US687222A - System of motor control. - Google Patents

Description

Patented Nov. 26, IQUI. A. S. GARFIELD 81. C. E. DORNELLAS.

SYSTEM OF MOTOR CONTROL.

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Patenfed Nov. 26, I901.

A. S. GARFIELD &.C. E. DOBNELLAS.

' SYSTEM OF mnofi CONTROL.

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No. 687,222. Patented Nov. 26, I90l. A. S. GARFIELD &. C. E. OORNELLAS.

SYSTEM OF MOTOR CONTROL.

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UNITED STATES PATENT OFFICE.

ALEXANDER S. GARFIELD AND CARLOS E. DORNELLAS, OF PARIS, FRANCE, ASSIGNORS TO. GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

SYSTEM OF MOTOR CONTROL.

SPECIFICATION forming part of Letters Patent No. 687,222, dated November 26, 1901.

Serial No. 69,977. (No model.)

To ctlb whom, it may concern.-

Be it known that we, ALEXANDER S. GAR- FIELD, a citizen of the United States, and CAR- LosE. DORNELLAs, a subject of the King of Portugal, both residing at Paris, France, have invented certain new and useful Improvements in Systems of Motor Control, (Case No. 2,096,) of which the following is a specification.

Our invention relates to motor-control systems, and has for one of its objects to provide an improved system for the control of a plurality of motor equipments which is especially adapted for the controlofthepropellingl5 motors on a. train provided with motorequipments on the end cars.

Another feature of our invention consists in providing, in a motor-control system of the character hereinafter described, a separate or auxiliary switch by the operation of which all the motors of a plurality of motor equipments may be permanently connected in multiple whenever it is desired to out any one motor out of circuit. Still another feature of our invention has for its object to reduce all possibilities of accident in a series-parallel motor-control system whenever any one of the propelling-motors becomes disabled by compelling the motorman to operate the re- 0 maining motors in the multiple connection whenever any of the motors have been out out of circuit.

The system of train control which we have devised is an improvement on the system dis- 5 closed in reissued Letters Patent, No. 11,852, to E. W. Rice, Jr., and comprises, as does that system, motor equipments at the ends of the train only, a train-line between the two end cars, and a controller having its contacts 40 arranged to connect the two motor equipments either in series or in multiple. The system disclosed in the aforesaid Letters Patent does not provide any means for operating thetrain in the reverse direction from the con- 5 troller at one end of the train, and it is one of the objects of our present invention to so organize such a system that without unnecessary complications all the motors on the train maybe operated in either direction from a single controller. Our system is intended the other to be operated indirectly by some means which will be actuated whenever the directlyoperated switch is moved.

In the operation of a train system of the character above described or, indeed, in the operation of any motor system in which a pluralityof groups of motors are sometimes connected in series by the main controller there is a danger that the motorman may operate the motors in their series connection when one or more of them have been cutout of circuit, thereby subjecting the remaining motors of the group, which is partly cut out, to an excessive overload. One arrangement for avoiding this difficulty is shown by F. E. Case in Letters Patent No. 610,895; but the arrangement of circuits therein disclosed is unsuitable fora system of train control of the character described herein,for the reason that itwould require the running of additional train-conductors large enough to carry the motor-currents. tVe accomplish the same result by providing simple out-out switches on the rear car of the train and an auxiliary switch on the forward car, having contacts arranged to connect all the motors on the train permanently in multiple. The cut-out switches on the forward car we may arrange in the manner shown in the patent to F. E. Case, above referred to, so that each switch may be manipulated to make the permanent multiple connection. Whenever it is desired to cut out one of the motors on the rear car of the train, the auxiliary switch on the forward car should first be operated to make the permanent multiple connection. In many cases, however, it is desirable to so arrange the cutout switches that it will be impossible for the motorman to Operate them improperly, and to this end we have devised an arrangement in which each motor-circuit is provided with a cut-out switch so constructed that it cannot be operated until a separate auxiliary switch has been operated to make the permanent multiple connection. We accomplish this result by providing a single operatinghandle for all of the cut-out switches and the auxiliary switch, this handle being mounted, preferably, like an ordinary reversing-switch handle, so that it can be removed from the auxiliary switch only when it is in its multiple position. Since the several cut-out switches can be operated only by the same handle which is used to operate the auxiliary switch and since this handle can be removed from the auxiliary switch only when it is in its multiple position,it is evident that none of the cut-out switches can be operated until all the motors on the train have been connected in multiple.

