US837037A

US837037A - Motor-control apparatus.

Info

Publication number: US837037A
Application number: US25586805A
Authority: US
Inventors: Frank E Case
Original assignee: General Electric Co
Current assignee: General Electric Co
Priority date: 1905-04-17
Filing date: 1905-04-17
Publication date: 1906-11-27
Anticipated expiration: 1923-11-27

Description

No. 837,037. PATENTED NOV. 27, 1906. F. E. CASE.

MOTOR CONTROL APPARATUS.

APPLIGATION FILED APB..17.1905.

2 SHEETS-SHEET 1.

lnvenCort WiK'nsss es jg i C066: Q WW W u A No. 837,037. EATENTED NOV. 27, 1906.

F. E. CASE.

MOTOR CONTROL APPARATUS.

APPLICATION FILED AI R.17,1905.

2 SHEETS-SHEET 2 WITNESSES. INVENTEIR Q WW 2 FRANK 513K erated electrically and others pneumatlcal UNITED STATES PATENT 1 OFFICE.

FRANK E. CASE, OF SCHENECTADY, NEW YORK, ASSIGNOR TO GENERAL ELECTRIC COMPANY, A CORPORATION OFNEW YORK.

MOTOR-CONTROL APPARATUS;

Specification of Letters Patent. Application filed April 17,1905. Serial No. 266.868.'

Patented Nov. 27, 1906.

To all whom it may concern:

Be it known that I, FRANK E. CASE, a citizen of the United States, residing at Schenectady, in the county of Schenectady and State of New York, have invented certain new and useful Improvements in Motor-Control Apparatus, of which the following is a specification.

The present invention relates to motorcontrol apparatus adapted for controlling the direction of rotation and speed of the motors of one or more cars of a train, and has for its object the improvement of various features of detail in the t pe of ap aratus employing two train-pipes t ough W 'ch the entire contrillX apparatus is governed.

rther object of the present invention consists in improvements in the construction and operation of circuit-breakers adapted for use in connection with train-control systems.

The resent invention in its various aspects Wlll be more fully understood inconnection with the following description thereof as embodied in a preferred form.

v In the accom anying drawings, Figure 1' illustrates a sing e-car equipment arranged in accordance with the resent invention. Fi 2 indicates a train 0 two cars, each of whic is provided with the apparatus shown inFig. 1. Fig. 3 shows in cross-section an electromagnetically-actuated switch provided with a valve for controlling a second switch, and Fig. 4 shows in cross-section a pneumatically-actuated switch.

Similar reference characters will be used throughout the specification anddrawings to indicate like parts.

The present invention, broadly considered, consists of a motor-controller of the separately-actuated-contact type and a pneumatically-actuated reversing-switch, some of the separately-actuated contacts being op Y and all being controlled by a master-valve through the mechanism of the reversingswitch.

The circuit-breaker of each car is arranged to .be closed pneumatically when the trainpipes are energized and to be tripped upon overload in the respective motor-circuits'in which they are situated. Provision is'a'lso made for rendering the pneumatic actuating means inoperative to close the circuit-breakers after they have been tripped on account of overload until a manuall -operate d handle of some kind local to eac car is operated. By this arrangement it is im ossible to close any motor-circuit which has een overloaded without first deenergizing the train-pi es and therefore bringing the motor-contro lers to their inoperative or 0 positions.

Reference being had to the drawings, M and M represent a pair of motors.

C is a motoncontroller of the separatel actuated-contact type for connecting t e motors either in series or in parallel and for regulating the amount of resistance in circuit with the motors.

CB is the circuit-breaker; RS, the reversing-switch; V V, master controlling-valves arranged one at each end of the car in the usual manner.

A is an air,compressor.s upplying air to a storage-reservoir A. A pipe a connects the reservoir A to the two master-valves V V. The valves V V are connected to the two train-pipes 1 and 2. Branch pipes 3 4 and 5 6 connect the trainpipes to the circuit-breakeractuating mechanism and to the reversingswitch mechanism, respectively. 7

The motor-controller C consists of a series of contacts or switches R to R, which control resistance-sections r to 1', respectively, switches L, L, and L for connecting the motor-circuit to line, a series switch S, a bridging switch B, and parallel switches P P. Certain of the resistance-controlling switches, the series switch, the bridging switch, and the parallel switches are provided with auxiliary contacts and interlocks similar to those shown and described in my revious application, Serial No. 226,755, ed October 1, 1904.

