an actuated con-- dition of said forward-controlling means and responsive also to an open condition of saidi'ield switching means, for closing said-field switchingmeans, a field-controlling holding-circuit; responsive to the closing of said field switching-- means and responsive also to a continued actu ated' condition of said operation-maintaining relay-means, for maintaining the closed condition of said fleld'switching-means, forward-terminating means, responsive to the operation-presenting means, for opening said forward-controlling means, reverse-controlling means, substantially simultaneously responsive to. the operation-presetting means and responsive also to an open condition of the polyphase switching'means in the forward phase-sequence, iorclosins said polyphnse switching-means in. the reverse phase-sequence, reverse-power presetting-means for presetting the reverse-power operation, and reversetermlnating means, responsive to the reverse- 14 power-presetting-means, for-opening the polyphase switching-means and the fleld-controlllng holding-circuit, the apparatus also including operation-terminating means; including: a relaycontact in said operation-relay holding-circuit, for interrupting said operation-relay holdingcircuit after the conclusion of the operation;

15. In combination,- a self-propellin p0 5- phase-motored, movable body, a track therefor, a polyphase motor-energizing circuit which is continuously connected -to said polyphase-motoredbody. a polyphase energy-circuit, polyphase switching-means for connecting and disconnecting said-polyphase motor-energizing circuit to and from-said polyphase energy-circuit in a desired forward phase-sequence, other switchingmeans for-performing one or more. other=controlling operations-afl'eoting said polyphase motor-energizing circuit, track-relay means which is selectively responsive to a predeterminable positionor the polyphase-motored movable body at any one-of-a plurality of selectable'points along the track, operation-presetting means for utiiizing said track-relay means for terminating the forward-phase-sequence energization of the polyphase motor-energizing circuit, an operationmaintaining relay-means, starting-means for initially actuating said operation-maintaining relaymeans. an operation-relay holding-circuit, responsive to the actuation of said operation-mamtainins relay-means, for maintaining the actuation oi said operation-maintainingrelay-means. forward-controlling means, responsive to the actuation of said operation-maintaining relaymeans, for closing said forward-phase-sequence switching-means, forward-terminating means, responsive'to the operation-presettlng means, for opening said rorward-phase-sequence switchingmeans, and additional control-means, responsive to the opening 0! the forward-phase-sequence switching-means and responsive also to a continued actuated condition of said operationmalntainin'g relay-means, for setting in motion some one or more operations of said other switching-means, said additional control-means including a timer-means, responsive to the initiation of a predetermined operation ofsaid other switching-means and responsive also to a continued responded condition of said track-relay means, for interrupting said operation-relay holding-circuit, said timer-means including a self-energized holding-circuit-which is responsive to a continued responded condition of said track-relay means.

18. In combination, a self-propelling, polyphase-motored, movable body, a track therefor, a polyphase motor-energizing circuit which is continuously connected to said polyphase-motored body, a polyphase energy-circuit, polyphase switching-means for connecting and disconnecting said polyphase motor-energizing circuit to and from said polyphase energy-circuit in either the forward-or reverse phase-sequence, track-relay means'which'is selectively resitonsive to a predeterminable position of the polyphase-motored movable back at any one of a plurality orselectable points along the track, operation-presetting means for utilizing said track-relay means-for terminating the i'orward-phase-sequence energization ofthe polyphase motor energizing-circuit, an operation-maintaining relay-means, startingmeaus for initially actuating said operationmaintaining relay-means, an operation-delay holding-circuit, responsive to the actuation of said operation-maintaining relay-means. for

maintaining the actuation of said operationmaintaining relay-means, forward-controlling means, responsive'to the actuation of said operation-maintaining relay-means, for closing said polyphase switching-means in a desired forward phase-sequence, forward-terminating means, responsive to the operation-presetting means, for opening said forward-controlling means, reversecontrolling means, substantially simultaneously responsive to the operation-presetting means and responsive also to an open condition of the polyphase switching means in the forward phasesequence, for closing said polyphase switchingmeans in the reverse phase-sequence, reversepower presetting-means for presetting the reverse-power operation, and reverse-terminating means, responsive to the reverse-power presetting-means, for opening the polyphase switchingmeans, the apparatus also including an operation-terminating relay having a relay-contact in said operation-relay holding-circuit for interrupting said operation-relay holding-circuit, said operation-terminating relay including a self-energized holding-circuit which is responsive to a continued responded condition of said track-relay means.

17. In combination, a self-propelling polyphase-motored, movable body, a track therefor, a polyphase motor-energizing circuit which is continuously connected to said polyphase-motored body, a polyphase generator having a field-winding circuit, field switching-means for performing a controlling operation on said field-circuit, polyphase switching-means for connecting and disconnecting said polyphase motor-energizing circult to and from said polyphase generator in either the forward or reverse phase-sequence, track-relay means which is selectively responsive to a predeterminable position of the polyphase-motored movable body at any one of a plurality of selectable points along the track, operation-presetting means for utilizing said trackrelay means for terminating the forward-phasesequence energization of the polyphase motorenergizing circuit, an operation-maintaining relay-means, starting-means for initially actuating said operation-maintaining relay-means, an operation-relay holding-circuit, responsive to the actuation of said operation-maintaining relaymeans. for maintaining the actuation of said operation-maintaining relay-means, forward-controlling means, responsive to the actuation of said operation-maintaining relay-means. for closing said polyphase switching-means in a desired forward phase-sequence, field-controlling means, responsive to an actuated condition of means in the reverse phase-sequence, reversepower presetting-means for presetting the-reverse-power operation, and reverse-terminating means, responsive to the reverse-power presetting-means,-for opening the reverse-controlling means and the field-controlling holding-circuit, said reverse-terminating means including a selfenergized holding-circuit which is responsive to a continued responded condition of said trackrelay means, the apparatus also including an operation-terminating relay having a relay-contact in said operation-relay holding-circuit for interrupting said operation-relay holding-circuit, said operation-terminating relay including a self-.- energized holding-circuit which is responsive to a continued responded condition of said track relay means.

18. The invention as defined in claim 15, char.- acterized by the track-relay means being of the retained-contact type having a reset-coil, and the combination including reset-means for energizing said reset-coil.

19. The invention as defined in claim 16, characterized by the track-relay means being of the retained-contact type having a reset-coil, and the combination including reset-means for energizing said reset-coil.

20. The invention as defined in claim 17, characterized by the track-relay means being of the retained-contact type having a reset-coil, and the combination including reset-means for energizing said reset-coil.

21. In combination, a load-circuit, power-supply means therefor, automatic control-means operative, once it is set in operation, to carry through a predetermined series of a plurality of successive switching-operations affecting the power-supply to said load-circuit, a plurality of presetting adjustment-means for said automatic control-means, a resetting means for resetting said automatic control-means after the completion of its operation, an operation-starting circuit for said automatic control-means, a holding-circuit for said automatic control-means, means including a relay-contact in said holdingcircuit for interrupting said holding-circuit after the conclusion of the operation, and means responsive to a subsequent operation of said resetting means for reclosing said relay-contact in the holding-circuit.

RUEL C. JONES.

REFERENCES CITED The following references are of record in the file of this patent:

Great Britain Apr. 28, 1941

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