Our invention will be better understood by reference to the following description, taken in connection with the accompanying drawings, in which- Figure 1 represents diagrammatically a complete train-control system embodying the features of my invention. Fig. 2 illustrates a train of cars to which the system constituting my invention may be applied. Fig. 3 is a diagram in outline showing the system as applied to a train. Fig. 4 is asimplified diagram illustrating the connections and operation of the auxiliary switch. Figs. 5 and 6 are diagrams illustrating the series and multiple connections, respectively, of the motor equipments on the train. Fig. '7 shows the general construction of the controller which may be employed on a forward car of the train. Fig. 8 shows a construction which may be employed for the cut-out switches. Figs. 9 and 10 illustrate the construction of the common handle by means of which the auxiliary switch and the cut-out switches are operated, and Fig. 11 is a diagram illustrating the circuits of the reversing-switch-actuating electromagnets on the rear of the train.

Referring first to Figs. 2 and 3 of the drawings, M and M indicate the motors which constitute the equipment on the forward car of a train, and M M the motors constituting the equipment on the rear car. The forward car is provided with a controller L, comprising a plurality of switches hereinafter to be described. The rear car is provided with an electrically-actuated reversing-switch RS and both cars are provided with casings N, containing cut-out switches for the motors of the two motor equipments. The motor equipment on the forward car is connected directly to the controller on that car, and a connection is made from the controller to the motor equipment on the rear car through the train-line U. The train-line also contains conductors through which current may be supplied from the forward car to operate the reversing-switch on the rear car.

Fig. 1 of the drawings illustrates in diagram the complete equipment for a train of the character above described, with the exception that the cut-out switches are shown of the usual construction. In this figure the controller L is shown as comprising a powerswitch P and a reversing-switch BS. The motors constituting the equipment for the forward car of the train are shown at M and M The equipment for the rear car of the train is shown at the right in Fig. 1, the train-line U being indicated by dotted lines. The equipment for the rear car comprises motors M and M, an electrically-operated reversing -switch RS and simple cut out switches D and E, one for each of the motors.

The power-switch of the controller L comprises (in the particular form in which we have illustrated it in this case) two cylindrical switchesp and 19', each provided with rectangular contacts, which are arranged to engage two sets of fixed brushes (indicated by the circular contacts 1' to 7 and S to 15) as the cylinders are rotated. The mechanical construction of the power-switch, as well as the mechanical construction of the other switches of the controller L, is indicated in Fig. 7 of the drawings; but in Fig. 1 the power and the reversing switches are shown with their contacts developed on a plane surface, as is customary in diagrammatically illustrating such structure.

In order that the operation of the system may be understood, let it be supposed that the reversing-switch RS is moved to the left until the range of contacts marked a is brought into engagement with the corresponding range of fixed contacts 16 to 19 and the range of contacts marked 1) into engagement with the corresponding 'fixed contacts 20 to 23 and with the remaining switches on both cars of the train in the positions indicated. If new the handle of the main controller is turned so as to bring the two cylinders 19 and p of the power-switch into the first operative position, where the fixed contacts for each cylinder lie along the line 1 1, a circuit will be closed as follows: Starting from trolley-conductor T, the circuit leads through contacts 1 and 2 of the power-switch to the first section of the resistance R and thence by way of conductor 2 to contacts 2" ,of the cut-out switches B and 0, connection also being made from this same conductor to contact 2 of the auxiliary switch A. 'With the cut-out switches B and O in the positions shown in the drawings the circuit may be traced from the conductor 2 through the out side blades of the two cut-out switches to conductors 16 and 20. From the conductor 16 a circuit may be traced through the contacts of the reversing-switch RS and the windings of the motor M to the conductor 39, and from the conductor 20 a corresponding circuit may be traced through the contacts of the reversing-switch and the windings of the motor M to the conductor 10. The two conductors 39 and 40 are the comin -out leads of the two IIO motor-circuits and are each connected to a corresponding contact on the inner blades of the cut-out switches B and C, and the circuit for both conductors continues through the said blades to the contacts 41 and thence by way of a common conductor 41 to the contacts 41 and 43 of the switch A. With this latter switch in the position shown in the draw ings the circuit continues through contacts 43 and 44t to conductor 44 and thence through the middle blades of the two cut-out switches B and O to the conductor 14, which leads to contact let on the power switch. Thence the circuitcontinues through contacts 14: and 13 to the conductor 13, which is one of the conductors of the train-line U and which leads to the rear car of the train. On the rear car this conductor is connected to contacts 13 of the cut-out switches D and E, and through the outer blade of each of these switches the circuit is completed through the windings of each of the motors on the rear car to ground. One of these circuits leads through conductor 24 and the upper contacts of the reversing-switch RS to the windings of the motor M and thence to conductor 46. The other circuit leads through the conductor 28 and the lower contacts of the reversing-switch ES to the windings of the motor M and thence to conductor 47, the conductors 46 and 47 being both connected to ground through the inner blades of the cutout switches D and E and the conductor 48. The motor equipments on the two cars of the train are thus connected in series, according to the diagram of Fig. 5, through a maximum resistance. Further movement of the power-switch P of the controller operates to gradually reduce the re sistance in circuit with the motors by connecting other resistance-sections in multiple with the resistance-section first included in circuit until in the position marked 8 8 all of the resistance is cut out of circuit. A still further movement of the cylinders constituting the power-switch of the controller op crates to open the motor-circuits and then to close them again with the two motor equipments connected in multiple between the leading-inconductor2andground. Tracing the circuits for the position 9 9 of the powerswitch, this being the first multiple position, it will be found that the circuit starting from trolley-conductor T leads now through the first two sections of the resistance R to the conductor 2 and thence, as before, through the contact-blades of the two cut-out switches B and O and the contacts of the reversingswitch RS to the windings of the motors M and M and the conductor 14; but in this position of the power-switch the conductor 1t instead of being connected to the train-conductor 13 is now connected, through contacts 14 and 15, to the conductor 15 and to ground. The conductor 13, on the other hand, is now connected, through contacts 13 and 12', to the leading-in conductor 2, so that while the circuits for the motors on the rear car are 111ichanged these circuits are connected directly to trolley through the resistance R in multiple with the circuits of the motors M and M according to the diagram of Fig. 6. Further movement of the power-switch operates to reduce the resistance in the motorcircuit, as before, until finally all the resistance is cut out.

