US1267817A - System of control. - Google Patents

Description

R. STEARNS & w. s. H. HAMZLTON.

SYSTEM OF CONTROL APPLICATION HLED MAR. 24, 1916.

1,267,81'F. Patonfed May 28, 1918.

I5 SHEETS-SHEET I.

A 5 VI Inventors: Rag Stearn s,

Theirqttorhes.

R. STEARNS & W. S. H. HAMILTON.

SYSTEM OF CONTROL.

APPLICATION FILED MAR. 24, I916.

Patented May 28, 1918.

15 SHEETS--SHEET 2,

Inventors. WIF s f fi t lam l. amil on Their Attorneg.

R. STEARNSK W'. S; H. HAMILTON.

SYSTEM OF CONTROL.

APPLICATION FILED MAR. 24. WIS.

1 ,267 ,8 1'7. la tenfed May 28, 1918.

15 SIiEETS--SHEET 3.

Fig.3.

PARALLEL Inventors: Rag Stearns, William SHHamiI-ton,

Their JTttorngg.

R. STEARNS & W. S. H. HAMILTON.

SYSTEM OF CO-NTROL. APPLICATION FILED MAR.24. 1916.

1 267,817. Patented May 28, 1918.

X5 SHEETS-SHEET 4.

RagStearns.

William SH. Hamilton,

TheirAttorne R. STEARNS & w.' s. H. HAMILTON.

SYSTEM OF CONTROL. APPLICATION FILED MAR. 24, I916- Patented May 28, 1918.

15 SHEETS-SHEET 5- Inventors: Rag Stearns, Wi I liam S.H.I-lam i ltorj,

. v y; THeirAttOrneg.

R. STEARNS &.W. s; H. HAMILTON.

SYSTEM OF CONTROL.

, I APPLlCATlON FILED MAR.24, ms.- 1 ,267,8 17. Patented May 28, 1 918.

15 SHEETS-SHEET 6.

Inventors:

Rag Stearns. WiHiamSHl-tamiEton.

bMw

1 Them Attorney.

R. STEARNS & W S. H. HAMILTON.

SYSTEM or CONTROL.

APPLICATION FILED MAR. 24, 1916- 1 ,26?.8 1 7. Patented May 28, 1918.

15 SHEETS-SHEET I.

3 St earns Wi I Ham Sl-lkl-lamiltom b5 Their Attorney R. STEARNS & W. SVH, HAMILTON.

SYSTEM OF CONTROL.

APPLICATION FILED MAR. 24, 1916.

15 SHEETS-SHEET 8.

' Inventors: I Rag Stearns,

. Wii Ham S l-l.l-lamiltoh,

Their ttorneg,

R. S TEA'HNS & w. sun. HAMILTON.

SYSTEM OF CONTROL.

APPLICATION FILED'MAK. 24. 1916.

-1.,267,8 1 7. i Patented May 28, 191&

. 15 SHEETS-SHEET 9. 1 12.35..- Pg 36 If! 21/ v I l 2 263' 34 I I O O 4 37/ .m' J73 v I, V v 242 2.53-

143 400 3 247 4/2 0 24f D 40! O 244 Inventors: Rag SteainS.

William SHP-lamHton,

Then Attorneg.

'R. STEARNS & w. s. H. HAMILTON.

SYSTEM OF'CONTROL.

APPLICATION men MAR. 24. 1916.

\ Patented May 28,1918.

l5 SHEETS-SHEET IQ- Invent ors Rag Stearns, William SHHamHton b5 Their Attorneg R. STEARNS' & W. S. H. HAMILTON.

SYSTEM 0f CONTROL.

- APPLICATION men mm. l9l6. 1,267,817. Patented May 28, 191& 15 SHEETS-SHEET r2.

R. STEARNS & W. S. H. HAMILTON SYSTEM OF CONTROL.

APPLICATION FILED MAR. 24, 1916.

Patented Ma s, 1918.

15 SHEETSSHEET 13- Inventors Rag Stearns, William S.l-l.I-1amilto by Their A'ULOTUEH.

R. STEARNS & W. S. H. HAMILTON.

SYSTEM OF- CONTROL.

APPLICATION FILED MAR. 24, 19m

Patented May 28,1918.

15 SHEETS-SHEET l4.

a; 44: 441 Inventors Rag Stearns,

WI'HI'amSHHamIlton,

T heir 2 \c,torrweg R. STEAR'NS 84 W. S. H. HAMILTON.

SYSTEM OF CONTROL.

