close

Вход

Забыли?

вход по аккаунту

?

Патент USA US2066920

код для вставки
Jan. 5, 1937. I
N, H, WlLLBY ET AL
2,066,920
CONTROL SYSTEM
Filed Aug. 51, 1955
0/7/23456789/0
W lT N ES SES:
.
w.
.M
\NVENTORS
hf Wi/ZZay, Fran/{*3 Powers
?atented Jon. 5, 1937
» 2%6320
osrreo srsrss enrsuir deities‘.
2,066,920
.
@iDNTBUL SYSTEDI
Norman H. ‘Willby, Irwin, Frank B. Powers and
John’ R Shemberger, Willrinsburg, Paw assigw
' ore to Westinghouse Electric & Manuiacturing
‘Company, East Pittshurgh, Pa, a, corporation
of Pennsylvania
Application Augustin, 1935, Serial No. ZillJl-M
11 Claims. (\Cl. Inn-@119)
@ur invention relates, generally, to control‘ sys
tems, and, more particularly, to systems ‘for
automatically controlling the acceleration and
the deceleration 0i electrically propelled vehicles.
In view of the lightweight construction of some
of the modern street cars, there’ is a great dif
ference between the total weight when loaded
and the car weight when empty. Therefore, the
rate of both acceleration and braking decreases
16 ' rapidly as the passenger load increases, which is
particularly undesirable since the highest rates
of acceleration and braking are needed when
the load is heaviest.
an object of our invention is to maintain pre
determined rates of acceleration and retardation
of m electric vehicle irrespective of the load car
ried by the vehicle.
Another oloject oi our invention is to provide
for selective acceleration and retardation of an
acceleration of the motors; a braking switch 33
for establishing dynamic braking connections for
the motors; a current limit relay
having an
actuating coil 25 and a loading coil
disposed
to oppose the actuating coil it; a sequence switch
or drum Tl driven by an air engine 28 for con- Y
trolling the operation oi‘ the resistor shunting
switches ll to ill, inclusive; an accelerating con
troller
both oi3ithe
anddrum.
a braking
type, well
controller
known32 which
the art.
As shown, the controllers 3i and 5321 are elec—
trically interlocked, however, they may he also
mechanically interlocked to prevent improper op»
eration of the controllers and the equipment
controlled. thereby.
AS fully described in Patent No. 1394,9211,
issued January 24, 1933, to B. 0. Austin et al., and
assigned to the Westinghouse Electric ll; lvianu-J
facturing Company, the foregoing apparatus may
be utilized to control both the ‘acceleration and
20 electrically propelled vehicle.
the retardation of an electrically propelled ve
A more general object of our invention is to hicle and to provide for variable rates of acceler~
provide an automatic control system which shall
be simple and e?icient in operation and which - ation and deceleration, which may ice selected by
the operator to meet varying traffic conditions.
may be economically manufactured and. installed. However, the system described in the foregoing ' '
Other objects of our“invention will be fully ex
patent does not provide for maintaining constant
plained hereinafter or will be apparent to those rates of acceleration and deceleration urespecn
skilled in the art.
tive of the load on. the vehicle, which, as ex“
In accordance with one embodiment of our in
plained hereinbefore, is desirable and necessary
vention, ‘coth the acceleration and the retardation in view of the lightweight construction oi modern 30 of an electric vehicle are governed by a pendulum
cars.
device which functions to cause preselected rates street
' In order that constant preselected rates of
of acceleration and deceleration to he maintained acceleration and deceleration may be main
irrespective of the load on the vehicle. Pro;
irrespective of the load on the vehicle, a
vision is made for preselecting the rates of tained
pendulum device 33 is so mounted on the vehicle 35
" acceleration and deceleration by controllers that it is responsive to the rates of acceleration
which are operated by the vehicle operator and
deceleration of the vehicle. The pendulum
are connected to the pendulum device icy variable and
loading springs. The pendulum device governs device 33 is disposed to control the operation of
air engine 3A, which drives a drum switch 35
the operation of the control equipment, including an
a magnetic track brake, thereby controlling the having contact segments 36 and 31. The con
tact segment 35 is utilized for shunting a re
acceleration and the deceleration of the vehicle. sistor 38 from the circuit for the loading coil 26
For a fuller understanding of the nature and of the limit relay 25, thereby varying the current
ObjECtSgO‘Z our invention, reference may be had , in the loading coil 26 and governing the opera
to the following detailed description, taken in tion of the' limit relay. The contact segment 31
conjunction with the accompanying drawing, in is disposed to shunt a resistor 39, step-by-step,
which the single figure is a‘diagrammatic view from the circuit for the electromagnet of a mag
of acontrol system embodying our invention.
