US2653284A - Motor-protection during dynamic braking - Google Patents

Motor-protection during dynamic braking Download PDF

Info

Publication number
US2653284A
US2653284A US295794A US29579452A US2653284A US 2653284 A US2653284 A US 2653284A US 295794 A US295794 A US 295794A US 29579452 A US29579452 A US 29579452A US 2653284 A US2653284 A US 2653284A
Authority
US
United States
Prior art keywords
braking
circuit
motor
relay
contact
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US295794A
Other languages
English (en)
Inventor
George R Purifoy
Jr William L Barclay
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
CBS Corp
Original Assignee
Westinghouse Electric Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Westinghouse Electric Corp filed Critical Westinghouse Electric Corp
Priority to US295794A priority Critical patent/US2653284A/en
Priority to JP1138353A priority patent/JPS305468B1/ja
Application granted granted Critical
Publication of US2653284A publication Critical patent/US2653284A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/02—Dynamic electric resistor braking
    • B60L7/04—Dynamic electric resistor braking for vehicles propelled by dc motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/02—Electric propulsion with power supply external to the vehicle using dc motors
    • B60L9/04—Electric propulsion with power supply external to the vehicle using dc motors fed from dc supply lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/427—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • Our invention relates to direct-current electrically propelled railway-vehicles, and it has particular relation to electrical control-systems therefor, in which provision is made for dynamic braking.
  • the principal object of our invention is to provide a new means or instrumentality for reducing the high buildup-rate and overshooting of the motor-current and the motor-voltage when the dynamic-braking circuits are established while the motors are operated at high speeds. Excessive motor-current and excessive motorvoltage result not only in a rough brake-application, but also in motor-flashing.
  • Our invention is an improvement over the control-equipment which is shown in an application of G. R. Purifoy and R. E. Burkhart, Serial No. 269,752, filed February 4, 1952, in which other means were provided in order to mitigate overshooting when dynamic braking is applied.
  • a second novel means which we have provided, relates to the use of an auxiliary switching-segment on the field-controller, for taking care of an objectionable condition which sometimes occurs when the motorman elects to operate the car or train, for a while, on the switching position of the master controller, with the train running at speeds much higher than switching-speeds, and subsequently going into dynamic brake from said switching position.
  • our invention consists in the circuits, systems, apparatus, combinations, parts, and methods of design and operation, hereinafter described, and illustrated in the accompanying drawing, the single figure of which is a simplified circuit-diaram of the parts of one car, which are necessary to illustrate our present invention, omitting many parts which are known to be needed in a successful railway-control equipment of the type to which our invention is applied, but which are not necessary to be discussed in setting forth the nature and operation of our present improvement.
  • the drawing represents some of the equipment which is carried by a single electrically propelled railway-car embodying our invention.
  • Directcurrent power is supplied to the car from a third rail I95, or a trolley wire, which is engaged by thirdrail shoe I96, or a trolley pole, pantograph, or other current-collecting equipment, carried by the car.
  • the third-rail shoe I96 energizes a line I9! which constitutes a supply-circuit for the car.
  • the traction-motors for the car are series motors, which are indicated, by way of a simple example, in the drawing, as comprising two motor-armatures AI and A2, each being associated with its own series field winding SFI and SP2, respectively, the ordinary reversing-switches being omitted for the sake of simplicity.
  • the first series-motor means comprises, in series, an armature-terminal ATi, a motor-armature or armatures AI, an intermediate connection-point AX I, a series field winding or windings SFI, for supplying the field-excitation for said armature or armatures, and a field-terminal FI I.
  • the corresponding parts for the second series-motor means are indicated at ATZ, A2, AX2, SF2, and FT.
  • a series-parallel motor-control arrangement is shown in the drawing, in which a line-switch or relay LSI and a ground-switch GI are used as power-switch means for establishing a power-circuit for energizing the motors, by connecting the first armature-terminal ATI to the supply-circuit I91, and connecting the second armature-terminal ATZ to ground.
  • a switch JR is closed in addition to the power-switches LSI and GI.
  • two switches M and G are closed in addition to the power-switches LSI and GI.
  • the parallel-motor switch M provides a circuit-connection between the armatureterminal A'II of one series-motor means and the field-terminal FT of the other series-motor means; while the other parallel-motor switch G provides a circuit-connection between the other armature-terminal AT2 and the other field-terminal Fl I.
  • a switch J is closed.
  • Dynamic-braking circuits are established by opening the two power-switches LSI and GI and closing a braking-switch BI in addition to the two parallel-connection switches M and G, also inv accordance with a Well-known system or arrangement.
  • the braking-switch BI provides a common dynamic-bral ing circuit-connection I98 between the respective intermediate connectionpoints AXI and AXZ of the two series-motor means, thus providing two dynamic-braking circuits wherein the motor-armature or armatures of each of said series-motor means are loaded by the field winding or windings of the other one of said series-motor means, respectively.
  • a suitable number of series-connected accelerating resistances are used, as indicated at RI, R2, R3 and R4.
  • the resistance RI is disposed between the supply-line I91 and the first armature-terminal ATI, and is shorted out by means of a second line-switch LS2.
