US668962A - Motor-grouping system. - Google Patents

Description

N0. 668,962. Patented Feb 26 l F. H. SHEPARD.

MOTOR GROUPING SYSTEM.

[Application filed Jan. 21, 1901.)

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UNITED STATES PATENT OFFICE.

FRANCIS H. SHEPARD, OF NEW YORK, N. Y., ASSIGNOR TO THE SPRAGUE ELECTRIC COMPANY, OF NEW JERSEY.

MOTOR-GROUPING SYSTEM.

SPEGIFIGATION forming part of Letters Patent N 0. 668,962, dated February 26, 1901.

Application filed January 21, 1901. Serial No. 44,098. (No model.)

To all whom it may concern.-

Be it known that I, FRANCIS H. SHEPARD, a citizen of the United States of America, and a resident of the city of New York, borough of Manhattan, in thecounl'y of New York and State of New York,have invented certain new and useful Improvements in Motor-Grouping Systems, of which the following is a specification.

My invention is a motor-grouping switch, and in the specific form a series-multiple switch, which is operated through instrumentalities controlled by the current conditions or connter-electromotive-force conditions or T5 combined currentand counter-electromotiveforce conditions'of the motors to be grouped and certain features combined therewith.

In the accompanying drawing, which forms a part of this specification, the figure shows my invention applied to the control of two motors by a master-controller operating independent rheostatic and series multiple switches through relays.

It may be stated generally, with the exception of the series-multiple arrangement, that the system herein disclosed is similar to that disclosed in United States Letters Patent to Frank J. Sprague, No. 660,065, dated October 16, 1900, and illustrated more particularly in Figs. 11 to 15, inclusive. It will not be necessary to describe all the features of the system with the same particularity that would be required were it not for the said patent of Frank J. Sprague, to which reference may be 5 made for details of operation here assumed or briefly stated.

The drawing shows a car system connected to one section of a train-line through a cutout switch 1. This cut-out switch performs the function of the switches 15 of the said patent of cutting off the car system entirely from the train-line. The train-line is arranged to secure proper operation of the train without respect to the number, order, or end relation of the cars, as set forth in said patent. Two operators switches or master-controllers are shown, one intended to be placed on each platform. These correspond with the two switches shown in the said patent. Handles P effect connection at reverser-contacts a and Z) and at coast, series, and multiple contacts 0, s, and m. The coast, series, and multiple contacts are connected with wires of the car system. There are also two contacts which connect the line with the operators switch, and between the trolley-shoes L and each operators switch is interposed a cut-out switch 2, corresponding to the switch 13 in the said patent. The reverser-contacts of each operators switch are connected with reverser- 6o solenoids a and b and after passing through these solenoids the two wires are united and go either through a contact-plate 3 on the reverser or through a resistance 4. Thence the circuit is through an automatic safety reverser-solenoid 5, the function of which will be explained later, thence through two cutout contacts 6 on the main cylinder,and thence to ground at G. The closure of the operators switch at contact 0, s, or m effects closure of the circuit through a coast-solenoid 0 series solenoid or multiple solenoid m When the reverser is thrown in one direction or the other, the circuit just traced is opened at the contactplate 3 and is closed at contacts controlled by the solenoid 5. One of the solenoids c s and m will close its corresponding contact, according to which speedpoint of the operators switch is closed. 010- sure of the coast-relay contacts 0 with the parts in what will be called the off position, which is that wherein they are While the system is not in use, effects nothing; but closure of the circuit at the series-relay contacts s will close the circuit through the pilot- 8 5 motor as follows: from the trolley shoes through a circuit-opening switch 7, through the pilot-motor armature and one of its two field-coils, called the ahead field, thence through the upper of a pair of contacts con- 0 trolled by solenoid 5 and contact-plate 16, thence to contact-finger 8 on the pilot-motor limit-switch, thence to contact-finger s of the pilot-motor limit-switch, thence through series-relay contact 8 thence through con- 5 tact 9, controlled by the throttle-solenoid 10, thence through contact-plate 11 on the reverser, thence through a brakemagnet 12, and thence to ground. The rheostatic switch will be driven by the pilot-motor until the circuit is opened at contact-fingers, when it runs off of the corresponding plate on the pilot-motor limit-switch. If the operators switch is then closed on the coast-contact, the coast-relay solenoid c is energized and the coast-relay contact 0 is closed. The circuit of the pilot-moter is closed through the off field-coil as Follows: from the trolley-shoe through the armature and the off field-coil of the pilot-motor, through contact-finger 13 of thepilot-motor limit-switch, through contact-finger a, through the coast-relay contact 0 through one of the contacts 11 on the reverser, and through brake-magnet 12 to ground. If the operators switchis opened or for any reason the line fails, returning the reverser to off position and dropping the plunger of solenoid 5, then the circuit is established through the armature and ofi field of the pilot-motor, con tact-fingers 13 and c and from thence through the lower contacts and contactplate 14 of the solenoid 5, and thence through the brake-magnet to ground. There is also a circuit established at the reverser through contact 15 which performs the same function as the contact established at plate 14:, but is added in order to provide for the return of the rheostatic cylinder to 01f position on the breaking of the circuit with greater certainty. It will be observed that these operations will take place on closure of the coast-contact of the operators switch or on failure of the line on all advanced positions of the rheostatic switch or cylinder, which insures its return to off position. It will also be observed that after the contact is opened at cut-out switch 6 the circuit through solenoid 5 is maintained by a contact closed by contact-plate l-l. So long as the current re mains in the solenoid the plunger will be held up, and the opening of the circuit at contact 6 effects nothing; but if the plunger of solenoid 5 is dropped the circuit cannot be again closed through the ahead field-coil of the pilot-motor until the cylinder has returned to otT position. If the multiple-relay contact is closed, the circuit established through the ahead field of the pilot-motor is as follows: from the trolley-shoe through switch 7, through the armature and ahead field-coil of the pilot-motor, through upper contacts of contact-plate 16, through fingers 8 and on, through the multiple-relay contact m through the throttle-contact 9, through one of the contact-plates 11 on the reverser, through brake-magnet l2, and thence to ground. The pilot'motor will run, driving the rheostatic cylinder forward until the circuit thereof is broken at the pilot-motor limit-finger on. The circuits through the reverser will not be traced until the opera tion of the series-multiple switch has first been explained.