APPLICATION FILED' MAR. 24. I916.

Patented May 28, 1918 15 SHEETS-SHEET15- Inyentbfs J Rag Steams. William S.l-|.l 1ami|tOn,

by M

TheirAqh orne 5 UNITED STATES PATENT OFFICE.

RAY STEARNS AND WILLIAM S. H. HAMILTON, OF SCHENECTADY, NEW YORK, ASSIGN- ORS TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

SYSTEM OF CONTROL.

Application filed lllarch 24, 1916.

\Vhere series traction motors are employed for regenerative braking, it has-been found desirable to provide auxiliary sources of current which shall be connected across the series field windings of the motors in order to stabilize and readily control their operation as generators, and to providetwo controllers one of which shall determine the interconnection of the motors and their starting resistances during .motoring, while the other shall determine the connection of the auxiliary sources, as well as the effect thereof when it is desired to use the motors as generators for braking.

It is the main object of our invention to so control therelative operation of these two controllers, and certain auxiliary apparatus to be hereinafter described, that the system asa whole will be operated in a safliand effective manner, and improper and dangerous conditions. of operation will be prevented.

To this end, we have so interlocked the motoring and braking controllers that the regenerative connections may be established only when the motoring controller occupies certain predetermined positions, and so that after the regenerative connections have been established the motoring controller may be moved to change the connections ofthe motor circuit only when the braking controller occupies a certain predetermined position. Provision is also made. whereby the regenerative connections, after they have once been established, can only be disconnected by moving the motoring controller to its off position, and whereby the movement of the motoring controller from a high speed position to a low speed position opens the main line circuit before any change in the motor connections is made and prevents the circuits from being reestablished until after Specification of Letters Patent.

Patented May 28, 1918.

Serial No. 86,332.

both controllers have been returned to their of]? positions. The reasons which underlie our invention and the means by which the above results are accomplished will be pointed out in detail in the accompanying specification.

Considering our invention in its broadest aspect the motoring and braking controllers in a system of control embodying our invention may be of any desired form andmay operate either to control the various circuits directly or indirectly. lVe have chosen to illustrate our invention in connection with heavy electric locomotives and employing the now well known form of distantcontrol in which the switches which directly eontrol the motor circuits are independently operated under the control of a master controller or controllers.

Our invention also comprises certain novel features in connection with the transfer of the motor connections from series to parallel during regenerative braking as well as novel features in the construction and arrangement of the motoring and braking controllers and the auxiliary switches used in conjunction therewith, all of which will be hereinafter described in detail.

Our invention will be more readily understood-by reference to the accompanying drawing, in which Figure 1 is a diagram showing the power apparatus employed in an equipment for an electric locomotive, together with certain special elements of the control apparatus; Fig. 2 is a diagram of the control circuits, together with the development of both controller drums; Fig. 3 is a diagram of the power circuits, showing the relation of thecontactor contacts to the power apparatus; Fig. 4 is a table showing which contacts are closed at the various steps of the main controller; Fig. 5 is a diagram- '1natic representation of the contacts of the a locomotive equipment designed to handle 'allel switch with par is a section on the line 33-33 of Fig 33 31, and shows a top view ofthemaincontroller drum and the contact lingers; l i-g'.

is a tragniental section through the controller drum on the line Ell- 54 e 35--35 of rig. 35 is a section on the F 31, and it shows the'auniliary break; Fig. 36 1s a section on the line 3636 oi 1 31; and'dlig. 3? is a section on theline or -37 -ol: 31, the latter-two figures showing the cams and pawls by means of which the handles of the two controllers are medhanically interlocked; l ig, 38 is a diagrammatic view in perspective, in which is shown the interrelation of the parts allustrated in .l igs, 3c, 36, and 3! 39 1s a view, partly in section, showing the con-v troller handles and their latches; Fig. il)

lie

is a view of the engine end or the series pars removed and a portion hrolren away, and Fig. view of the opposite end thereolr'; a section on the line/l2l-2 of Fig. ll-through lill@cllll out handles; Fig. s3 is a trout elevation oi said switch; Figs. l ito 50, inclusive, are sections through the operating shafitalren on the corresponding section lines in lg. 43; l igrcl is section on the line ot l3, showing a pair of contacts; 52 is a side elevation of the revcrserg, 53 is a section on the line 5353 of ig, is a section on the line tier-ti ler? 52; Fig. 55 is a -lragrnentary view of:

one end of the interlocking contacts; Fig,

56 is a diagram showing the circuit c.onnections of the reverser with the motor The particular system of control which is illustrated in'the drawings and to which we have applied our invention comprises:

First, a distant or master control system for a plurality of series traction motors, or

to cause them to return energy to line to gether with an automatic system for controlling the ercitation of the motors, which in itself forms no part oi our present invention and is covered by an application ct il/illiam H. w milton Serial l lo. 86,356, filed March 24, 1916 and assigned to the same assignee as this present application.

