US822275A - System of motor control. - Google Patents

Description

PATENTED JUNE 5, 1906. G. H. HILL.

SYSTEM OF MOTOR CONTROL.

APPLICATION FILED NOV. 17.1904.

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Wifnesses.

Inventor. 6.15%.

M eor e I... WMZZZL No. 822,275. PATENTED JUNE 5, 1906.

G. H. HILL. SYSTEM OF MOTOR CONTROL.

APPLICATION FILED NOV. 17, 1904;

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PATENTED JUNE 5, 1906. G H. HILL. SYSTEM OF MOTOR CONTROL.

APPLICATION FILED NOV. 17, 1904.

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devices of the several cars.

- case failure of current upon the leading car g indicate diagrammatically six diife I UNITED era-res PATENT orrron.

GEORGE H. HILL, OF SCHENECTADY. NEW YORK, ASSIGNOR T OGENERAIQ ELECTRIC COMPANY, A. CORPORATION OF NEW YORK.

SYSTEM OF MOTOR CONTROL.

Specification of Letters Patent.

Patented June 5, 1906.

Application filed November 1'7, 1904.. Serial No- 233,067.

5 of New York, have invented certain new and useful Improvements in Systems of Motor Control, of which the following is a specification.

The present invention relates to systems of Io motor' control, and particularly to electrical control systems in which it is desired to regulate the motors on several cars of a train from a single point.

In systems of train control electrical in I 5 character and in which no auxiliary source of current-supply is provided the control-current must be obtained from the collecting devices of the leading car 'or rom a bus-line which is connected to the current-collecting In the former from any cause may render the control systern inoperative, although motor-current may be provided for the other cars. By em- 2 5 ploying a bus-line, which connects together the current-collecting devices of the several cars, controlcurrent may be obtained if any current-collecting device is energized, although by reason of bad contact due tosleet 3o ordirt or any other cause the remaining current-collecting devices do not receive current. If the bus line consists of but a single wire connected directly to the several currentcollecting devices, current may pass from one car through the bus-wire and to the motors of another car, necessitating the use of a heavy wire capable of carrying motor-current.

The object of the present invention is to provide a bus-line for furnishing control and other auxiliary current, which eliminates the difficulties/and danger incident to the use of a main bus-line connected directly to the ourrent-collecting devices of the several cars of 4 5 the train.

Further objects of tion of severalforms thereof.

automatically supplied with current from a following car upon failure of current from the leading car.- Figs. 7 and 8 show further modifications of the present invention in which it is necessary to throw a manuallyoperated switch'when it is desired to receive current from a following car upon failure of current on the leading car, and Figs. 9, 10, 1*], are details of the systems illustrating.Figs. 7 and 8.

Similar reference characters will be used to designate corresponding parts throughout the drawings and specification. I

In Fig. 1, A and A indicate cars provided with master or motor controllers and propelling-motors, and B indicates a trailer-car arranged between the cars A and A. R indicates a section of third rail, and T and T are the collecting-shoes of the motorcars A and A, respectively. M and M are wires leading to the motors of the respective cars.

Each of the cars A and A is provided with controllers C and C at opposite ends of the car. In this figure, as in the following figure, the control-circuits are nr t shown, since they in themselves form no partof the present in vention, and it is of course understood that the circuit passing out from the controller may be of any usual or desired character. 1

and 2 are train-wires, which are not, however. continuous. Two of these wires are provided in order to. adapt the car e uipments for operation when one or more 0 the cars of the train are reversed. If it is desired to connect the cars always in the same relative position, wire 2 maybe omitted. These Wires are in practice arranged in the same horizontal the present invention l will be apparent fromthe following descrip- 4 interrupts the continuity of this trs in-wi're. Switch-s rm 3 is connected to the core of an l electrome gnet 5, one terminal of the coil of which is connected to the ground and the In the drawings, Figures 1 to 6, inclusive, other to the collector-shoe.

rent modil tht when the collector-shde be: re upon E11 motions or the present invention m which the energized 1-; il-section current flows through arrangement is such that the leading car is 1 the electromagnet. drawmg in its core and Upon each I leave the rail or for any other reason fail to receive current, electrom gnet 5 will be deenergized, permitting its core to drop and.

switch-arm 3 to mi-ke contact at 4. Know collector-shoe T is receiving current, switcharm3 upon car A will be in engs gement with contact 6 uponthat car, and current will fiow from collector-shoe T, contact 6, switch-arm 3, train-wire 1 to car A, through contact 4,

switch 3 of that car to the master-controller,

as-before. It is seen, however, that when the control-current is being, supplied from the .rear car train-wire 1 is entirely disconnected from the collector-shoe T, so that it is impossible for current .to .feed through the train-wire to the motors of the leading car.