Referring ‘to the drawing, the system shown netic track brake M, which is utilized to assist
in retarding the vehicle in a manner which will
50
comprises motors l0 and ii having armature . be more fully described hereinafter.
windings l2 and i3 and series ?eld windings l4
With
a
view
to
permitting
the
operator
of
the
and i5, respectively; a line switch it, a pluralityv
of accelerating switches. l1, l8, l9 and 20 for vehicle to select the rates ofv acceleration and
which he desires to maintain,
shunting a resistor 2| from the motor circuit to deceleration
s ‘ rings 42 and 43 are so connected between the
accelerate the motors l0 and H; ‘an additional
ndulum device 33 and the controllers 3! and
' switch 22 for completing the motor circuit during
2
2,060,920
32, respectively, that the tension of the springs
may be increased by operating the controllers,
thereby governing the operation of the pendulum
device 33 to increase or decrease the rates of ac
celeration and deceleration, which will be auto
matically maintained ‘by the control system
herein described.
In order that the functioning of the forego
ing apparatus may be more clearly understood,
10 the operation of the system will now be de
scribed in more detail. Assuming that it is
desired to operate the vehicle in the direction
indicated by the arrow shown above the track
brake 4|, the controller 3| may be actuated to
15 a position “(1", thereby closing the line switch
18 and the switch 22 to connect the motors I8
and I I to a power conductor 5|. The energiz
ing circuit for the actuating coil of the switch
l8 may be traced from the power conductor 5|,
20 through a trolley 52, conductors 53 and 54, con
tact ?ngers 55 and 58 bridged by a contact seg—
ment 51 of the controller 3|, conductors 58 and
58, the actuating coil of the switch l6, con
ductor 8|, an interlock 82 on the braking switch
23, which must be in the open position, con
ductors 83 and 84, a contact segment 85 on the
sequence drum 21 which is in the “011" posi
tion, and conductor 88 to the grounded con
ductor 81. The energizing circuit for the switch
30 22 extends from the previously energized con
ductor 58 through the actuating coil of the
switch 22 and conductors 88 and 89 to the
grounded conductor 81.
35
The motors l8 and II are now connected in
parallel-circuit relation and are connected to the
power conductor 5| in series with the resistor
2|. The circuit for the motor |8 may be traced
from the power conductor 5|, through the trolley
52, conductor 53, contact member 1| of the line
40 switch IS, the resistor 2|, conductor 12, contact
members 13 of the switch 22, the series ?eld
winding l4, and the armature winding |2 of the'
motor I8 to the grounded conductor 61. The
circuit for the motor || extends from the switch
45 22 through conductor 14, the armature winding
l3 and series ?eld winding l5 of the motor ||,
conductor 15, the actuating coil 25 of the limit
relay 24 and conductor 18 to the grounded con
ductor 81.
50
Since all of the resistor 2| is connected in
series with the motors |8and II, the motors will
operate at a low rate of speed. If it is desired
to accelerate the motors, the controller 3| may
be actuated to position “b” which will cause the
55 air engine 28 to operate the sequence switch 21
through positions I to 4, inclusive, to close the
resistor shunting switches H to 28 in sequential
relation, thereby accelerating the motors l8 and
II in a manner well known in the art.
60
The air engine 28 is so constructed that it will
advance the sequence switch or drum 21 when
the actuating coils 11 and 18 of magnet valves
18 and 8|, respectively, are both energized. The
energizing circuit for the actuating coil 11 may
85 be traced from a contact finger 82, which en
gages the contact segment 51 of the controller
3|, through conductors 83 and 84, the actuating
coil 11, conductors 85 and 63, an interlock 88
on the line switch l8, which also functions to
70 establish a holding circuit for the switch l8, and
conductor 88 to the grounded conductorf 61.