  • the resistance R2 is in series with the first field-terminal Fl I, and is progressively shorted out by means of switchcontacts SI, S3 and S9.
  • the resistance R3 is in series with the second field-terminal FT, and is progressively shorted out by switch-contacts S2,
  • the resistance R4 is in the seriesmotor connection which is made by the switch JR, and this resistance is finally shorted out by the transition-switch J, for. obtaining the full series power-circuit connectionof the motors;
  • the switch contacts S3, S4 and S9, Sill are successively or progressively closed, during the acceleration of the motor, and after all of the accelerating-resistances R2 and R3 have been cut out, the fieldstrengths of the motors are progressively reduced, to provide short-field operatingcondi-- tions.
  • the motor-fields are reduced.
  • a field-shunt comprising an inductive reactor Xi of X2, as the case may be, and. a variable resistor RSI or RS2, respectively.
  • the field-shunts XI- RSI and X2-RS2 are first connected in parallel relation to their respective field-windings SFI and SFZ, by means of contact-terminals II and I2, respectively, of a progressively or sequentially operating field-controlling means, which is herein illustrated as an electrically operated drumtype field-controller FC.
  • the field-shunt resistances RSI and RS2 are then progressively shorted out by successive controller-points I3, [5, l1 and I9, for RSI, and I4, I6, l8 and 20, for RS2, as the field-controller F is moved from its initial full-field position FF, through its intermediate positions Fl, F2, F3 and F4 to its short-field position SF, at which point the field-winding currents are reduced to about fifty per cent of their unshunted values.
  • the two motors are connected by the common dynamic-braking circuit-connection I98, which contains the brakingswitch BI and a braking-resistance R5.
  • This resistance R5 is used, in addition to the previously mentioned accelerating-resistances R2 and R3, in establishing, the complete dynamic-braking circuit.
  • the braking-resistance R5 is progressively shorted out by means of brakingswitches B2, B5 and B6, during dynamic-braking operations, after which the acceleration resistances R2 and R3, or portions thereof, are progressively shorted out, as by the switch-contacts S3, S4, and S9, SH]. (The switch contacts SI and S2 are permanently closed during the dynamic-braking operations, in the illustrated system.)
  • a suitable limit-relay or relays which are. energized to be responsive to conditions which accompany excessive torque in the motors.
  • a limit-relay is illustrated in the form of a current-relay CR, having an actuating-coil CR which is connected in series-circuit relation with the series field winding SF2.
  • This current-relay CR also has a back-contact I99 (also marked CR), which is normally closed, that is, which is closed in the non-actuated or lowcurrent position of the relay.
  • the current-relay OR is also provided with certain recalibrating-means.
  • this relay is provided with a cumulatively operating rate-coil RC, which is energized through a weight-responsive rheostat 200, during accelerating operations, and which is energized through a braking-responsive rheostat during dynamic-braking conditions.
  • rheostat 200 is automatically adjusted according to the variable weight or live load carried by the car, so that the ratecoil RC is the most strongly excited during lightload conditions, thus reducing the minimumcurrent setting at which the limit-relay CR, picks up and opens its back-contact I99.
  • the brakingresponsive rheostat 20l is automatically changed in response to the position of a brake-handle 202, which will be subsequently described, so that the rate-coil RC has its maximum excitation when a low braking-rate is called for, thus providing a low minimum-current setting at which the limit-relay CR picks up andv opens its back contact I99, and also providing limit-relay calibration which is different for braking and power-operating conditions.
  • All of the electrically controlled relays and switches which are shown in the drawing are diagrammatically indicated as having vertical switch-stems (indicated by dotted lines), which are biased by gravity toward their lowermost positions, and all of these switches and relays are shown in their deenergized or non-actuated All of the relays and switches are electrically controlled, and they are illustrated as being electrically or magnetically operated, by means of an appropriately numbered or lettered coil or solenoid, represented by a circle, acting magnetically to lift an armature which is represented diagrammatically by a smaller circle inside of the coil-circle.
  • the same switch-designation is applied to any particular switch, its coil, and its contacts, by way of iden tification of the parts belonging to a given switch or relay.
  • the various electrical control-circuits for a train are under the control of a number of trainline wires, which extend from car to car, throughout the entire length of the train (not shown).
  • trainline wires which extend from car to car, throughout the entire length of the train (not shown).
  • eight of these train-line wires are used, being given their usual designations, namely (+),3, 4, 5, 6, I, I2 and GS.
  • Each end of each car is provided with a mo tormans master controller MC, only one of which is indicated in the drawing.
  • the illustrated master controller MC is indicated as being an accelerating-controller having an off-position and three on-positions 1, 2 and 3. In each of the three on-positions of the master-controller, MC, the positive control-wire is connected to the train-line wires I2, GS and 6.
  • the train-line wire I2 is the energizing-wire for the operatingcoil LSI of the line-switch LSI; while the train line wire GS is the energizing-wire for the operating-coil GI of the ground-switch GI, as will be subsequently described.
  • the train-line wire 4 is energized from the positive bus while in the third on-position of this controller, the train-line wire I is energized from the positive bus
  • a connection is made from the positive control-wire to the trainline wire 3.