The circuit-breaker mechanism consistsof a movable switch member 7, arranged to connect the local motor-circuit to the currentcollecting device T when in engagement with her 7 is arranged so that when otherwise free it moves out of engagement with its comple- 'mentary fixed contact, thereby breaking the motor-circuit.

The neumatically-actuated means for closing t e circuit-breaker may take various formsas-, forinstance, the vdo'ubleiston arrangement 9,,which is moved upward y when air is admitted either to'pipe 3' or pipe 4. The stem- 10 of the actuating Lil device is not secured rigidly to the switcharm 7, but is connected thereto b means of a toggle 11, which is so arrange that normally the arm 7 is allowed to drop sufliciently to prevent the pneumatic closing device from closing it ne arm of the toggle is extended, as at 12, and is adapted to be engaged by a pivoted catch 13, carried upon the stem 10. When the catch is in engagement with the projection 12, as illustrated, the switch-arm 7 is locked to the operating mechanism in such a manner that the switch is closed upon admission of air to either

pipe

3 or 4. The engagement of the catch with projection 12 is effected by means of an electromagnet 14, the core of whichis secured to \the toggle 11 at its middle point and which is ener ized by current flowing from trolley throug a normally open switch D to ground. It is evident that the momentary closing of the switch D serves to energize the magnet 14 and draw the projection 12 inward past the end of the catch 13. The electromagnet 14 is not made owerful enough to straighten the toggle su ciently when the pneumatic actuating means is energized to bring the projection 12 into locking position. Therefore when the circuit-breaker is tripped while the pneumatic actuatin means remains enerized it is impossib e to close the circuitbreaker and maintain it closed without first denergizing the actuating meansnamely, exhausting the air from the train-pipes. The circuit-breaker may be tripped in case the local motor-current exceeds a predetermined value by means of an overload-coil 15, arranged in the motor-circuit and serving to attract the end of the catch 13, thereby releasing the projection 12 and allowing arm 7 to be retracted. Instead of the electromagnet 14 any other form of setting device for the tog le may be employed, it being only essentia that the device be arranged to become deenerzgied as soon as the manual control therefor is discontinued. Moreover, in case train-wires instead of train-pipes are employed in the control system an electroma netic closing device may be used in place of t e pneumatic apparatus.

The reversing-switch is provided with a pair of operating-pistons 16 and 17, arranged to set the switch for forward and reverse operation of the motors, respectively. Assuming that compressed fluid is admitted to train-pipe 2, it passes through branch pipe 6 into the casing 18, through pipe 19 and into the casing 20 above the piston 16, and if the reversing-switch is not already in the forward running position the piston 16 will be depressed until such position is reached. If, on the other hand, air is admitted to trainpipe 1, it flows through branch pipe 5, into casing 18 which is a duplicate of casing 18, through branch pipe 19 and into the casing 20 above piston 17, thereby forcing piston 17 downwardly and throwing the reverseswitch to its reverse operative position. The direction of movement of the car or train is therefore determined by the train-pipe which is first energized.