Similarly, when both sets of collector-shoes are receiving-current there is-no electriczl connection between them through the bus wire. Train-wires 1 and 2 are cross-conswitches S and S, one at each end of the car.

When the cars are connected together, as

shown, train-wire 2 2 nd switches S and S do not come into play but when one of the cars is reversed current will be supplied, 9s before, upon-the closing of the switch S at the front end of car A and the switch S at the rear end of car A.

In Fig. 2' the arrangement is the same as that shown in Fig. 1 except that instead of the manually-operated switches S and S, I have provided a single, switch-arm S also connected to the core of the electromagnet 5-. The switch-arm S completes the portion of train-wire 2 carried by its respective 02 r,

*and when electrorna gnet 5 is deenergized this switch-arm engz ges the fixed cont: ct 8. When electromr gnet 5 is energized,'however, switch-arm S is moved in unison with switcharm 3, the two arms engaging with contacts 9 and 6 simultaneously, contact 9, as well as contact 6, being connected to the lead between the electrom: gnet end the collectorshoe. It will be seen that if car A is turned. end for end, so that car-wire 20 is connected to train-wire 1 and or r-wire 10 to train-wire 2 nd current upon the leading car fails, car

A will supply current through trolley T,-

contactthswitch S wire 20, tr.-. in-wire 1, s s

before; but in no case can-current between the collecting-shoes on motors upon the two cars. In this modification the controllers C andC are connected to the train' wires 1 and 2, respectively, so that if the train is running in one directiontrain-wire 1 supplies the current, while if it is running in the opposite direction thin-wire 2 is the one normally energized.

In Fig. 3 there is illustrated a system in which but a single trsin-wire is required. Three carsA A A are shown, each of which is provided with a similar equipment, al though of course cars simil..r to car B in Figs. 1 end 2 may be interposed if eich of these cars is provided with a. wire to completethe train connection. As in the system shown in Figs. 1 and 2, a electromcgnet 10 has its terminf ls connected to trolley-shoe and to ground, respectively. Upon the core of this electrom; gnet. is carried the contactplate 11, which when the electromagnets are denergized engages with fixed contacts 12 proper position. The switch is in the n2- ture of a reversing-switch, being provided. with two sets of movable contacts at and it,

which are ada ted to engage with the fixed contact at T e switch U may be a doublethrow switch, and before starting the trim all of these switches may be thrown so as to point ahead, thereby giving the proper connections between the ,,car equipments and train-wire, so that the leading car will be provided withcurrent from thefirst succeeding car which is receiving current. Assuming that the switches U on the several cars have been properly positioned, 2 s shown, and that trolley-shoe T leaves-the r; il, current will be supplied from shoe T, eon'tacts'13, plate 11 of car A, contacts u 11. of switch U, local to car A; train-Wire 1, contacts 11. 2nd u of car A, contacts 12 and 11 of car A to masterscontroller .C, no current, however, p2 ssing between the shoes T and T.- Ifco l Tis receiving no current, electrome'gnet 10 ector-shoe of car A will be denergized and current will I be supplied from collector-shoe T to the leading car. It is apparent that if the train is to 'be reversed and the master-controller upon car A brought into service the several switches U may be reversed, bringing the contacts 10 and u into engagement, so that master-controller on car A will-be sup-. plied with current from car A or car'A, as the case may be, if'no current ispssslng through collector-shoes T 2 nd T.