  • the master controller MC in accordance with a known practice, there is an overlap between the off-position contact which energizes this conductor 3, and the on-position contacts which energize the conductors I2 and GS, so that, during the notching-oif of the mastercontroller MC, the contact at 3 is made before the contacts at I2 and GS are broken.
  • the first on-position of the accelerating-controller MC, in Fig. 1, is a switching position, in which the control-wires I2, GS, and 6 are all energized.
  • the control-wire I2 energizes a control-circuit wire I0, through interlocks which are provided, by the braking-switches BI and B5, in the form of back-contacts 204 and 205, respectively; and the control-circuit wire I0 is used to energize the operating-coil LSI of the lineswitch LS I
  • the exciting-circuit for the line-switch operating-coil LSI also contains a make-contact 205 of a line-relay LR, which is a voltage-responsive relay which drops out upon a voltage-failure of the supplyline I91.
  • This line-relay LR is shown as an undervoltage relay which has an operating-coil LR which is connected between the supply-line I9"! and ground, through a back-contact 201 of the line-switch LS2, said back-contact being paralleled by a make-contact 208 of the linerelay LR.
  • the control-wire I0 energizes a control-wire I20 through a back-contact 209 of the line-relay LR.
  • This line-relay back-contact 209 thus closes in the event of a power-line voltage-failure, which might result from either a third-rail gap or from any other cause; and if the master-controller MC is, at the time, on any on-position, the conductors I2 and I0 will be energized, and hence the line-relay back-contact 209 will energize the control wire I20, which we use as an auxiliary holding-circuit for the protective relay or brake-power relay BP, which we will subsequently describe in more detail.
  • the train-line wire GS energizes the operating-coil GI of the ground-switch GI, through interlocks which are provided by back-contacts 2 I0, 2H and 2I2, which are carried by the braking-switches BI and B5, and by the paralleloperation switch G, respectively.
  • the back-contact 2I2 is paralleled by a make-contact 2I4 of the ground-switch GI.
  • the train-line wire 6 is connected, through an LSI make-contact 2E5, to a relay-circuit til, which is connected, through a GI make-contact 2I6, to a circuit 62 which constitutes a holdcircuit for the switch-progression for the accc1- crating-resistance short-circuiting switches SI to SW and J.
  • This hold-circuit B2 is used to energize the operating coil J R of the series-motor circuit switch JR, through interlocks on the switches J and G, in the form of back-contacts 2I'I and 2I8, respectively.
  • the said hold-circuit 62 is also used to directly energize the close-coil or actuating-coil BP-Close of the braking-operation protective-relay BP.
  • the result of the master-control energization in the No. 1 on-position of the master-controller MO is thus to close the main-circuit or powercircuit contacts of the traction-motor switches LSI, GI and JR, thereby completing a seriesconnection motor-circuit for causing a slow movement of the train, for so-called switching purposes, with all of the accelerating-resistances in series with the motors.
  • This circuit can be traced from the supply-circuit iSl, through the main LSI contact, the resistor R1, the armature AI, the series field SFI, the resistance R2, the resistance R5, the main JR contact, the resistanee R3, the series field SP2, the current-relay coil CR, the motor armature A2, and the main GI contact, to ground.
  • the energization of the braking-operation protective-relay BP paves the way for the subsequent energization of the dynamicbraking circuits of the motors, and also for the automatic progression-control, under the control of the limit-relay or current-relay CR, both for the motoring progression during acceleration, and for the dynamic-braking progression during an application of the brake-lever 202, as will be subsequently described.
  • the hold-circuit $52 which is energized in the No. 1 on-position of the master-controller, is also connected, through an LSI make-contact 222, to a hold-circuit M, which is used in the subsequent progression-control.
  • the No. 2 position of the accelerating-controller MC is the first of two running-positions 2 and 3. It initiates the accelerating progression of the series-meter connections, by energizing the trainline wire 5, which is connected, through an LSi make-contact 22 3, to a conductor 40.
  • the conductor as is connected, through an LS2 backcontact 225, and a JR make-contact 225, to a conductor 52, which energizes the operating-coil LS2 of the second line-switch LS2, which acts as the first acceleration-progression switch, by short-circuiting the first accelerating-resistor RI.
  • This LS2 switch has a maize-contact 221 which picks up and serves as a holding-circuit contact between the circuits 5% and d2.
  • This second line-switch LS2 also has a makecontact 228 which connects the. circuit ii] to a circuit 25.
  • the circuit is connected, through the CR limit-relay back-contact W0, and through 2.
  • This limitrelay progression-circuit 48 is thus not only under the control of the limit-relay or current-relay CR, which is responsive to excessive motor-currents, but it is also under the control of the braking-operation protective-relay BP, which must be closed (with the protective relay in its actuated position), before there can be any progression during either the motoring operation or the braking operation.
  • This limit-relay progression-circuit it is connected, through an LSi make-contact 23L to a progression-wire M, which is connected through an LS2 make-contact to a control-wire 50.
  • the control-wire 5 3 energizes the operating-coil 1-2 of a second resistor-shorting progressionswitch I-2, which carries the two main contacts Si and this energization being effected through a back-contact 233 of this same switch -2.
  • this energizing-circuit from the conductor ⁇ it includes the switch-out interlock 233, a conductor 55, and the coil I--2.
  • This second progression-switch I2 picks up and closes a holding-circuit make-contact 236;, which energizes the circuit from the hold-circuit B'I.
  • the actuation ofwthe second resistance-shorting switch l2 also closes a make-contact 235, which energizes a circuit 53 from the progression-circuit 41, through a back-contact 2350f a third resistance-shorting switch 3-4, which. is the switch Which'carries the main switching-contacts S3 and S4.