Assuming that train-pipe 2 alone has been energized and the reverse-switch to be thrown into the position shown, it will be seen that the valves 21 and 22, arranged within the casing 20, serve to uncover their respective ports, so that air is free to flow from the interior of casing 20 throu h pipe 23 and beneath piston 24, arrange within casing 18. Piston 24 is moved upwardly, carrying with it the valve 25, which by its movement serves to uncover the port leading to pipe 26 and at the same time close the port leading to pipe 19*. Air also passes from casing 20 into pipe 27 and from thence to pipe 28. A series of branches leading from pipe 28 connect with suitable operating-pistons for the line-contacts L L U, which are arranged to be closedat the same pressure as that required to o erate the reversing-switch. An additional ranch pipe 29, leading from pipe 28, serves to energize the actuating mechanism for the series switch S. Within the pipe 29 are arranged a pair of valves 6 19, each of which is adapted to place the actuating means for the switch S either in open communication with pipe 28 or with atmosphere. The valves 1) p are connected, respectively, to the switchB and the switch P, the arrangement being such that when either of the switches B or P is closed the actuating means for the series switch is denergized by being placed in open communication with the atmosphere. The series switch, like the lineswitch, is arranged to be closed at the lowest working pressure. Conse uently the admission of compressed flui to train-pipe 2 serves to throw the reversing-switch to forward-running position, close the circuitbreaker, the line-switches, and the series switch, and by tracing the motor connections at this stage it will be seen that the motors are connected across the line in series with all resistance in circuit. If now the pressure in train-pipe 2 is increasedfor example, to forty pounds, if the lowest pressure is twentyfive poundsthe increased ressure in pipe 27 will force the piston of t e acceleratingrelay 3O downwardly, bringing contact 31 into engagement with the fixed contacts 32. A control-circuit can now be traced from trolley through switch E, which must be closed, through the upper of the auxiliary contacts 8 of the series switch S, through wire 33, contacts 32 and 31 of the accelerating-relay, coil 0 of throttle-relay 0, contact 0 of the throttle-relay, auxiliary contact 'i, associated with resistance-switch R, through the actuating-coil of this switch, throu h the lowermost auxiliary contacts I of tie switches R, R and R to ground. Switch R is thereby closed'and-the resistance-section 7* out out of the motor-circuit. Theclosing of switch R breaks the actuating-circuit at auxiliary contact i; but a maintaining-circuit is established by reason of the branch circuit passin through auxilia contact 8 associated wit the series switc S,-wire 34, auxiliary contact 17, associated with switch R, through the actuating-coil of switch R,

and to ground, as before. It will be noted that when the switch R closes the actuatingcircuit is transferred from auxiliary contact '1' to auxiliary contact 01 of switch R1 and then passes through auxiliary contact 01, associ-' ated with switch R thence through the actuating-coils of switches R and R, to ound, as before. The closing of switches and- Ri breaks the actuating-circuit and establishes a maintaining-circuit in the same man-- nerv that the maintaining-circuit of switch R was established. Similarly switches R and R and R and R are closed, thereby cutting out all the resistance from the motor-circuit.

- This automatic progression of the resistancecontact takes place of course subject to the limiting and checking action of the time-interval throttle-relay 0,-which, being well known in the art, will not be described in detail. When switches R and R are, closed, the actuating-- circuit is transferred to the upper auxiliary contact '5, asso'ciated'with the switch It, and r then passes through wire 35, interlock associated with the parallel switchP, through the actuating-coil of switch B, to ground. Accordingly "switch B is closed and in closing establishes a shunt about the resistances:

andfthe resistance-and series switches, so

that the circuit between the'tw o motors is through lead: ,37, switchQB, and lead 38.. Consequently switch -S may be opened with out affecting the motor circuit, and this switch is caused to open by means of avalveb,

ofv the etween which is operated upon the closin switch B to shut off communication the actuating means of the switch s and pipe most auxiliary contacts 8 of switch S, through auxiliaryacontacts p of switch P, auxiliary contacts I) of switch B, thence through the.

