US1246480A - Control system. - Google Patents

Description

lK. A. slMMoN L A. H. CANDEE.

'CONTROL SYSTEM.

APPLICATION EILED DE( I.2. 1915.

l ,246,480. Patented Nov. 13, 1917.

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KARL A. SIMMON, 0F DGEWOOD PARK, AND ANDREW H. CANDEE, OF WILKINSBURG', PENNSYLVANIA, ASSIGNORS TO W'ESTINGT'IOUSE ELECTRIC AND MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA,

CONTROL SYSTEM.

Speccation of Letters Patent.

Patented Nov. 13, 1917.

Application led December 2, 1915. Serial N o. 64,663.

To all whom it may concern:

Be it known that we, KARL A. SiMMoN, a citizen of the United States, and a resident of Edgewood Park, in the county of Allegheny and State yof vPennsylvania, and ANDREW H. CANDEE, a citizen of the United States, and a resident of Villinsburg, in the county of'Allegheny and State of Pennsylvania, have invented a new `and useful Improvementin Control Systems, ofwhich the following is a specification.

Our invention relates to control systems and particularly to control systems for electrically operated vehicles which are provided with auxiliary motors.

One object of our invention is to provide a control system of the aboveindicated character with an auxiliary motor whichshall be governed in accordance with the running conditions of the vehicle.

further object of our invention is to provide a control system with an auxiliary motor which may be decelerated when the vehicle makes a stop and will be automatically accelerated to full speed in case an attempt is made to operate the vehicle.

More specifically, our invention involves the governing of an auxiliary motor by means of a resistor. The resistor is initially placed in series-circuit relation with the auxiliary motor, and, when the vehicle is operating, a short-circuit connection is established around the resistor so that the motor may operate at full speed.y Vhen the vehicle makes a stop, a circuit may be closed to brealr the short circuit around the auX- iliary-motor resistor' and thus reduce the speed of the motor. However, `before the vehicle can again be operated, this short circuit must be restablished around the resistor, and the auxiliary motor be acceler ated to full speed. This c short circuit around the resistor is automatically reestablished when the controller for the` vehicle'is moved toits first position.

Our invention is illustrated in the accompanying drawings in which Figure 1 is a diagrammatic view of a control system embodying our inventionwhich is governed by a standard-magnet valve, and Fig. 2 is a modification of the control system shown in Fig. 1 and shows a control system governed by one standard-magnet valve and byone inverted-magnety valve.`

Referring to Fig. 1 of the drawings, a driving motor 1, embodying an armature 2 and field-magnet windings 3, is controlled by a master controller 4 and unit switches 5, 6, 7 and 8, and is supplied with energy from trolley conductor 9 through a trolley 10, transformer 11 and transformer taps 12, 13, 14 and 15. The unit switches 5, 6, 7 and S, when operated by their coils, are adapted to bridge contact terminals 16 and 17, 18 and 19, 20 and 21, and 22 and `23, respectively. An interlock switch 24 is joined to the unit switch 8 and is adapted to bridge contact terminals 25 and 26 when the unit switch 8 is in an inoperative position.

The master controller 4 embodies a movable segment 27 which is adapted to coperate with stationary contact fingers 28, 29, 30, 31 and 32 in order to connect the coils of the'unit switches 5, 6, 7 and 8 to a battery B.

A coil 33 having one terminal connected to the contact terminal 21 and the other terminal connected to the contact terminal 19, and having a tap from the center thereof connected to the motor 1, is adapted to prevent the short-circuiting of that portion of the transformer 11 which is connected between the taps 13 and 14 and which otherwise would be short-circuited when the unit switches 6 and are simultaneously operated.

An auxiliary motor 34 for operating an air compressor or similar apparatus and embodying an armature 35 and held-magnet windings 36, has one terminal thereof connected to the transformer 11 by a tap 37, and the other terminal thereof connected to ground G1, through a resistor 38. The speed of the motor 34 is governed by the resistor 3S to vbe controlled yby means of a fluidop erated switch 39 which is adapted to bridge contact terminals 40 and 41, a standard magnet valve 42, a spring-opened switch 43 which is adapted to bridge contacts 44 and 45, and a springfclosed switch 46 which is adapted to bridge contact terminals 47 and 48.