  • the energizing-circuit for this switch extends from the conductor 53, through the operating-coil 3-4 and a back-contact 231 of a: fourth resistance-shorting switch 9l0, thence through a control-circuit conductor I09, and a J-switch back-contact 238, to the ground negative battery-terminal
  • the actuation of the third resistance-shorting switch 34 closes a make-contact 239 which establishes a holding-circuit for the conductor 53 from the hold-wire 61.
  • the actuation of the third progression-switch 3--4 also closes a make-contact 24l, whichcompletesa circuit from the progression-wire 41 to a conductor 59, which energizes the actuating coil 9--I0 of the fourth resistance-shorting switch 9-40, which carries the main switch-contacts S9 and SH], the negative terminal of said coil 9
  • the actuation of this fourth switch 9-I0 also closes a make-contact 242 which establishes a holding-circuit for the conductor 59 from the hold-wire 31.
  • The'actuation of the fourth resistance-shorting switch 9-) also closes a. make-contact 243, which is connected between the progression-wire 4'! and a. circuit 65, through a back-contact 244 of the third resistance-shorting switch 34.
  • This circuit 65 energizes the operating-coil J of the transition-switch J, through a G-switch back contact 246.
  • the transition-switch J then closes its main or power-circuit contact J, which constitutes the last step in series motor-connection for the traction-motors, cutting out the last accelerating-resistance R4.
  • This transition-switch J has a make-contact 241 which establishes a holding-circuit from the conductor 65 back to the hold-line 62.
  • the previously described J- switch back-contacts 2li and 238 are opened,
  • the next step in the acceleration of the traction-motors is accomplished by a movement of cOntact. 250 of the transition-switch J, so as to energize a control-circuit 3
  • the back contact 238 of this switch recloses, and. re-initiates the switch progression of the resistance-shorting contacts S3 to Sill, under the control of the switches 3-4 and 9.l0, through the circuits which have beenpreviously described. This establishes the maximum armature-voltage conditions onthe motors, and it completes the connections for the full-field parallel-connection operation. of the traction-motors.
  • the resistance-shorting switch 9- -l 0 closes, it closes an. additional contact 254, which energizes a field-controller actuating-circuit. from the progress-wire ",said circuit extending from the wire-41 through the previously mentioned make-contact 1 254 of the resistance-shorting switch 9l0, a back-contact 256 of the third progression-switch. 37-4, a make-contact 251 of the parallel-connection switch M, and a makecontact 253 of the line-switch LS2, and thence to the short-field wire 39 of the field-controller FC.
  • The-short-field wire 39 of the field-controller FC energizes the short-field coil FC--SF, or other means which may be used to move the fieldcontroller from its full-field position FF to. its short-field position SF.
  • Thisstartsthe progressive operation of the field-controller, and-it. may be brought about in any one of several ways.
  • the powerfor the short-field wire139 is obtained from the progressewirejl, which. is under the control of the limit-relay CR, the field weakening braking-protective relay 'BP is used, as shown,
  • the brake-wire 3 is also used to directly energize a hold-coil BP-hold of the brakingprotective relay BP, and this hold-coil may be regarded as representative of any holding-means which is eilective only after the protective relay HP has previouslybeen moved to itsactuated position.
  • BP-hold a separate-holding-coil, BP-hold
  • said coil will be made so as to be-too weak to pick up the BP relay if the relay is in. its non-actuated position when the hold-coil is energized, but the hold-coil BP-hold has enough energy to hold the relay actuated or closed, once it has been. actuated.
  • the BP-hold coil is also provided with a second energizing-circuit, which is independent of the-brake-wire 3, and thus operative in any of the three on-positions of the master-controller MC.
  • This second holdcoil energizing-circuit includes a make-contact 259 of this brake-protective relay 3?, and this make-contact 259 is used to energize the brake- Wire 3 from the previouslydescribed controlcircuit I20, which is under the control of the line-relay LR, so that the control-circuit [20 is energized whenever there is a failure of the linevoltage, at a time when the train-iine wire 52 is energized, that is, at a time when the mastercontroller is on any one of its three on-positions, as previously described.
  • the brake-wire 3 is connected, through an LS! back-contact 256 and a BP make-contact 26!, to a control-circuit MB.
  • This control-circuit 3 IB is connected, through a GI back-contact 252, to the previously described control-circuit wire 3
  • the control-conductor tlB is also connected, through a G!
  • a connection is also provided, for controlling the fiel -controller FC during the coasting-operation.
  • the brake-relay BR was shown and described in a Riley-Purifoy Patent 2,523,143, granted September 19, 1950.
  • the spotting relay SR is a previously used relay, having an operating-coil SR which is included in the common brake-circuit connection I88, so that this relay is responsive to the braking-circuit current.
  • This spottin -relay SR is adjusted to have a low-current pickup-value, so that it can hold the braking-circuit current to a small value suitable for spotting purposes, during the coasting operation of the traction-motors, as is well understood in the art.
  • the full-field wire 33 of the field-controller FC energizes a full-field coil FC-FF, or other means for causing the field controller FC to the spotting-relay SR.
  • This field-controller segment 2'5 is preferably opened at a certain point near the short-field position 53F, preferably before the field-controller reaches this short-field position SF.
  • this field-controller segment Zil closed at the positions FF through F3 of the field-con troller FC.
  • This field-controller segment 21! is used to connect the wire 36 to the short-field wire 39 of the field-controller FC.