The circuit for the actuating coil of the magnet
valve 8| may be traced from a contact ?nger 81,
which engages the contact segment 51, through
TI conductors 88 and 89, contact member 9| on
the limit relay 24, conductor 82, the actuating
coil 18 and thence to the grounded conductors
81 through the circuit just previously traced for
the coil 11.
As the sequence drum 21 is advanced through
positions I to 4, the actuating coil 01' the
switches H to 28, inclusive, are energized in se
quential relation. The energizing circuit for the
switch |1 may be traced from the previously
energized conductor 84 through conductor 83, 10
contact ?ngers 94 and 95 bridged by contact
segment 96 of the drum switch 21, conductor 91.
the actuating coil of the switch i1 and con
ductors 98, 98 and 69 to the grounded conductor
81. It will be seen that conductors |8|, |82 and 15
I83 are energized to operate the switches l8, l3
and 28, respectively, in a similar manner as the
sequence switch 21 advances step-by-step.
However, as is fully explained in the forego
ing Patent No. 1,894,971, the advancement of 20
the sequence switch 21 by the air engine.“ is
automatically controlled by the limit relay 24,
which is responsive to the motor current, there
by preventing the sequence switch 21 from-be
ing advanced so rapidly that the motor current 25
is excessive. It will be understood that the mo
tor current is increased as each step of the re
sistor 2| is shunted from the motor circuit. The
increase in the motor current causes the relay
24 to be operated to its uppermost position, 30
thereby deenergizing the actuating coil‘ of the
magnet valve 8| which stops the advancement of
the sequence switch 21. As the motors acceler
ate in speed, their counter-electromotive force is
increased, thereby reducing the motor current
which permits the limit relay 24 to drop to its
lowermost position to energize the actuating coil
of the magnet valve 8| and cause the sequence
drum to advance to another position. It will be
observed that the sequence drum 21 is provided 40
with carryover contact segments I84 to prevent
the stopping of the sequence drum 21 between
positions by the deenergization of the magnet
coil 18 as a result of the operation of the limit
relay 24.
As described in the foregoing Patent No.
1,894,971, the operation of the limit relay 24
and, therefore, the rate of acceleration of the
motors | 8 and II may be governed by varying
the current in the circuit for the loading coil
28 which is disposed to oppose the actuating coil
25 of the limit relay. By increasing the current
in the loading coil 26, the amount of current
required to operate the relay 24 is increased,
which permits the motor current to be increased, 55
thereby increasing the rate oi’ acceleration oi
the motors.
As stated hereinbei'ore, the pendulum device
33' is utilized to control the operation oi.’ an air
operated drum switch 35 which shunts the re 60
sistor 38, step-by-step, from the circuit of the
loading coil 26, thereby governing the operation
of the limit relay 24. The air engine 34, which
drives the drum switch 35, is so constructed
that the drum switch 35 is held in the “011" 65
position when the actuating coils I85 and I88
oi’ the magnet valves I81 and I88, respectively,
are both energized.
As shown, the magnet coils I85 and I88 were
energized so long as the controller 3| was in 70
the “oiP' position. The energizing circuit for
the magnet coil | 85 may be traced from the pre
viously energized conductor 54 through ‘con
ductors III and “2, the magnet coil I85, con
ductor H3, contact ?ngers H4 and lllbridged 75
3
2,066,920
by contact segment IIS on the braking con
troller 3E2, conductor ll'l', contact ?ngers H8
and i l9 bridged by a contact segment I2I on the
controller 3i and conductor I22 to the grounded
5 conductor iii. The energizing circuit for the
magnet coil ltd extends jirom the previously
energized conductor H2 through the coil Hi6,
conductor 6233, contact ?ngers I24 and I25
bridged by contact segment E26, conductor i2'l,
contact fingers ltd and lit bridged by the con»
tact segment‘ l2l and conductor F22 to the
grounded conductor t'i.
However, when the accelerating controller 3i
controller 3i, which is manually operated by
the operator of the vehicle. Therefore, the
movement of the pendulum device 33 may be
governed by the operator, who may thereby se
lect the rate at which he desires the vehicle
to accelerate. Thus, by actuating the controller
3i to positions “02”, or “e”, a higher rate of ac
celeration is obtained than when the controller
is on positions “b” or "c”, since the tension of
the spring 512 is increased which increases the l0
is actuated to position “b”, as has been pre
15 viously assumed, the magnet coils ltd-and tilt
both deenergized and the drum switch
advanced, first to energize the loading coil
y connecting it across the power source in
~’ with the resistor
and. then to shunt
pendent upon the rate of acceleration of the ve
hicle.