The motors are changed from series to multiple and vice versa by a set of contacts which are mounted upon a standard attached at the end of the plunger 17. This plunger is operated by a solenoid 18, connected in a circuit between the current-collecting shoes on the car and the ground, which circuit includes two contacts, one controlled by a plunger 20, called the counter-plunger, and the other controlled by the plunger of the multiple-relay coil m The normal position of the series-multiple switch is with the motors in series and the plun 'n free to move. \Vhen the circuit is closed on the reverser and the pilot-motor is started up, the connections through the main motors are as follows: from the trolley-shoe through a cut-out switch 21, through contacts 19 on the reverser, through magnetic blow-out coil 13, through the resistance and circuitbreaking contacts of the rheostatic cylinder, through reverser contacts and one of the motors, through contact 22 of the series-multiple switch, thence again through the reverser, through the armature of one of the motors, and through the throttlecoil 10, back through the tield ol the second motor to the ground. The effect of this is that the motors are connected up in series. The motors will start up, and as they speed up, developing counterclectromotive force in their armatures, the currentwill increase through a circuit in shunt with one of the armatures, as follows: from a point marked 23 on the main-motor circuit, through a coil 241, known as the counter-coil, thence back to a point 25 on the main-motor circuit,which is on the opposite side of the armature of motor M from the point- 23. i The current in this counter-coil is not suliicient to lift the plunger 20 until a certain electromotive force is developed in motor M'-. On the same plunger with the counter-coil is coil 26 in series with the coil 180i the series multiple switch. In this circuit with coils 26 and 18 are. contacts 27, controlled by the multiple relay m After the counter-coil has lifted the plunger 20, if the multiple relay is energized then circuit is closed through coils 26 and 18, as follows: from the line through switch 7, through contact on plunger 20, through coil 26, across contact 27, and through coil 18 to ground. The plunger 17 is thus energized, but is not pulled up, because it is held locked by the lock 28, controlled by lock-coil 29.