The switches associated with the master motoring controller comprise a set of line switches and resistance controlling switches ii to inclusive and 82 to 86 inclusive, and 88.v operated by electromagnets the circuits or which are completed at the master controller, and switches to 9? inclusive for Last $1? completing the series connections and the parallel connections of the motors and tor controlling the transition trom series to parpneumatic pressure under the control of two electromagnets, 121 and 122 the'circuits of these ma 'nets lacing controlled lay a master reversing switch, it,

Switches 81 and 87 are employed for completing circuits between suitable exciter armatures and the lields of the traction motors so as to produce the excitation necessary for regenerative braking. The operation of these switches is controlled loythe master controller for regenerative hraking and this same controller also governs, in conjunction with the automatic control alcove referred to, the excitation of the enciter which turnishes current to the fields of the motors during regenerative brakin The features constituting our present in vention and the operation of the system as a whole will be best understood by a considoration oi its several parts.

rowan ArrAnarUs AND srnora'n enters.

Referring first to Fig. l, the power apparatus employedlor a locomotive to wh .i

our lnvention is applied includes traction motors A and B, whose field windings A,

lg are combined in groups of two, for reasons to he later explained. So far as our invention is, concerned, it is' immaterial whether the motor, designated as it or l3, comprises one or a group of motors. A motor-generator set will also be commonly employed in order to provide current at a reduced rvoltage-for the control apparatus and tor other purposes. This will comprise a drivingunotor M, which is here'shown as he provided with two commutators arranged in series in order to adapt the same to a high trolley voltage, a control generator (3 is utilized to supply current at a reduced voltage to the control apparatus, and an enciter l3, here shown as provided with two armature circuits E0; and El), providing the auxiliary source of current adapted to be connected across the fields otthe motors in order to stabilize their operation as generators. This motor-generator set will commonly include a fan F, which may be used for ventilating purposes. In this figure, we have also shown an overload relay having a trip coil 89a, a high voltage relay having a trip coil 100a, a braking relay 101a, a motoring relay 102a, a transfer relay 103a, reversing relays 101a and 105a, and a contactmaking ammeter 109. None of these relays has contacts directly in the power circuits, and their only function is to electrically open and close certain of the control cir-- cuits. For the purpose of automatically controlling the shunt field winding 130 of the eXciter E, we provide a motor-operated rhcostat 118, which includes a driving m0- tor 110, which when in operation runs continuously in the direction indicated by the arrow, and a rheostat arm 11 1 driven by beveled gears in one direction or the other,

accordingly as one'or the other of the elutcln coils 111 and 112 is energized. The movement of this arm operates to short-circuit more or less of the resistance 113 included in series with the shunt field winding 130. The exciter E is also provided with a series field winding 131, which is traversed by the current in the motors A and 13 during the series operation and by the current in the motors A during the parallel operation. The power supply is received through, a trolley T and, passing through the winding or windings 89a (see Fig. 3) of the overload relay, is delivered to the armatures A and B of the traction motors, andthen passes through the field windings A and Bf and the series field winding 131 to ground. These field windings are placed on the ground side of the armatures in order to reducethe voltage strain upon their insulation. lVe have in this figure also shown the development of the rotating cylinder of the braking controller 300. but for the sake of simplicity we have omitted the motoring controller 200 by means of which the relative connections of the traction motors and their starting resistances may be varied.

THE CONTROL CIRCUITS AND CONTROL APPA- RATUS.