  • the spotting current is reduced by adjusting the motor-fields toward a Weaker condition, by making the field-controller FC progress in the direction towards its short-field position, but this progression is usually arrested before the field-controller returns all of the way back to its original short-field position SF, which it occupied before the spotting-control commenced to operate.
  • a service braking-application is made by the closure of the brake-lever 202, which energizes the fu1l-brake wire 5 from the brake-wire 3.
  • This full-brake Wire -5 is connected directly to the coil BR of the brake-relay BR.
  • the brakerelay BR has a make-contact 272, which connects the full-brake line 5 to the conductor 45 which leads up to the limit-relay progressioncircuit :16, thus putting the braking progression under the control of the back-contact IQ?) of the limit-relay 0r current-relay CR, as well as under the control of the BP make-contact 23%, both of which are in circuit between the conductor t5 and the limit-relay progression-circuit it.
  • the opening of the back-contact 268 of the now-actuated brake-relay BR takes the braking progression out of the control of the spotting relay SR.
  • the energization of the brake-relay BR closes a BB. make-contact 213, which is used in the initiation of the dynamic-braking progression.
  • the BR make-contact 213 is used to make a connection from the limit-relay progressioncircuit 46 to the full-field wire 33 of the fieldcontroller PC. This causes a progression of the field-controller FC until it reaches its full-field gosition FF, under the control of the limit-relay
  • the closure of the brake-relay BR also closes a make-contact 214 which makes a connection from the control-wire 3
  • the field-controller FC closes a full-field contact member 216, which closes a circuit from the fullfield wire 33 to a conductor 49, and thence through a BR make-contact 27? to a brakingprogression circuit 48.
  • the energization of the braking-circuit progression-wire 48 immediately serves, through a BI make-contact 218, which is already closed, to energize a circuit 12, which is connected, through a B2 back-contact 219, to a circuit 82 which is connected to the positive terminal of the B2 actuating-coil, the negative terminal of which is connected to the previously described conductor I02.
  • the B2 switch thus picks up and closes its main contact B2 which shorts out a part of the braking-resistance R5 in the common dynamic-braking circuit I98 of the traction-motors.
  • the actuation of the B2 switch also closes a make-contact 280 which establishes a holding-circuit for the wire 82 from the hold-wire I I.
  • a circuit is next established from the lower end of the progression-wire 40, through a B6 back-contact 28I, to a conductor 15, and thence through a B2 make-contact 282, which has just been closed, to a conductor 85 which is connected to the positive terminal of the B5 actuating-coil, the negative terminal of which is connected to the previously mentioned wire I04.
  • the B5 switch closes its main-circuit contact B5, which shorts out more of the braking-resistance R5 in the common dynamic-braking circuit I98 of thetraction-motors.
  • the B5 switch closes a make-contact 283 which establishes a holding-circuit from the conductor 85 back to the hold-wire I I.
  • the energization of the braking-progression switch B5 opens its previously mentioned backcontacts 265 and. 266, thus dropping out the switches BI and B2, the main contacts of which are both short-circuited, now, by the main contact B5.
  • the dropping-out of the BI switch closes its lowermost back-contact 284, which completes a circuit from the conductor I5 to a B5 make-contact 295,and thence to a wire 86, which is connected to the positive terminal of the B6 coil, the negative terminal of which is connected to the wire I04.
  • the B6 switch thus closes, and closes its main contact B6 which further shorts outsome of the braking-resistor R5, thus still further reducing the eifective braking-resistance in the dynamic-braking circuits.
  • the actuation of the B6 switch closes its make-contact 286, which establishes a holding-circuit for the wire 86 from the wire II.
  • the actuation of the B6 switch also closes a make-contact 281, which connects the progression-wire 48 to the previously described conductor I2, thereby reenergizing the B2 switch, the negative circuit of which is now completed from the wire I02, through a B6 make-contact 298, to the wire I04.
  • the braking-circuit progression-wire 48 is also connected, through a GI out-contact or back-contact 289, to the accelerating-resistance progression-wire 41.
  • a B5 make-contact 292 has been energizing the accelerating-resistance hold-circuit 61 from the wire II, in readiness for this progression of the accelerating-resistor switches SI to SIB.
  • the braking-progression thus continues until substantially all of the braking-resistance is removed from the dynamic-braking circuit, thus resulting in the completion of the dynamic-braking operation, during which the speed of the car or train has been reduced from the initial speed at which the dynamic brake was applied, down to a low speed at which the dynamic brake fades out.
  • the braking-circuit switches are released by an opening of the brake-handle 202, without requiring the establishment of a (perhaps momentary) power-circuit (or MC on-position), in order to deenergize the braking hold-wire II.
  • the opening of the brake-handle 202 deenergizes the brake-relay BR and opens its contact 214, without requiring an onposition of the master controller MC to release the brake-wire 3, in order to deenergize the conductor 3IC and hence the hold-wire II.
  • One such rate-coil circuit involves the weight-responsive rheostat 200, and is traceable from the positive control-power line through an LS2 makecontact 293, the aforesaid weight-responsive rheostat 200, a resistance 294, a conductor 92, a resistance 295, and the rate-coil wire 95.
  • a second old or known rate-coil energizing-circuit involves the braking-responsive resistance MI, and is'traceable from the positive bus through a BR make-contact 296, and the aforesaid brakingresponsive rheostat 20I to the conductor 92.
  • Ordinarily, objectionably high rates of current-increase are not obtained during the accelerating-operation, but only during the first second and a half (or the like) of the dynamic-braking operation, and then only if the dynamic-braking operation is established while the carer train is operating at a rather high rate of speed, near its maximum speed, when dynamic braking is applied.