In Fig. 4 I have illustrated a train bus-line system employing but a single train-wire and entirely automatic in character. In this modification the train-wire is continuous, but 7 is automatically disconnected from the trolley of anycar when no current is being 001-.

lected by the shoe of said car. An electromagnet 14 is connected, as in the'previous modifications, to the trolleyshoe and to tacts 16 when the electromagnet is energized and completes the circuit between the mas ter-controller C and the trolley-shoe T. When no current is passing through shoe T, electromagnet 14 is deenergized; but if either car A or car A is receiving current the master 'eontroller on car A will be supplied with current from car A or car A as the case may be. When one of the cars is being supplied with current from the following car, no current flows between the trolley-shoes of said cars unless the electromagnet 14 on the leading car fails to become deenergized, so as to disenga e plate 15 from fixed contact 16. Even shou d this electromagnet fail to operate, onl a momentaryflow of current between the co lectin'g-shoes would result, since contacts 16 are connected to the coil of electromagnet 14 at a point 17 intermediate the ends of the coil and if current should flow back through this coil to the collector-shoe the electromagnet would be positively deenergized, causing the core thereof to drop, and thus interrupt the circuit between the train-wire and trolleyshoe T.

Fig. 5 illustrates a further modification embodying but a single train-wire and in which and 22.

the proper bus-line connections are made automatically. The core of the electromagnet 18 in this instance is U-shaped, and a coil is placed about each of the arms 19 and 20 of this core. An armature 21 is pivotally supvported between the'arms 19 and 20 and is o 1 eratively connected atits one end to aswitc arm 22. The arm 22 is also connected to a floating armature 22 by means of links 22 Thus when the electromagnet 18 is energized the armature 22 is attractedand the. ontact-arm engages with contacts 23, thereby completing a circuit from collectorshoe T through a coil 24 surrounding the armature 21 to train-wire 1 and thence to the master-controller. I The coils on the arms 19 that when all are energized by current flowthe armature is swung to the right and is positively held in that position. Whencollectorshoe T fails to receive current, the master, controller in the leading car receives current from collector-shoe T and collector-shoe T, as the case may be. If the coil surrounding the arms 19 and 20 and the armature 21 are deenergized, 'no current can pass from collector-shoe T, since the circuit is broken at con- -tacts 23 upon the leading ear. Should these coils, however, fail to be deenergized, a inb-l mentary flow of current between the .collec tor-shoes would change polarity of time 21 and cause it to be positi'veiy swung rent passing to the train-wire.

from the right to the left, so; as to-move the {switch-arm 22 out of engagementwith the contacts 23.

ground. A contact 15, carried by the core of 'thiselectromagnet, engages with fixed con- The modification illustrated in Fig. 6 is similar to that shown in Fig. 2, but differs therefrom in that the train-wires are never entirely interrupted, so that the control-current is not interrupted even momentarily during the changes in connections from one trolley-shoe to the other. The electromagnet 24 operates the contact- plates 25 and 26, these being similar to the switch-arms 3 and S When this electromagnet is energized, current flows from trolley T, fixed contact 27, contact-arm 25, the controller C, or,if the car is running in the opposite direction and C is in service, then from trolley T, fixed contacts 27 and 28, train-wire 2, controller C. If the current througl1 -trolley T fails, the master-controller C receives current from car i A and car A and assuming that trolley T on car Ais receiving current then the circuit is as follows trolley T, contacts 27 and 25 on car A, train -w ire 1, contacts 29 and 25 on car A to master-controller. It is evident, however that if electromagnet 2 4 is deenergized, permittingits core to drop, the control-current will be interrupted, momentarily at least, as the contact plate 25 passes from contacts 27 to contacts 29. In order to obviate this momentary interruption, a shunt 31 is placed aboutthe fixed contacts, this shunt including a coil 32, surrounding the core of the elec tromagnet 24 and wound so as to have demagnetizing efiect upon said electroniagnet. A similar shunt 33, including coil 34, is placed about the contacts 30 in wire 2. Conseuently when the current is interrupted on t e leading car current will be supplied to the mastercontroller from a succeeding car through the shunt in wire 1. or wire 2, as the case may be, this current demagnetizing electi'omagnet 24 and hastening the closing of the main circuits at contacts 29 or 30, as the case may be In Fig. 7 there is illustrated a modification in which the control-current is not automatically obtained from a succeeding car when it is interrupted upon the leading car, butv in which the motorman must operate one or more switches in order to obtain current from a following car. Suitable interlocks are provided between the several switches of each car, so that in ordinary operation no current can'pass between collector-shoes of different cars unless a switch is intentionally operated. Four cars A, A, A and A are illustrated, the cars being similarly equipped. When current is being received from trolley T, the circuit is as follows: wire 34, wire 35, contact-3'7, switch 36, (which must be thrown downwardly) master controlswitch 33, wire 39, to theeontroller; no eurif it is desired to take current from a succeedrng car,