actuating-coil of. the. switch B, to ground. Since the actuating and maintaining circuits for the resistance-switches have been broken. these switches are. now all open, and by again opening switchB and closing parallel switches P P the parallel connection of the motors with all resistance in circuit may be established. This is accomplished by reducing the pressure in train-pipe 2 to twenty-five pounds, so that piston of the acceleratingance-switches from being automatically cut out again as'soon as the parallel switches are closed and admitting air to train-pipe 1 at pressure of twenty-five ounds. The air in trainpipe 1 flows throug branch pipe 5 into casing 18 and by reason of the valve 25 being in its raised position, wherein it closes the port leading to pipe 19 and opens'the port eading to pipe 26, into pipe 26' and above the piston of relay 38. The piston is forced downwardly, bringing contact 39 into engagement wlth fixed contacts 40, and there y establishing the actuating-circuit for the switch P P. This actuatin -circuit is as follows: from trolley to switc E, auxiliary contact 8, associated with switch S, contacts 39 and 40, through the actuating-coil of switch P and the actuating-coil of switch P, through wire 41, the. lowermost auxiliary contacts i of switches R to R, to ground. The closing of switch Pinterrupts the maintaining-circuit of switch B, and consequentl this latter'switch opens. Before the switc P closes, however, the valve has been 0 erated so as to place the actuating means 0 the relay'may againrise and prevent the resistswitch S in communication with the atmos- .phere, preventing this switch from being again operated until the parallel switch is opened. Upon again raising the pressure in pipe 2 to fortypounds the relay 30 is actuated and an actuating-circuit for the resistance-contacts is established from auxiliary contacts 8 through the upper auxiliary contact p of the switch P, through wire 33, and thence following'the circuit previously traced". The resistance-switches are again closed in automatic progression, as previously described, until finally the motors are connected across the line in parallel with each other and with none of theresistance in circuit.

The master-valves V V may have any suitable construction, that shown in my revious application being, with slight modi ca- .tion's, adapted for operation as part of the present system. One of the valves is illustrated diagrammatically as consisting of a plug-valve v, for determining the order in which the train-pipes are to be ener ized, and a disk valve 0, provided with suita le reducing-valves for supplying the train-pipes with air at the proper pressures. In the position of the parts shown both train-pipes are connectedto atmosphere through exhaust-

ports

41 and 42, respectively. Upon turning the valve 1) in a clockwise direction until port 43 registers with port 44, pipe 2' will receive air at twenty-five pounds pressure. U on bringing port .45 into registration wit port 44 pressure in pipe 2 will be increased to forty pounds. Upon bringing port 46. into registration with port 44 the pressure in pipe 2 will be decreased to twenty-five pounds. In the next position of the valve, port 47 registers with port 48, and train-pipe 1 receives air at twenty-five pounds pressure. In the final position of the valve, port 49 registers with port 44 and pipe 2 is again su plied with air at forty pounds pressure. I the plugvalve '11 is turned so as to bring port 50 into registration with port 48 and port 51 into registration with port 44, the order in which the train-pipes are energized will be reversed. When the master-valves are in their off position, the entire pneumatic apparatus is exhausted and all the switches and contacts are open.

In Fig. 3 I have illustrated a satisfactory form of switch adapted for use as the bridging switch. The construction illustrated, inso far as the switch mechanism is concerned, is substantially the same as that disclosed in Patent No. 815,826, granted on March 20, 1906, on an application filed by George H. Hill. Briefly stated, the switch consists of a fixed contact 55 and a movable contact member 56 for cooperating with the fixed contact. 57 is an electromagnet whose plunger 58 is connected to the movable contact member and serves to close the switch when the electromagnet is energized. The movable member of the auxiliary switch I) is carried upon a rod 59, which is pivotally connected to one end of a lever 60. The lever 60 is pivoted to a fixed support at 61 and is connected to the.

plunger 58, at the end opposite to that carrymg the auxiliary contact, by means of a hooked member 62, which engages a pin 63 von the lever. When the plunger rises, the lever 60 is oscillated and the auxiliary switch I) is closed. When the electromagnet is deenergized, the plunger drops, allowing the main switch to open, and the auxiliary switch I) also opens. he valve 1) consists of 2. casing 64, within Which is arranged the valve proper, 65, carried upon the upper end of the I rod 59. A port 66 in the valve is adapted to connect the pi e 29 to the pipe 29 when the valve is raise but when the valve is in v its lower position communication between these pipes is shut off. The-parts are so arranger that when the switch-o crating elec- I tromagnet is energized and t e main and auxiliary switches are closed the pipe 29 is closed at the valve; but when the electromagnet is deenergized and the switches are opened the valve is brought to the position I wherein free communication is established between the ipes 29 and 29.

In Fig. 4 I ave illustrated one of the pneu matically-operated switches, which may consist of fixed and movable contacts 67 and 68,

respectively, together with a piston 69, mov

piston throu h the pipe 28.