  • an impulse or kick-coil induction-means in the form of a transformer which preferably has more turns in its secondary winding 30I than in its primary winding 302, for example 500 secondary-turns, to 164 primary-turns. It is important, for our purposes, in general, that this impulse or kick-coil induction-means or transformer 302-30I shall have a magnetizable flux-circuit 303 of its own,
  • the series field winding SFI or SFZ cannot be used as an induction-means for responding to the rate of change of the motorcurrent, because the field-windings are subject to wider current-variations as a result of fieldshunting (which takes place during the dynamicbraking build-up period), than the variations in the armature-current.
  • a field-winding induction-means, for limit-relay recalibration, would respond each time a notch is taken, during both acceleration and braking, instead of responding only to the current-increments which occur during very high armature-current conditions, such as prevail during the establishment of highspeed dynamic-braking conditions.
  • a field-winding induction-means would also be affected by the long time-constant of the motor-circuits, which causes the field windings to have an increased voltage thereacross, long after the termination of the transient period during which there is a high rate-of-increase in the motor-current, as a result of the progressive notching or advancement of the dynamic-braking control.
  • a convenient means for making use of the impulse-voltages in the secondary transformerwinding 301, so as to temporarily or transiently recalibrate the limit-relay CR which controls the braking-progression, is to apply this secondary transformer-voltage directly across the terminals of the rate-coil RC of the limit-relay CR, as shown in the drawing, wherein one secondary terminal is connected to the conductor 95, while the other is connected to the grounded r negative bus
  • the parallelconnected transformer-winding 3M had no discernible efiect upon the rate-coil operation, except when there occurred a high rate of change in the magnitude of the motor-current which traversed the primary winding 302, in which case the secondary winding 30
  • our field-controlling means FC with a contact-segment 306 which is closed at all controller-positions except those positions which are close to the full-field position FF.
  • the contact-segment 306 of the field-controller PC is closed in the controller-positions between the intermediate position F3 and the short-field position SF, inclusive.
  • this PC contact-segment 306 we use this PC contact-segment 306 to make a connection from the train-line wire 6, which controls the switching-operation of the tractionmotors, to the train-line wire 4, which controls the progressive series-motor running-connections.
  • One of the novel features of our present invention relates to the use of the impulse or kickcoil induction-means 30230l.
  • the motor-current does not reach excessive rates of increase, between successive accelerating-notches, such as would require the use of transient or temporary limit-relay recalibration in accordance with our present invention.
  • Our impulse or kick-coil induction-means 3U230l automatically takes care of this situation by developing only negligibly small voltage-impulses in its secondary Winding 30! during the motoring operations. If desired, all motoring-operation responses of the induction-means 302-30
  • the motors are operating as series generators, during these dynamic-braking operations, so that an excessive motor-current, during such an operation, means the production of an excessive motor-flux in the series field-windings SF! and SF2. And an excessive motor-flux, coupled with a high motor-speed, means an excessive motor-voltage
  • an excessive motor-current and an excessive motor armature-voltage, during dynamic braking spells a rough or excessive brake-application.
  • the excessive motor-voltage also results in motor-flashing at its commutator.
  • the second novel feature of our invention namely the field-controller contact-segment 306, has to. do with the prevention of rough-brake conditions which have sometimes been encountered as a result of the motormans misuse of his master-controller MC.
  • the motors in their short-field condition, that is,
  • the motorman momentarily throws oil" the power, establishing a momentary coastingoperation, by moving his master controller M to the off-position, and then immediately again moves the master controller MC to its switchingposition, or No. 1 position, which is not a running-position, and not intended to be used except for slow-speed operations while the car or train is being switched from track to track.
  • our new field controller contact 305 connects the switching-controlling wire 6 to the progression-controlling circuit 4-40- 45-46-41, which rapidly and uninterruptedly cuts out all motor-resistance during these seriesmotor-connection operating-conditions, thus materially increasing the field-strength of the mo tors, even though the motorman should improperly leave his master-controller on its No. 1 switching-position while the car or train is operating so fast.
  • a motor-controlling assembly including the combination, with a series-motor means to be controlled, said series-motor means including a motor-armature and a series fieldwwinding connested in series therewith, of: (a) a supply-circuit for the series-motor means; (b) a powerswitch means, for establishing a power-circuit for energizing the series-motor'means from the supply-circuit; (c) a braking-switch means, for establishing a dynamic-braking circuit for the series-motor.
  • a progressively operating braking-controlling means for controlling the braking-adjustment of the dynamic-braking circuit during dynamic-braking conditions, said braking-controlling means including a brakingcontrolling limit-relay means having an operating-coil which is energized to be responsive to conditions which accompany a lower-than-desired braking-current in the dynamic-braking circuit, and means for progressively operating said braking-controlling means under the control of said braking-controlling limit-relay means; and (e) an induction-means for recalibrating the response of said braking-controlling limit-relay means in response to transient braking-current conditions in the dynamic-braking circuit, said induction-means having a magnetizable fluxcircuit which is separate from the motor-field.