IIC

the trainman throws switch 40' on that car,

so as to engage with contacts 41, and throws switch 36 into engagement with contact. 42, as shown at. the right hand of Fig. 7. Current .now passes in this car from trolley T to' wire 34, switch 40, wire 43, to the train-line. It now the current is interrupted on the leading car, the motorman need only throw switch 36 into engagement with contact 42 on the leading car, whereupon current will pass from the train-line through wire 43, switch 36', switch 38-, wire 39 to the controller, trolleyT, however, being cut out of circuit. it without making any other changes the train were reversed, car A being the lea-ding car, and master-switch 38 on carA were thrown into engagement with contacts 44, current would be supplied to the master-controller, but also to the traineline, so that if the switches in the following earswere set to energize the train-line current would pass, upon interruption'of current at trolley T from train-line to wi-re43, switch 40, Wire 34, i trolley T thus supplying'the motors of car A with current In order to break the connection of the trolleys with the respective wires 43 upon the closing of the master controller-switch, I have provided an interlock between the master controller switch and the switch 40, as illustrated clearly in Fig. 9-. This interlock consists of two hooks and 46, pivoted to the operating-handle of the switch 38 on opposite sides of its pivotal point 47,

these hooks being adapted to engage with a pin 48 upon the switch 40-. It is evident that upon turning the master controllerswitchin either direction, the switch 40 is moved out of engagement with fixed contacts 41 and can be moved into engagement with'these contacts only afterlifting the hooks 45 and 46- out of engagement with pin 48. These hooks must be so litted inorder topermit'the switch '40 to assume the position shown upon car A but when this car in turn becomes the leadingcar and the master controller-switch is thrown into engagement with contacts 44 switch 40 is simultaneously thrown out of en- Current passes normally from trolley T, wire g gement with its cooperating contacts 41 by means of the hooks.

A further modifiedformem'h od'yingm'anu ally-operatedswitches is illustrated in Fig. 8.

34-, switch 49- to the controller. The switch 49 is interlocked with the second switch 50', which connects the master controller of train line 1, sothat when oneconnects the-controller tothe trolley it is'impossihle for the other to connect the controller to the train-line. Any suitable form of interlock may of course be employed, the one-shown, and shown most clearly in Figs. 'IO'and' 11, consisting of a sliding bar5 1' having pins 52'and 53 near its ends.

The pins are adapted to engage with the switches 49 and 50, and the space between the pins is such that when oneswitch is moved into its operative position the other is posi tively forced out of position. A second set of fixed contacts 56 and 57 are provided,

the train-line from the-trolley, switches 49 and 50 being thrown" into engagement with these latter fixed contacts'fori this purpose.

mally preventing the two-switches 49" and 50 from simultaneously engaging with: contacts 56 and 57. This interlock is similar to' the other interlock and consists of a bar 59- having pins 60 and 61.

normally in the posit-ion to engage with the" stop 61 when the switch is thrown into-engagelatch the switch is free to move past the pin 61, thereby enabling both switches to. engage simultaneouslywith the stops 56 and 57, re

car A and current on this car passes directly from trolley T through these-switches to the train-line, and if it is desired to utilize trainline current, the switch 50 upon thatjcar is thrown into engagement with the fixed con- 54, thereby supplying the controller with current from the rear car and isolating trolley T'. If after switches 49 and 50 have been thrown I tothe position indicated upon car-A it is de- 1 sired to reverse the direction'of the-movement of the train'anduse the car A as the leading car, switch 49 must be thrown into engagement with contact 54, thereby breaking-the connection to the train-line and preventing.

wise if it is attempted to; bring the switches 49 and 50 upon the fixed contacts 56 and 57 switches from engaging with its-fixed contact. By this means feeding back fromone trolleyshoe to the other is made impossible unless.

plish this result.