Although I sire to limit the present invention to the details illustrated and described, since in its broader aspects the present invention may be embodied in various forms, and in the apended claims I intend covering all such orms in addition to the particular form illustrated. What I claim as new, and desire to secure by Letters Patent of the Unit-ed States, is

1. In a system of control, a motor-controller comprising a plurality of separately-actuated contacts, some of which are arranged to be actuated in automatic progression, a reversing-switch, operating means for said reversing-switch, a switch in the actuatingcircuit of the contacts which are arranged to be actuated in automatic rogression, and means for controlling said atter switch by said reversing-switch-operating means.

2. In a system of control, a motor-controller comprising electromagnetically-actuated contacts and pneumaticallyactuated contacts, and means associated with one of' said electromagnetically-actuated contacts for exhausting the pneumatic actuating means of one of said pneumatically-actuated contacts.

3. In a system of motor control, an elec tromagnetically-actuated contact, a pneumatically-actuated contact, and a valve associated. with the first contact for controlling the latter contact.

4. In a system of motor control, a controller of the"separately-actuated-contact type, pneumatic control apparatus therefor including two pipes, and a master-valve for admitting to said pipes fluid differing in degree of compression, the arrangement being such that the order in which said pipes are energ'ized determines the direction of rotation of the motor, and the master-valve being constructed so asrto supply to the second pipe to be energized fluid having the lowest degree of compression.

5. In a system of control, a series of individual contacts, means for actuating said contacts in automatic progression, a relay for controlling said actuating means, a reversing-switch, andmeans associated with paid reversing-switch for controlling said re- 6. In a system of motor control, a speedcontroller, a reversing switch, actuating means for said speed-controller, a relay for controlling said actuating means, and means associated with the reversing-switch for controlling the relay.

7. In a system of motor control, a speedcontroller, electromagnetic actuating means therefor, a pneumatically-actuated reversing-switch, a pneumatically-actuated conhave described one form of the present invention in great detail, I do not detrolling-switch for said electromagnetic actuating means, and a valve associated with said reversing-switch for admitting compressed fluid to the actuating means or said controlling-switch.

8. In a system of control, a controller including a series of electromagnetically-actuated contacts and a series of pneumaticallyactuated contacts, apneumatically-actuated reversing-switch, controlling-relays for said electromagnetically-actuated contacts, and valve mechanism controlled by the reverse!- switch mechanism for admitting compressed fluid to the actuating means for said-pneuinatically-actuated contacts and to said rei). In a system of motor control, a series contact, parallel contacts, and resistancecontacts, pneumatic actuating means for said series contact, electromagnetic actuating means for said parallel and resistance contacts, pneumatic relays for controllin said electroma netic actuating means, an means for supp ying compressed fluid to said '0 ontroller.

10. In a system of motor control, a pneumatically-actuated series contact, parallel contacts, a bridging contact arranged to close a shunt about said series contact, and

one of said pneumatically-actuated contacts.

12. In a system of control, a motor-controller comprisin a series of electromagnetically-actuate contacts and a series of pneumatically-actuated contacts, a pneumatically actuated reversing switch, and means associated with said reversing-switch for controlling the actuating means for said contacts. a

13. In combination, a circuit-breaker, a closing device therefor, means for tripping said circuit-breaker and rendering said closing device inoperative uponoverload, and means for restoring the operative relation between the closing device and the circuitbreaker when the closing device is in an inoperative position.

14. In a system of control, a controlled circuit, a circuit-breaker in said circuit, a clos-v ing device for said circuit-breaker, av controller for determining the circuit connections, means associated with said controller. for controlling said closing device, meansfor tripping said circuit-breaker and rendering said closing'device inoperative upon overload, and means for restoring the operatlve relation between theclosin device and the circuit-breaker only when t e closingdevice is in a retracted position.

15. In a system of control, a controlled circuit, a circuit-breaker therein, a closin de vice for said circuit-breaker,a control er in said circuit, means for tri ping said circuitbreaker and rendering said closing device inoperative uponoverload,andmeans for restoring the operative relation between the closingdeviceand the circuit-breaker only when the controller is in the off position.