Therefore,
the accelerating controller
is actuated to position ‘ ”’ for the maximum
segment 36, conductor “$3, the loading coil 26
rate of accelerat' n the pendulum device
rill
not function to
the progression of the drum 29
switch
until the preselected rate for accelera
tion is attained. Therefore, the drum switch will
advance to permit the maximum current in the
loading coil
which so governs the operation of
the limit relay 2d that the sequence switch 21 13:5
will advance at its maximum rate which in turn
and conductor to to the grounded conductor 61?.
Assuming that the vehicle is moving in the di
rection indicated by the arrow above the track
will cause maximum acceleration of the motors
Hi and ii. However, should the vehicle accel
erate at a rate above that selected by the oper
from'the loading coil circuit,
coil.
iy increasmg the current in the loading
ne circuit for the loading coil
may be
from the previously energized conductor
ill tin'ough conductor I29, the resistor 38, con~
tact ?ngers ml and I32 bridgcdby the contact
30
loading on the pendulum device
It will he understood that the pendulum device
33 functions to maintain the preselected rate of
acceleration irrespective of the load carried by
the vehicle, since the movement
entirely de
rake Ill , it will be understood that the accelera
tion of the vehicle will cause the pendulumv de
vice 33 to swing in a direction to engage a
resiliently mounted contact member I34 which
establishes an energizing circuit for the magnet
coil tile, thereby stopping the travel of the drum
switch 355 which regulates the current in the
loading coil 2t and governs the operation of the
limit relay 2d which, in turn, governs the rate
of acceleration of the motors ill and II.
The
40 energizing circuit for the magnet coil I06 estab
lished by the pendulum device 33 may be traced
,from the previously energized conductor II2
through the magnet coil I06, conductor I23,
contact ?ngers 524 and I35, bridged by the con
tact segment 926 on the controller 32, conductor
lSB, contact members I34 on the pendulum de
vice 33, and conductors I3‘I and I22 to the
grounded conductor 61.
If the vehicle is accelerating at such a rate
thatuthe pendulum device 33 swings to a posi
ator, the drum switch 35 is returned to a posi 30
tion which will vprovide the desired rate of ac—
coloration, as hereinbeiore explained.
The control system herein described will also
automatically control the rate of deceleration or
retardation of the vehicle in a manner similar
to that of controlling the rate of acceleration.
Provision is made for retarding the vehicle both
by a dynamic brake and also by means of a
magnetic track brake M which is coordinated
iivlith the dynamic braking of the motors‘ it and
Dynamic braking may be established by ?rst
actuating the controller 3i to the “off” position
and then actuating the braking controller 32 to
either one of the braking positions, “a”, “b”, “c”, 45
“d”, or “e”, the rate of retardation being con
trolled by the position of the controller 32.
When the braking controller 32 is actuated to
position “a”, the switch 23 is closed to establish
dynamic braking connections for the motors Ill .
tion in which its contact members I38 are closed,
an energizing circuit is established for the mag
net coil Illd which causes the air engine 34 to
return the drum switch 35 toward the “oil'’
and II. The energizing circuit of'the loading
coil of the switch 23 may be traced from the
positive conductor 54 through contact members
55 and I 43 bridged by the contact segment El
position, thereby increasing the resistance in the
circuit for the loading coil of the relay 26 and
reducing the rate of acceleration of the motors
on the controller 3i, conductor IM, contact mem- ;
by. decreasing the motor current rmuired to opl
crate the limit relay 24, which, in turn, governs
60 the operation of the sequence switch 21 as here
inbefore explained.
The energizing circuit for the magnet coil I05
may be traced £10m the previously energized‘
conductor, II2 through. the coil I05, conductor
H3, contact, ?ngers lid and MI bridged by the
contact segment H6, conductor M2. contact
members I38 on the pendulum device 33, and
conductors I31 and I22 to the grounded con
ductor 61. In this manner, the pendulum de
70 wice 33 functions to govern the rate of accelera
tion of. the vehicle and to maintain the prese
lected rate of acceleration irrespective of the
load carried by the vehicle.