In each of the several modifications 'oi'ymy invention it is possible to obtain current for thecontrolsystem andior lighting and heating, if desired, as long" asthe collecting 'de 1; In a system of train control; a motor-'- circuit .upon each of a plurality of cars,

cuits with current from a local collecting de- Switch 49 is provided. with a small spring-pressed latch 62, whichis tact 55, causing switch 49 tobrea-k contact at the switchesare designedly set to accom-.

What I claim as new, and desire to secure means for'supplying.each'ofsaid motor-ole whereby current may be supplied directly to- A second interlock 58 is employed for norment'with contact 56; but by lifting this spect-ively. This position is illustrated inthe reestablishment thereof, unless the'latclr 62 is operated for that purpose, since other the interlock 59' will prevent one of the vice of any one of the cars is taking current ting the feeding of motor-current through the vention in its broader aspects is not limited to any particular modification, since 1t may 7 2. In a system of train control, a motor circuit on each of a plurality of cars, means for supplylng each oi said motor-circuits With current from a local collecting device, a con trol-circuit, and means for supplying said control-circuit with current from the collect-- ingdevice carried by the car upon which the control-circuit is mounted or from the collecting device upon another car and for isolating the control-circuit from the local current-collecting device When current is taken from another car.

. 3. In a system of train control, a motorcircuit upon each of a plurality of cars, means for supp ing each of said motor-circuits with current rom a local collecting device, control-circuits upon a plurality of cars, and means for supplying any one of said controlcircuits with current from the collecting device local to the car upon which the controller is mounted or from the collecting device upon another car and for isolating the control-circuit from the lxcal collecting devices when current is beingsupplied from the collecting device of another car.

4. In a system of train control, a motorcircuit on each of a plurality of cars, means for supplying each of said motor-circuits with current from a local collecting device, a control-circuit, a train bus-line, and means for supplying said control-circuit with current from the collecting devicelocal to the car upon which the control-circuit is situated or from the bus-line and for disconnecting the local collecting device from the control-circuit When current is being supplied from the bus-line. r

5. In a system of train control, a motorcircuit on each of a plurality of cars, means for supplying each of said motor-circuits with current from a local collecting device, a control-circuit adapted to be connected to said.

collecting devices, and means for disconnecting said control-circuit from any collecting device which fails to receive current from the source of supply.

' 6. In a system of train control, a train bus- -line, and means for automatically connecting it to the current-collectin devices of a plurality of cars of a train an for disconnecting itfrom any of said collecting devices which fails to receive current from the source of supply. v

7 In a system of train control, a train bus- -line, and means for automatically connecting it to the current-collecting devices of a plurality of cars and automatically disconnecting it from any of said devices which. fails to receive current from the source of supply.

' 8. In a system of train control, a tram busline, means for automatically connecting the bus-line to the current-collecting devices of a plurality of cars and for automaticallydisconnecting it from any of said collecting devices which fails to receive current from the source of supply, and a controller operatively associated wlth said bus-line.

9. In a system of train control, a train busline, local motor connections to the currentcollectingdevices on a plurality of cars, and means for connecting the bus-line to said ourrent-collecting devices and for cutting out any of said collecting devices and the corres ending motor connections uponfailure of t e collecting devices to receive current from the source of supply.

10. In a system of train control, a train bus-line, local motor connections to the current-collecting devices ona plurality of cars, and means for automatically connecting said bus-line to said train-collecting device and for cutting out any of said collecting devices and the correspondin motor connections upon failure of the collecting devices to receive current from the source of supply.

11. In a system of train control, a train bus-line, local motor connections to the cur rent-collecting devices on a plurality of cars, and means for connecting the bus-line to said su p r In Witness whereof I have hereunto set my hand this 15th day of November, 1904.

, GEORGE-H. HILL.

Witnesses:

BENJAMIN B. HULL, HELEN ORFORD.

current-collecting devices and for automatic-

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