16. In combination, a switch, a closing device therefor', means for tripping said switch independently of said closing device, and means for operativelyconnecting said closing device to said switch. 17. In combination, a switch, a closing device therefor normally inoperative to close the same, means for operativel connecting said closing device to said switc and means for tripping said switch independently of sald closing device.

18-. In combination, a switch, a closing'device therefor normally inoperative to close the same, and means for connecting said closing device and said switch in operative rela= tion only when the closing device is in aretracted position.

19. In combination, a switch, a closing dc vice therefornormally inoperative to close the same, normally denergized means for connecting said switch and said closing device in operative relation to each other when the closing device is in a retracted position,

and a manually-controlled. member for con-.

necting said means to a source of energy, said member being arranged to normally assume an inoperative osition.

20. In a system 0 control, controller apparatus, a pneumatic controlling system therefor, a switch, a closing device for said switch arranged to be energized by the pneumatic system, the closing device being-nor mally inoperative to close said-switch, and

means operative to connect said switch and closing device in operative relation only when said closing device is denergized.

21. In a system of control, control apparatus, a master controlling device, .a switch,

'a closing device for said switch normally inoperative to close the same, means controlled by said master controlling device for energizing said closing device when the master controlling device is in its operative position, and means 0 erative to connect said switch and closing evice in operative relation to each other only when said closing device is deener'gized.

22. In a system of control, motor-control apparatus, a master controlling device, a circuit-breaker, a closing device for said circuit-breaker, means for connecting said circuit-breaker in operative relation to: said closing device only when the closing device is in a retracted position, means for energizin said closing device when the master contro device is in an operative position, and means for breaking the operative Connection betweenthc circuit-breaker and the closing device u on overload.

23. n a system of train control, a motorcircuit upon each of a lurality of cars, acircuit-breaker in each 0? said circuits, circuitbreakerclosing means controlled from a single point, local controlling means, and means for tripping each circuit-breaker upon overload and rendering the closing means inoperative to again close are breaker until the local controlling means has been 0 erated.

24. In a system of train contro a motor circuit upon each of a plurality of cars, a circuit-breaker in each circuit, controlling means for said circuits including a mastercontroller, closing devices for said circuitbreakers controlled by said master-controller, means for tripping said circuit-breakers on local overloads and'rendering said closing devices ino erative, and locally-operated controlling evices for rendering said closing devices o erative to close said circuit-breakers.

25. n a system of train control, a motorcircuit upon each of a plurality of cars, circuit-breakers in said circuits, closing devices,

for said circuit breakers, locally operable controlling devices for rendering said closing devices operative to close said circuit-breakers, and means for controlling all of said closing devices from a single point upon the train.

26. In a system of train control, a motorcircuit upon each of a plurality of cars, cir cuit-breakers in said circuits, closin devices normally inoperative to close sai circuitbreakers, controlling devices for placing said closing devices and said circuit-breakers in operative relation to each other, and'means for tripping said controlling devices upon overloa 27. In a system of train control, a motorcircuit upon each of a plurality of cars, a circuit-breaker in each of said circuits, normally inoperative closing devices for said circuitbreakers, locally controlled devices for rendering said closing devices operative to open and close the circuit-breakers, means for controlling said closing devices from a single point upon the train, and means for trippin said locally-controlled devices.

28. n a system of train control, a motorcircuit upon each of a plurality of cars, a circuit-breaker in each circuit, closing devices normally ino erative to close said circuitbreakers, loca ly-controlled devices operative to place said closing devices and said circuit-breakers in operative relation to each other when the closing devices are in a retracted position, means for tripping said locally-controlled devices upon overload, and means for controlling said closing devices from a single point.

29. In a system of train control, a motorcircuit upon each of a lurality of cars, a circuit-breaker in each 0 said circuits, a train system for controlling said circuits, closing devices for said circuit-breakers energized by said train system, means for tripping said circuit-breakers and rendering said closing devices inoperativeupon overload, and local means for restoring the operative relation between the closing devices and the circuitbreakers only when the closing devices are denergized.

In witness whereof I have hereunto set my hand this 14th day of A ril, 1905.

' l RANK E. CASE. Witnesses:

BENJAMIN B. HULL, HELEN ORFORD.