The switch 39 is operated by a fluid-pressure device 49 which embodies a cylinder 50, a piston rod 51 connected to the switch 39 and. a piston head 52 which is operated in one direction by fluid pressure and is returned to initial position by means 0f a spring 53. A switch arm 54, which is connected to the piston rod 53, is provided with an interlock switch 55 which is adapted to bridge contact terminals 56 and 57 when the switch 39 is in closed position, and an interlock switch 58 which is adapted to bridge contact terminals 59 and 60 when the switch 39 is in open position.

The standard-magnet valve 4:2 embodies an electromagnet 62, a valve stem 63 having,` plugs 64: and 65 attached thereto, an exhaust port 66, an inlet 67 and an outlet 68. A spring 69 normally maintains the valve stem 63 in the position shown, whereby the outlet 68 is opened to the exhaust 66. However, when the magnet valve is operated, the plugs 64: and connect the outlet 68 to a fluid-pres sure supply 7G and close the exhaust port 66.

Tn referring to Fig. 2, which is a moditication of the system shown in Fipj. 1, parts like those shown in Fig. l will be referred to by the same reference characters.

l `luidoperated switch 89, which controls the motor 34:, is governed by a standardmagnet valve 71 and an inverted-magnet valve 7 A switch arm 7 3 is attached to the piston rod 51 of the fluid-operated device L19 and embodies an interlock switch 74: which bridges contact terminals 75 and 76 when the switch 39 is in operative position and bridges Contact terminals 76, 77 and 78 when the switch 39 is in an inoperative position.

The inverted valve 72 embodies an electromagnet 79 which operates a valve stem 8O against the tension oi" a spring 81. This spring; 81 normally maintains the outlet 82 opened to the inlet 83, but, when the electromagnet 79 is operated, the inlet 83 is closed and the outlet 82 is opened to an exhaust port 8i.

Considering the apparatus of Fig. 1 in the position shown in the drawing, which would he its position in the control system when the vehicle approaches a station and when the controller has been thrown to its olf-position, the Operation ot' the system is as follows:

The speed ot' the auxiliary motor is reduced by operating the switch t3 to bridge contacts Lll and Ll5 and thus close a circuit from the battery B through the electromagnet 62 of the standard-magnet valve 12. TheA magnet valve ll2 is operated to close the connection between the outlet 68 and the eX- haust port 66 to connect the outlet 68 to the fluid-pressure supply by means of the inlet port 67, whereby the fluid-pressure cylinder 50 is supplied with fluid under pressure and is operated. The piston 52 and the piston rod 5l, acting),` against the pressure of spring` 53, open switch 39, break the connection between the interlock switch 55 and the contact terminals 56 and 57 and operate the interlock switch 58 to bridge contact terminals 59 and 60. The opening of the switch 39 breaks the short circuit around the resistor 38 and thus inserts the resistor inthe circuit of the motor 34C, whereby its speed will be reduced. At the same time, the interlock 58 closes a lockii'ig circuit through electromagnet 62 which may be traced from one terminal of the battery B through contact terminals 47 and a8, switch 46, contact terminals 25 and 26, interlock switch 24, interlock switch 58, contact terminals 59 and 60 and electromagnet 62 back to the other terminal oi battery B. Thus,

the electromagnet 62 is locked in operative position, and thel switch 39'is held open until the unit switch 8 is operated to open the interlock switch 24;, or the switch L1:6 is manually operated' to break the connection between contact terminals Z17 and a8.