In Fig. 2, however, we have shown the development of the rotating cylinders of both the braking controller 300 and the motoring controller 200, and inthis figure we have restricted the circuits shown to the control circuits for the various electromagnetic switches or contactors. Considering first the motoring controller 200, it will be seen that the moving contacts. here shown indevclopment, are capable of movement with reference to fixed contactswhich are connected to control wires mnnbercd 150 to 163, and of being placed in any one of various positions, designated by dotted lines lettered (t to 7). Current of suitable voltage is supplied tothe control wire 150 through the contacts 331 of an auxiliary break, to be later described. Inasmuch as all the contact bars upon the rotating drum are interconnected, this current Wlll, at any particula-r position of the controller, pass out over corresponding control wires and energize the coils which maybe in circuit therewith. In all operating positiohs of the main controller, current will pass out over the control wire 151, to the reverser R, and to a contact on the drum of the braking controller 300. This reverser is provided with a manually movable contact 261, capable of movement in two positions by means of which either the coil 121:1 or 122a will be energized, and, in-a manner to be later described, cause the movement of the reverser to the position corresponding to forward or reverse movement of the vehicle, respectively. The reverser is provided with interlocking contacts 122 and 1 23,. mechanically attached to the moving parts thereof in such a manner that these contacts cooperate with fixed contacts in either of the positions of the reverser to thereby energize control wire 170. As before described, a control current is supplied to the moving contacts of the braking con troller 300 by means of a wire 151. These contacts are all interconnected and are capable of movement with relation to fixed contacts whereby control wires 180 to 187 may be energized, according to which one of the several positions q to m it assumes.

In Fig. 3, we have made a diagram showing the traction motors A and B, traction motor fields A and Bf, the starting resistances S, the exciter armatures Ea and El), and the contact of the various switches by means of which the relative interconnection of these. elements is altered. Certain of these switches, numbered 71 to 88, inclusive, are electromagnetically operated contacts, or contactors, while -others of them, numbered 90 to 97, inclusive, are. cam-operated contacts, forming part of a piece of apparatus known as the series-parallel switch, which will be latcr'described. It should be here noted that for each pair ofcontacts of the 'arious contactors, or switches, 71 to 88, there is shown, in Fig. 2, a corresponding operating coil, designated by the numerals 71a to 88a, inclusive, and that where electrical interlocking switches are provided upon any one of these contactors, these switches are designated by applying the subscripts 6, v0, (Z, w, etc, to the corresponding number by means of which the contactor contacts are designated. All interlocking switches in Fig. 2 which are associated with electromagnetic contactors are there shown in the position which they will assume when the operating coils of said contactors are deenergized. Upon the energization of a contactor, the associated interlocks will be moved toward the top of the sheet. Certain other interlocking switches, 115, 116, and 117, which are mechanically related to the moving arm 114 of the motor-operated rhea stat 118, are shown in the position which they will occupy when the said arm is moved to the extreme right (see Fig. 1), so as include all of the resistance 113 in the circuit of the shunt field 130 of the eirciter Certain other interlcclrs, numbered 125b,

nnsntrinc CONNECTIONS.

Alccezemting to series position Let us now consider the resulting connec- .tions whenthe main controller 200 is moved to the position a, (the auxiliary break 831 being thereby closed, will later appear}. Due to the energization of control wire 151, and through the braking contnoller oi the control wire 180, coil 1020: of the motoring -relay will be energized, thereby closing its contacts 102?) and 1020. Supposing that the movable element 261i of the reverser it has been set in the forward position, then the movable contacts 122 123 will he in the position 3 as shown, and control wire 170 will he energized through the contact 123. This will, assuming that the overload relay 89 is in its set position, cause the energizetion of control wire 171 and, consequently,

of the coils 71a and 7 At the same time, energizatmn of the control wire 152 Wlll energize the coll 125w, by means of which ,theseriesparallel switch will be caused to move to the full series position indicated by T]. (Fig, 5), and the cam-operated contacts 92, 94, and 96 closed. Contacts 91 are closed at all times except when cutting out a pair of motors. The coils 890 and will be also energized from this wire, thereby resetting the overload relay and the high voltage relay in case these have been tripped. At the same time, coils 730, and 820; will he energized from this wire, and the connections obtained will be seen by reference to 6, which corresponds to position not the controller. nect ed in series with one another and with all of the elements oi": the starting resistance S. The resulting connections obtained by further movement of the controller through the positions 7) to. h are illustrated in Figs. '7 to 13. ln Figs. 7 to 11, we have only illustrated the starting resistances S, for the reason that the only changes consist in cutting out various sectlons of these resistances by The tour motors are con-' short-circuiting the same. lln the position 9' (see Fig. 19), all but one starting resistances have been removed, while in position 2, all of the resistances have been short-circuited, this being the running position in full series T connection. it it he desired, hralnng operations could be commenced when the main controller .200 has reached this position, and

movement of the braking controller 300' to any out the positions to it would result first in the connection of-the enciters E64 and E5 across the lieldsoi the traction motors, and

second in increasing the excitation of the shunt held of the enciters.