' This lock-coil is in shunt with main motors in a circuit, as follows: from theline through switch 21, reverser-cylinder contacts 10, to a point 30, and thence through the lockcoil to ground. The opening of the main-motor circuit without opening the circuit through the coil 18 will cause the unlocking of the seriesmultiple switch and will permit the plunger 17 to be drawn up and its sets of multiple contacts to be closed on the lifting of the plunger. These contacts are 31 and 32, respectively. The circuit through the motors is then as follows: from the line through the switch 21 and reverser-contacts 19, through blow-out B and contacts of the rheostatic switch, as before, and thence (a) to the reverser, through one of the motors, thence to contacts 31 of the series-multiple switch and thence to ground, and (1)) through contacts LII 32, through reverser-conta'cts and the armature of the second motor, through throttlecoil 10, and finally through the field of the second motor to ground. The plunger is immediately locked again in multiple position and remains in that position so long as there is current in the motors.

In the system of control of electric motors herein described the motor-grouping switch (which, as shown, is a series-parallel switch) and the rheostatic switch are caused to cooperate, so that the changes of grouping shall be effected in proper condition of and be accompanied by proper resistance changes in the circuit in which the main motors are connected, called the motor-circuit. This results because, first, the operation of the motorgrouping switch iscontrolled by coils in the circuit system which includes the operators switch, called the governing-circuit, and by coils connected with the motor-circuit, these coils cooperating to this end, and, second, the motor-grou ping switch is locked by a device controlled by a coil connected with the motor-circuit and is unlocked by or upon the opening of the motor-circuit, the opening of the motor-circuit being efiected by the governing-circuit.v

The lock-coil 24 can be connected in the motor-circuit by opening it at points marked with dotted lines 33 and connecting an end of this coil at each of these points; but the arrangement shown in full lines is preferable. It is also obvious that the lock-coil 29 may be connected in shunt with the main-motor resistance. This will require adjustment of the resistance in the circuit of the lock-coil, which will be readily understood. It has been found preferable in practice to connect this coil in shunt with the main-motor resistance instead of as shown; but the change in no way affects the principle of operation of the system.

It is evident that changes can be made without departing from the spirit of my invention. Therefore I do not limit myself to the details shown.

Having now described my invention, without limiting myself to details shown, what I claim, and desire to secure by Letters Patent of the United States, is-

1. In a system of control of electric motors,

the combination of a motor-grouping switch, a rheostatic switch, a motor-circuit, a governing-circuit, and means for locking the motorgrouping switch, substantially as described.

2. In a system of control of electric motors, the combination of a series-parallel switch, a rheostatic switch, a motor-circuit, a governin g-circuit and means for locking the seriesparallel switch, substantially as described.

3. In a system of control of electric motors, the combination of a motor-grouping switch, a rheostatic switch, a motor-circuit, a. governing-circuit, means for operating the motorgrouping switch controlled by the motor-circuit and the governing-circuit, and means for locking the motor-grouping switch controlled by the motor-circuit, substantially as described.

4. In a system of control of electric motors, the combination of a series-parallel switch, a rheostatic switch, a motor-circuit, a governing-circuit, means for operating the seriesparallel switch controlled by the motor-circuit and the governing-circuit, and means for locking the series-parallel switch controlled by the motor-circuit, substantially as described.

5. In a system of control of electric motors, the combination of a motor-grouping switch, a rheostatic switch, a motor-circuit, a governing'circuit, means for operating the motorgrouping switch controlled by the motor-circuit and the governing-circuit, means for looking the motor-grouping switch controlled by the motor-circuit and means for unlocking the motor-grouping switch controlled by the governing-circuit, substantially as described.

6. In a system of control of electric motors, the combination of a series-parallel switch, a rheostatic switch, a motor-circuit, a governing-circuit, means for operating the seriesparallel switch controlled by the motor-circuit and the governing-circuit, means for looking the series-parallel switch controlled by the motor-circuit and means for unlocking the series-parallel switch controlled by the governing-circuit, substantially as described.

' FRANCIS H. SHEPARD.

Witnesses:

THOMAS EWING, J r., SAMUEL W. BALCH.

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