In order that the motors on the rear car of the train may be conveniently reversed from the forward car, we have provided the rear car with an electromagnetically-actuated reversing-switch RS ot a type developed by F. E. Case, and in order to operate the said switch We have provided auxiliary contacts on the reversing-switch cylinder of the controller at the forward end of the train, these contacts being connected to suitable conductors leading to the actuating-windings of the switch RS The mode of operating this switch will be understood by referring to Figs. 1 and 11 of the drawings, the latter of which shows in development the arrangement of certain aux iliary contacts 011 the switch RS which control the connections of the actuating-windings. Referring to Fig. 1 and supposing the reversing-switch RS to be in that position in which the contacts of the range (t are in engagement with contacts 16 to 19 and the contacts of the range Z) in engagement with the corresponding contacts 20 to 23, it will be noted that the contacts of the auxiliary range 01 will be in engagement with the corresponding fixed contacts 32 to St. A circuit may then be traced from the power-conductor T through contacts 33 and 34; and auxiliary train-conductor 34: to auxiliary contact 38' on the reversing-switch RS but since the circuit is open at this point no movement of the said switch will occur. If, however, the reversing-switch RS on the forward car is thrown into its other operative position, so as to bring the contacts of the range a into engagement with contacts 20 to 23 and the contacts of the range 1) into engagement with contacts 16 to 19, the auxiliary contacts of the range Q will be brought into engagement with contacts 32 to 34-, and then a circuit may be traced from the trolley-conductor T through the contacts 33 and 32' and auxiliary trainconductor 32 to auxiliary contact 36 of the reversingswitch RS thence through the cross-connected contacts on said. switch to contact and through the winding of the solenoid g to ground. As soon as this circuit is closed the solenoid Q will actuate its core and will through the crank connection shown rotate the switch R until the upper cross-connected contacts of the cylinder pass out of engagement with contacts 35 and 36, at which time a new set of contacts will be brought into engagement with the contacts 24 to 31, these latter contacts being so arranged as to reverse the connections of the motors. As will be seen from an inspection of Fig. 11, the movement of the switch RS when the solenoid g is energized will operate to electrically connect contacts 37 and 38, so that after the switch RS has been actuated. by the solenoid g a reverse movement of the switch RS of the main controller will operate to close a circuit through the actuating-coilfof the switch RS so as to move it back into the position shown in Fig. 1 of the drawings.