  • braking-controlling limit-relay means being a current-responsive relay having an operating-coil in series with a motor-armature.
  • induction-means including a transformer having more secondary turns than primary turns, an auxiliary rate-controlling coil on said braking-controlling limit-relay means, and connection-means for connecting the secondary terminals of said transformer across the terminals of said auxiliary rate-controlling coil.
  • a motor-controlling assembly including the combination, with a series-motor means to be controlled, said series-motor means including a motor-armature and a series field winding connected in series therewith, of: (a) a supply-circuit for the series-motor means; (b) a powerswitch means, for establishing a power-circuit for energizing the'series-motor means from the supply-circuit; (c) a braking-switch means, for establishing a dynamic-braking circuit which uses said series-motor means as an entirely selfexcited series-generator means, said dynamicbraking circuit including a controllable braking circuit resistance; (d) an accelerating controlmeans, for controlling the closure of said powerswitch means and, contingent upon such closure, progressively controlling the acceleration of said series-motor means during power-circuit operating-conditions, said accelerating control-means comprising an acceleration-controlling limit-relay means having an operating-coil which is energized to be responsive to conditions which accompany a lower-than-desi
  • braking-controlling limit-relay means being a current-responsive relay having an operating-coil in series with a motor-armature.
  • induction-means including a transformer having more secondary turns than primary turns, an auxiliary rate-controlling coil on said braking-controlling limit-relay means, and connection-means for connecting the secondary terminals of said transformer across the terminals of said auxiliary rate-controlling coil.
  • induction-means including a transformer having more secondary turns than primary turns, an auxiliary rate-controlling coil on said current-responsive limit-relay, and connection-means for connecting the secondary terminals of said transformer across the terminals of said auxiliary rate-controlling coil.
  • char acterized by said braking-controlling limit-relay means being a current-responsive relay having an operating-coil in series with a motor-armature.
  • induction-means including a transformer having more secondary turns than primary turns, an auxiliary rate-controlling coil on said bralting-controlling limit relay means, and connection-means for connecting the secondary terminals of said transformer across the terminals of said auxiliary rate c'ontrolling coil.
  • a motor-controlling assembly including the combination, with a plurality of series motors to be controlled, each series motor including a motor-armature and a series field winding connected in series therewith, of: (a) a supply-circuit for the series motors: (b) a power-switch means, for establishing a power-circuit for energizin the series motors, first in a series-motor connection, and then in a parallel-motor connection, from the supply-circuit; (c) a braking-switch means, for establishing a dynamic-braking circuit for the series motors; (d) a variable fieldcontrolling means, for progressively adjusting said series field winding toward full-field con dition and toward a short-held condition, respec tively; (e) a progressively operating acceleration-controlling means, for controlling the acceleration of the series-motor means during each of the power-circuit operating-conditions, said acceleration-controlling means including a finallyoperating means for causing said field-controi
  • a progressively operating braking controlling means for controlling the braking-adjustment of the dynamic-braking circuit during dynamicbraliing conditions, said braking-controlling means including a first-operating means for causing said field-controlling means to adjust said series field winding to its full-field condition;
  • an accelerating-control1er having an off-position, a switching-position, a series-motorconnection running-position, and a parallelmotor-connection running-position;
  • a braking-controller having an off-position and an onposition or positions;
  • a starting-circuit means for closing the power-switch means in a seriesmotor connection, while maintaining said progressively operating acceleration controlling means in its lowest-speed condition, in response to a switching-position of the accelerating-controller;
  • an accelerating-circuit means responsive to a closed condition of the power-switch means, and each of the running-positions of the accelerating-contro1ler, for causing a progressing operation of the
  • dynamic-braking circuit tor the seriesmotor means (it) a progressively operating brak ing-contrclling means, for controlling the brak ing-adjustment of the dynamic braki'ng circuit during dynamic-braking conditions, said braking controlling means including a braking-controlling limit relay means having an operating-coil which is energized to be responsive to conditions which accompany a lower than-desired braking-current in the dynamic-braking circuit, and means for progressively operating said braking-controlling means under the control of said braking-control ling limit-relay means; and (e) an inductioh means, responsive to a predeterminedly high rate of increase in the braking-current in the dy namic-Joraking circuit, for transiently altering the motor-controlling assembly in correction or said high rate of increase in the braking-current, said induction-means having a magnetizable fluxcircuit which is separate from the motor-field.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Stopping Of Electric Motors (AREA)
US295794A 1952-06-26 1952-06-26 Motor-protection during dynamic braking Expired - Lifetime US2653284A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
US295794A US2653284A (en) 1952-06-26 1952-06-26 Motor-protection during dynamic braking
JP1138353A JPS305468B1 (pl) 1952-06-26 1953-06-25