Then the master controller at is moved to position a for operating the driving` motor 1 and to start the vehicle again, the movable contact segment 27 engages Contact iineers 28, 31 and 32. The engagement ot Contact fingers 28 and 81 with the seo'ment 27 closes a circuit from one terminal of the battery B through the coil of the unit switch 8, contact inger 31, controller segment 27 and the contact finger 28 to the other terminal of the battery B. Thus, the unit switch 8 is operated to bridge contact terminals 22 and 23, and the interlock switch 2l: is operated to break the connection between Contact terminals 25 and 26. Accordingly, the locking circuit of the electromagnet 62 is broken and the magnet valve l2 is released, whereby the connection between the inlet 67 andthe outlet 68 of the magnet valve is closed, and the outlet 68 is connected to the exhaust port 66. Thus, the piston 52, relieved of fluid pressure, will be moved to its lower position by the spring` 53 to close the switch 39 for shortcircuiting the resistor 88 and to operate the interlock switch 55 for bridging contact terminals 56 and 57. The bridging ot contact terminals` 56 and 57 by the interlock switch 55 completes a circuit through the coil oit the unit switch 5 which may be traced from one terminal of battery B through contact finger 28, controller segment 27, contact finger 32, interlock switch 55, contact terminals 56 and 57 and coil of the unit switch to the other terminal of the battery B. Thus, the unit switches 5 and 8 are operated to close a circuit through the driving` motor 1 which may be traced from the trolley conductor 9 through the trolley 10, transformer 11, transformer tap 12, Contact terminals 16 and 17, switch 5, lower half of coil 33, drivingI motor l, Contact terminals 22 and 28, unit switch 8 and the transformer tap 15 to the ground G.

lVhen the master controller is moved to positions b and c, the unit switches 6 and 7 are successively operated to connect the d riving motor l to the transformer taps 13 and 14.l From the above, it will be noted that the resistor l38 is automatically shortcircuited from the circuit of the motor 34 when the master controller 4 is moved to its first position, and, moreover, that the Circuit of sistor 38. n

Referring to Fig. 2, the driving motor 1 is shown denergized while the auxiliary motor 34 is shown operating at full speed with a short circuit established around the resistor 38. In order to break this short circuit around the resistor 38 and thus reduce the speed of motor 34, the switch 43 is operated to bridge contact terminals 44 and 45, whereby a circuit is closed which may be traced from one terminal of the battery B, through contact terminals 44 and 45, switch 43, and coil 62 of the standard-magnet valve 71 to the other terminal of the battery B. Thus, the standard-magnet valve 71 is operated to connect the fiuidpressure cylinder 50 of the switch 41 with the fluid-pressure supply through the valve ports 82, 83, 68 and 67, and the piston rod 51 and piston 52 are operated for opening the switch 39 to include the resistor 38 in the auxiliary-motor circuit. Moreover, the interlock switch 74 breaks the connection with the contact terminal 7 5 and bridges the contact terminals 76 77 and 78, whereby a locking circuit is closed through the coil 62 of the standard magnetvalve 71 and which may be traced from one terminal of 'the battery B through the contact terminals 76 and 77, interlock switch 74 and coil 62 to the other terminal of battery B. Thus, the standard magnet valve 71 holds the switch 39 open until the master controller 4 has been moved to position a for starting the driving motor 1. Vhen the master controller is moved to position a, connection is made between the movable segment 27 and Contact fingers 28, 29 and 32, whereby a circuit is closed from one terminal of the battery B through the contact finger 28, movable segment 27, contact finger 32, coil 79 of the inverted-magnet valve 72, contact terminals 78 and 76 and interlock switch 74 back to the other terminal of the battery B. Thus, the inverted-magnet valve 72 is operated to disconnect the fluid-pressure cylinder 50 from the fluid-pressure supply 70 and connect the same to the exhaust port 84. The piston 52 is moved to its lower position by the spring 53, the switch 39 is closed and the interlock switch 74 breaks contact with the contact terminals 77 and 78 and makes contact with the contact terminal 75. In this position of the interlock switch 74, a circuit is closed through the coil of the electro-magnet 8 which may be traced from one terminal of the battery B through the contact finger 28, controller segment 27, contact finger 32, coil of unit switch 8, contact terminals 75 and 76 and the interlock switch 74, to the other terminal of the battery B.

The unit switches 5 and 8 are operated to close the circuit of the driving motor 1 which may be traced from the trolley conductor 9 through trolley 10, transformer 11, transformer tap 12, contact terminals 16 and 1.7, unit switch 5, coil 33, driving motor 1, unit switch 8 contact terminals 22 and 23 and the transformer tap 15 to the ground G. Thus, the driving motor 1 is connected to the transformer taps 12 and 15, and when Vthe master controller is moved consecutively to positions b and o, a connection is established between the transformer tap 15 and the transformer taps 13 and 14.

Various modiiications in the circuit connections and improvements in the operatic-n may be effected without departing from the spirit and scope of our invention, and, we desire, therefore, that only such limitations shall be imposed as are indicated in the appended Claims.