' Although we prefer to arrange all the cutout switches so that they cannot be operated until after all the motor-circuits have been permanently connected in multiple, we may under some conditions find it advisable to use the arrangement of switches shown in Fig. 1 of the drawings. In the arrangement illustrated in this figure a separate multiple switch is provided; but all the switches are of the ordinary cut-out type, so that while the motorman may throw a switch to make the multiple connection whenever he cuts out one motor it is in his discretion to do so or not, as he chooses. The cut-out switches B and O, as shown in Fig. 1, are of a type commonly used in those motor equipments in which a plurality of groups of motors are connected, sometimes in series and sometimes in multiple and in which it is desired that the cutting out of any one motor shall operate to connect the remaining motors in multiple. The arrangement of the connections for these switches is fully described in the patent to F. E. Case, above referred to, and no detailed description is required in this application, it being only necessary to state that when these switches are in the positions indicated in the drawings a connection is completed between the supply-conductor 2 and the leading-in conductor of each of the motors M and M and between the conductor 41 and the comingout end of the conductor leading from each of the motor-circuits M and M and that the circuit from the conductor 41 leads through one of the blades of each of the cutout switches, so that whenever either one of these switches is operated the circuit of both motors will be opened. In order to complete the circuit'for the remaining motor of the equipment, each cut-out switch is arranged to be thrown into another operative position, and in the particular arrangement shown in this other position it operates to connect the coming-out lead of the remaining motor of the equipment on the first car directly to ground through contacts 41 45 and conductor 45 and to connect the train-conductor leading to the motor equipment on the rear car directly to the conductor 2 through contacts 13 and 2.

It is thus possible by following the prior art to so arrange a train system of the character described that the operation of a cutout switch for any one of the motors on the forward car will connect the remaining motors on the train in multiple with one another; but such a system of connections cannot be applied to the cut-out switches on the rear car of the train without greatly complicating the connections and increasing the number of train-conductors in the train-line. In order to avoid such complication and in order to render it possible to connect all the motors on a train in multiple before any cut-out switch is actuated, we have provided simple cut-out switches on the rear car of the train and have added what we have termed a separate or auxiliary switch A to the equipment on the forward car, this switch being provided with contacts arranged to perform the same functions as the upper and middle contacts of the switches B and C, so that by its operation the motor equipments may be permanently connected in multiple whenever it is desired to open either of the cut-out switches D and E on the rear car. In order that the circuit from the coming-out conductors on the forward car to the conductor l4 and contact 14 of the controller may be opened Whenever the auxiliary switch is thrown into a position to make the permanent multiple connection, this switch is provided with contacts 43 and 44 included in said circuit. These contacts are electrically connected through the middle switch-blade whenever the switch A is in its upper position. Evidently this feature of our invention is not limited to train systems.

When it is desired to insure the operation of the switch A before the cut-out switches are operated, we prefer to construct all of these switches of the cylindrical type, with a common actuating-handle. In such case it will be found convenient to omit the upper contacts as well as the contacts which are connected by the middle blades of the switches B and (J and to construct them like the switches D and E. The arrangement of contacts for a cylindrical switch corresponding to the arrangement of the contacts of the switches A, D, and E of Fig. l we do not deem it necessary to illustrate, since one acquainted with the construction of electric switches can readily lay out the desired arrangement.

In order that the relation of the cut-out switches and the auxiliary switch A to the control-circuits may be more clearly apprehended than is possible from an inspection of the diagram of Fig. 1 alone, we have shown in Fig. 4 a simplified diagram in which the parts are lettered the same as in Fig. 1 and in which the cut-out switches are shown as simple single-blade switches arranged to open one side of the circuit only.

We have shown in Figs. 7 to 10, inclusive, of the drawings the mechanical constructions which we prefer to employ in embodying our invention; but it is to be understood that such embodiment illustrates only one of a large number of forms which might be employed. Referring to these figures, it will be noted that the switches P, RS, and A of Fig. 1 are mounted in a common controller-casing, the switch P comprising, as has been already IIO stated, two cylinders geared together so that they will rotate in opposite directions. The reversing-switch BS is of the ordinary construction, except that its cylinder is elongated and provided with the auxiliary contacts through which the operation of the switch RS on the rear car of the train is controlled. In order to provide a convenient structure so arranged that the switches A, B, O, D, and E of Fig. 1 must necessarily be operated by a single actuating means, we have found it advisable to construct these switches of the cylindrical type and to provide the switch A with an operating-handle similar in its general construction to that which is used on the controller-reversing switch. This switch A is shown mounted in the lower right-hand corner of the controller-casing, and the position shown in this figure of the drawings corresponds with the upper position of the switch in Fig. 1. The operating-handle A is provided with av rectangular opening arranged to engage an undercut portion of the shaft upon which the cylinder A is mounted, and the guard and the stop Z on the bracket supporting the switch are so arranged that the operating-handle can be removed from the shaft of the switch A only when the lug m is brought into engagement with the stop Z. This same handle is used for operating the reversing-switches B, C, D, and E, and these switches may be conveniently mounted in two sets in small casings N, as shown in Fig. 8 of the drawings. Each of these casings contains two cylindrical switches F and G, and the upper ends of the shafts n and n, by which these switches are actuated, are provided with undercut portions adapted to receive the actuating-handle A.