Transition from series to parallel). dupposing that"the braking controller has now been returned to the position 9, then it will be possible to move the main controller from the position it to the position 0, where r 736 and 870 will remain deenergized because of the deenergization of wire 152. Because of the opening of the switch 73, the trac tion motors are now connected to the trolley only through the switches 71 and 72.,

encrgization of the control wire lij yvi ll u cause the coil 126a to be energized, as soon as the contactors 73 and 87 have dropped out closing the interlocks F80 and 8'1 0?, and v the series parallel switch will be moved to its parallel position. This switch is pneumatically operated, and although its operation only requires a few seconds of time, the sequence of steps during this interval is absolutely lined, because of the fact that the contacts on said switch are mechanically closed by means of rotating cams.

Switch transfer positions;

Referring to Figs. l and 5, will be seen that there are seven definite positions through which this switch passes, and that these have been designated by the reference characters T1 to T7. Referring, now, to Figs. 14 to 20, inclusive, it will be seen that in the position Tl, as shown in Fig. A, the line contactor 73 is open and that the enciter E?) has been disconnected from the field windings of the traction motors B, this latter'being caused by the deenergization of the coil 87a, due to the opening of the circuit leading to the control wire 152, it the next step three sections of the starting resistance S are inserted in serles with the motors, while at step T3 the traction motors B reenergize the operating coils 73a, 82a, and

87a of the contactors 73, S2 and 87 from the control wire 153. The exciterEb is thereby again connected across thefield windings Bf of the motors B. The closing of contactors 73 and 87, through the opening of the interlocks 73c and STlZ, causes, the coil 126a to be deenergized and the air cylinder to exhaust so as to be ready to transfer to series position without delay at the proper time.

Accelerating to parallel position.

The closing of the contactor 73 will reinsert the upper four starting resistances, while continued movement of the main controller 200 through the steps j, 0 will result in gradually cutting out these starting resistances, will be evident from an inspection of Figs. 22 to 27, inclusive. Due to the TITE ELECTRICAL INTERLOCKING SWITCI'IES.

As has been previously mentioned, the control circuits of the actuating coils for the various electromagnetic and electropneumatic switches are electrically interlocked one with another by means of interlocking switches mechanically connected to l the main switches. Referring now, to Fig. 2, let us consider the functions of the various electric interlocks which have been provided: The circuit of the operating coils 121 and 1222 of the reverser R iscarried by the control wire 172 through interlocks 71b and 7% upon the line switches 71 and 74. It is, accordingly, impossible to throw the reverser from one position to another while these line contactors are closed and any current is flowing through the reverser contacts. Interlocks 81c and 87?) are also provided. to insure that the exciter armatures are disconnected from their respective traction motor fields, in order that no current may be flowing thercbetwccn when the reverser is operated to interchangc the field terminals. -The control wire 170 leads through interlock 89d upon the overload relay to control wire 171, which branches through interlocks 10271 and 1020 to the coils 71a and 74a of the corresponding line switches. It will, therefore, be seen that the tripping of the overload relay, caused by excessive currents through either of the coils 89c, will cause the opening of the line cont-actors 71 and 7%. These interlocks 1026 and 1020 w ll always be closed during motoring operations; 2'. 0., when the braking controller 300 is in its off position, as shown, so long as control current is being supplied by the control generator (J. 700a denotes alow voltage relay comprising contacts 700 which are maintained closed except when the voltage of the generator C is below normal. During braking operations, however, one coil 102a of this motoring relay will only be energized through the control wire 181 when the interlock 1270 is closed. This interlock is mechanically connected to the series parallel switch, and so arranged thatit will only be opened when such switch has been operated, in a manner to be later described, so as to out out one pair of traction motors. In the case. where two locomotives equipped as herein described are running in multiple, and one such locomotive is operating with all four of its motors regenerating, while the other locomotive has two of its motors cut out, this interlock 1276 prevents the remaining two motors from acting as motors to supply driving torque. This undesirable condition would necessarily obtain it the two motors were left in circuit, inasmuch as the vehicle with two motors cut out could not be operated for regenerative braking, due to the fact that the interlock just described would deenergize the braking relay 101a, and hence could only be used for motoring. The coil 81a is energized through interlocks 101d and 80?). The interlock 101d will be closed as soon as the coil 10164 of the braking relay is energized by movement of the braking controller to any of its positions 9 to m. In other words, the eXciter Ea can be connected across the fields A of the traction motors iap

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