We claim as our invention:

1. In a control system for an electric vehicle, a propelling motor, an auxiliary motor, means for reducing the speed of said auxiliary motor, and means for preventing the operation of the propelling' motor when the speed of said auxiliary motor is reduced.

2. In a control system, the combination with a driving motor, and an auxiliary inotor, of means for reducing the speed of said auxiliary motor, and means for automatically increasing the speed of said auxiliary motor in case an kattempt be made to operate said drivingmotor.

3. In a control system, the combination with a driving motor and an auxiliary motor, of means for reducing the speed of said auxiliary motor, and means for preventing the operation of said driving motor while the auxiliary `motor is running at reduced speed.

4. In a control system for an electric vehicle, the combination with a driving` motor, a controller for governing the operation of said drivingl motor, and an auxiliary motor, of means for reducing the speed of said auxiliary motor, means for preventing the operation of said driving motor when the said auxiliary motor is running at reduced speed, and means for automatically increasing the speed of the auxiliary motor in case said controller is operated.

5. In a control system for an electrical vehicle, a driver motor, an auxiliary motor, means for reducing the speed of the auxiliary motor, means for preventing the operation of the driving motor when the auxiliary motor is operating at a reduced speed, and means for increasing the speed of said auxiliary motor in case the driving motor be stopped and an attempt be made to operate the same.

6. In a control system foi1 an electric ve- 130 hicle, the combination with an auxiliary motor, a resistor and a resistor switch, oi means t'or operating' said switch to include said resistor :in the motor circuit when the vehicle is stopped, and automatic means tor releasing said switch to establish a short circuit around said resistor in case an attempt be made to operate the vehicle.

7. In a control system tor an electric Ve hicle, the combination with an auxiliary inotor, a resistor, and aresistor switch :tor short-circuiting said resistor, ot means for operating and locking said switch to include said resistor in the motor circuit, and means for releasing said switch to short circuit said resistor in case an attempt he made to start the vehicle.

S. In a control system for an electric vehicle, the combination with a driving motor, an auxiliary motor, and a resistor for said auxiliary motor, of means for inserting said resistor in circuit with. said auxiliary motor when the drivingl motor is inoperative, and means for automatically short-circuiting` said resistor in case an attempt be made to start the driving motor.

. in a control system for an electric Vehicle, a driving motor, an auxiliary motor, a resistor, and a resistor switch, means for operating said switch to include said rcsistor in the auxiliary motor circuit when the driving motor is inoperative and means to be automatically operated betere said driving motor may be started ior short-circuiting' said resistor.

l0. In a control system for an electric Vehicle, a driving motor, an auxiliary motor, a resistor for said auxiliary motor, a resistor switch for establishing a short circuit around said resistor, and a fluid-pressure device for operating' said switch, of means for operatingl said Huid-pressure device to insert said resistor in the auxiliary motor circuit, means for automatically short-circuiting` said resistor before Said driving` motor may be started, and interlock switches operated by said 'Huid-pressure dei/'ice tor controlling` said two means.

ll. in a control system 'for an electric Vehicle, the combination with a. driving motor, an auxiliary motor, a resistor ttor said blower motor, a resistor switch, and a iluidpressure device for operating' said switch, ot means for operating,` said iluid-pressure dei/'ice and Said resistor :2 tch to include said resistor in the auxiliary motor circuit when the drivingl motor is stationary, and means tor automatically releasing said fluid-pressure derice to cause said resistor switch to short circuit said resistor when an attempt is made to start the driving` motor.

l2. ln a control syst-em for an electric rehicle, the combination with a dr fing motor, an auxiliary motor, a resistor tor said au iliary motor, a .resistor switch, a fluid-pressure device i'or operatingY said switch, and an inverted-nmgnet valve and a standard magnet valve for controlling said iluidfpressure device, oi means for operating` said standardanagnet valve, said i1iiid -pi 'essine device and said resistor switch to include said resistor in the auxiliary motor circuit when the driving' motor .is stationary7 and means tor preventing the operation oitI said driving` motor until said inverted valve has been operated to control the closingl ot said resistor switch.

ln testimony whereof, we have hereunto subscribed our names this 29th day oi Nor.,

KARL A. SIMMON. ANDREV H. GANDEE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Iatents. Washington, D. C.

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