It is evident that various modifications may be made in the system herein disclosed and in its elements without departing from the spirit of our invention, and we aim in the claims hereto appended to embrace all such modifications.

What we claim as new, and desire to secure by Letters Patent of the United States, is--- 1. In a system for controlling the operation of a plurality of motor equipments located at a distance from one another, a system of conductors connecting the two equipments, a corn troller comprising a power-switch provided with contacts for controlling the supply of current to both equipments and a reversingswitch provided with contacts for reversing the circuit connections of the motors of one equipment, a separate reversing switch for the other motor equipment, actuating means therefor, and means operated by the controller-reversing switch for controlling the operation of said actuating means.

' 2. In a system for controlling the operation of motor equipments at both ends of a train, a controller at one end of the train comprising a power switch provided with contacts for controlling the supply of current to both motor equipments and a reversing-switch pro vided with contacts for reversing the circuit connections of the motors in the motor equipment at that end of the train, a reversingswitch for the motor equipment at the other end of the train, electromagnets for actuating said latter switch, and auxiliary contacts on the controller-reversing switch for controlling the supply of current to said electromagnets.

3. In a system for controlling the operation of motor equipments at both ends of a train, a controller at one end of the train comprising a power-switch provided with contacts for controlling the supply of current to both motor equipments and a reversing-switch for the motor equipment at that end of the train, a separate reversing-switch for the motor equipment at the other end of the train, and means controlled in its operation by the controllerreversing switch for actuating said separate reversing-switch.

4. In a system for controlling the operation of motor equipments at both ends of a train, a controller at one end of the train comprising a power-switch provided with contacts for controlling the supply of current to both motor equipments and a reversing-switch for the motor equipment at that end of the train, a separate reversing switch for the motor equipment at the other end of the train, actuating means for said switch and means operated by the controller-reversing switch for controlling the operation of said actuating means.

5. In a system forcontrolling the operation of a plurality of motor equipments, a controller having its contacts arranged to connect the motor equipments either in series or in multiple, cut-out switches for the motors of each equipment,and a separate switch for connecting both motor equipments in multiple.

6. In a system for controlling the operation of a plurality of motor equipments, a controller having its contacts arranged to connect the motor equipments either in series or in m ultiple, cut-out switches for the motors of each equipment, a separate switch for connecting both motorequipments in multiple and means whereby said cut-out switches cannot be operated until the said separate switch has been operated to make the multiple connection.

7. In a system for controlling the operation of a plurality of motor equipments, a controller having its contacts arranged to connect the motor equipments either in series or in multiple, cut-out switches for the motors of each equipment, a separate switch for connecting both motor equipments in multiple, a common actuating means for said separate switch and said cut-out switches, and means for looking said actuating means in its position on the separate switch except when the said switch has been operated to make the multiple connection.

8. In a system for controlling the operation of a plurality of motor equipments, a controller having its contacts arranged to connect the motor equipments either in series or in multiple, cut-out switches operatively connected to the motor-circuits, a separate switch having its contacts arranged to connect both motor equipments in multiple, a common operating means for said cut-out switches and said separate switch, and means whereby the movement of the separate switch from its multiple position locks the operating means thereto.

9. In a train system for controlling the operation of motor equipments at both ends of the train, a train-line, a controller having its contacts arranged to connect the motor equipments at the ends of the train either in series or in multiple, cut-out switches for the motors of each equipment, and a separate switch having two operative positions in one of which it operates to connect the coming-out leads of one equipment to the train-line or to ground,

through the contacts of the controller, and in' the other of which it operates to connect the coming-out leads of the said equipment directly to ground and the train-line to the supply-conductor through the contacts of the controller.

10. In a train system for controlling the operation of motor equipments at both ends of the train, a train-line, a controller having its contacts arranged to connect the motor equipments at the ends of the train either in series or in multiple, cut-out switches for the motors of each equipment, a separate switch having two operative positions in one of which it operates to connect the coming-out leads of one equipment to the train-line or to ground, through the contacts of the controller, and in the other of which it operates to connect the coming-out leads of the said equipment directly to ground and the train-line to the suppl y-conductor through the contacts of the controller, a single actuating device adapted to be operatively connected to said cut-out switches, and also to said separate switch, and means for preventing the removal of said device from the separate switch except when it is in the latter position.

In witness whereof we have hereunto set our hands this 15th day of July, 1901.

ALEXANDER S. GARFIELD. CARLOS E. DORNELLAS. Witnesses: v

EDWARD P. MAoLEAN, GEORGE E. LIGHT.

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