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US295794A US2653284A (en) 1952-06-26 1952-06-26 Motor-protection during dynamic braking

Publications (1)

Publication Number Publication Date
US2653284A true US2653284A (en) 1953-09-22

Family

ID=23139257

Family Applications (1)

Application Number Title Priority Date Filing Date
US295794A Expired - Lifetime US2653284A (en) 1952-06-26 1952-06-26 Motor-protection during dynamic braking

Country Status (2)

Country Link
US (1) US2653284A (pl)
JP (1) JPS305468B1 (pl)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2933667A (en) * 1957-07-31 1960-04-19 Westinghouse Electric Corp Dynamic-brake control-systems
US2965825A (en) * 1957-02-27 1960-12-20 Westinghouse Electric Corp Traction-motor control

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2965825A (en) * 1957-02-27 1960-12-20 Westinghouse Electric Corp Traction-motor control
US2933667A (en) * 1957-07-31 1960-04-19 Westinghouse Electric Corp Dynamic-brake control-systems

Also Published As

Publication number Publication date
JPS305468B1 (pl) 1955-08-06

Similar Documents

Publication Publication Date Title
US2653284A (en) Motor-protection during dynamic braking
US2669679A (en) Dynamic-braking motor-protection
US2669681A (en) Motor control prior to dynamic braking
US2693562A (en) Dynamic-braking control
US2748335A (en) Traction-motor control
US2980036A (en) Traction-motor acceleration and dynamic-braking control
US2970250A (en) High-speed electric-car control
US2637009A (en) Sheetsxsheet i
US2712103A (en) Main-switch motor-control for electric
US2965825A (en) Traction-motor control
US2666877A (en) Dynamic-braking protection
US2933667A (en) Dynamic-brake control-systems
US2626374A (en) Locomotive regeneration control
US2637008A (en) Dynamic-braking control
US786419A (en) System for operating electric vehicles.
US2985810A (en) Traction-motor dynamic-braking control
US3034031A (en) Electric railway control positioning system
US2342756A (en) Dynamic braking system
US2802162A (en) Dynamic-braking control
US2100727A (en) Motor control system
US1947059A (en) Motor control system
US2310050A (en) Motor control system
US2806194A (en) Bridge-transition motor-control
US2017666A (en) Electric brake control
US2318331A (en) Motor control system