It will be seen that the'tension of the spring
75 42 is controlled by, means of the accelerating
bers I45 and M6 bridged by ‘a contact segment
M1 on the controller 32, conductor Mil, the ac
tuating coil 23, conductor I49, an interlock ltll
on the switch iii, conductors 63 and 65, contact
segment 65 on the sequence switch 2i, which
was returned to the “off” position when the con
troller 3I was actuated to the “o?” position,
and conductor 66 to the grounded conductor 61.
A holding circuit is established for the actuating
coil of the switch 23 through its contact mem 05
bers I52 when the switch is closed.
'
The closing of the switch 23 establishes dy
namic braking connections for the motors I0 and
II in a manner well known in the art, the re-f
sistor 2i being so connected in the motor circuit
that the motor current may be controlled by
shunting the resistor by means of the switches
H to 29, inclusive, in the same manner as dur
ing the acceleration of the motors. The motors
I0 and II are so connected that the ?eld wind
4
2,066,920
ing I4 of the motor I0 is in series with the arma
ture winding I3 of the motor II, and the ?eld
winding I5 is in series with the armature winding
I2 of the motor I0, thereby permitting the current
to flow through the ?eld windings in the same di
rection as during acceleration and through the
armature windings in the reverse direction, which
causes the motors to act as generators to retard
the movement of the vehicle. The circuit through
the ?eld winding I4 may be traced from one side
brake to cooperate with the motors I0 and II in
controlling the retardation of the vehicle. The
electro-magnet I69 01' the magnetic track brake
4| is energized through a circuit which may
be traced from contact ?nger I1I which engages
the segment I41 on the controller 32 through
conductor I12, resistor 39, contact ?ngers I13
and I14 bridged by the contact segment 31,
conductor I15, the electromagnet I69 and con
ductors I16 and I22 to the ground conductor 61. 10
It will be seen that the resistor 39 is shunted
of the armature I3, conductor 14, ?eld winding
I4, contact members I55 on the switch 23, con
ductor I56. the resistor 2|, conductor I51, con
from the circuit for the electromagnet I69 as
tact members I59 on switch 23, and conductor
I59 to the other side of the armature I3. The
circuit through the ?eld winding I5 may be
traced from one side of the armature winding
I2 of the motor I0 through the contact members
gine 34. Since the operation of the air engine
34 is governed by the pendulum device 33, as 15
herein explained, the effect of the track brake
4| is controlled by the pendulum device 33, and
the drum switch 35 is advanced by the air en
the track brake 4|, therefore, cooperates with
I55 on the switch 23, conductor I56, resistor 2i,
the motors I0 and II to control the retardation
conductor I51, contact members I58, conductor ' of the vehicle. In a similar manner the pendu 20
I59, the ?eld winding I5, conductor 15, the lum device 33 and the drum switch 35 may be
actuating coil 25 of the relay 24 and conductors utilized to coordinate air brakes with the dy
‘I6 and 61 to the other side of the armature ;namic brake to provide ‘the desired braking
winding I2.
effect.
It will be observed that the magnet coils_1‘I
It will be understood that the rate of decelera 25
and 18 of the air engine 28 are ‘energized through tion may be increased by actuating the con
circuits established by the contact ?ngers I6I
and I62 which engage the contact segment I41
on the controller 32, thereby causing the sc
30 quence switch 21 to be advanced under the con—
trol of the limit relay 24, as hereinbefore ex
plained, to shunt the resistor 2I from the motor
circuit by means of the switches I1 to 20, in
elusive, which are actuated in sequential rela
tion. The pendulum device 33 functions to main~
tain a predetermined rate of deceleration by
controlling the operation of the drum switch 35,
which in turn governs the operation of the limit
relay 24. Themagnet coils I05 and I06 were
40 both deenergized when the controller 32 was
actuated from its “off” position, thereby causing
troller 32 toward position “e”, which permits the
operator to select the desired rate of decelera
tion in the same manner as the rate of accel
eration of the vehicle. The tension of the spring
43 is increased as the braking controller 32 is
actuated toward position "e”, thereby control
ling the movement of the pendulum device 33,
which functions to maintain the preselected rate
of deceleration, as herein described.
From the foregoing description, it will be ap
parent that we have provided 1a control system
which will automatically govern both the accel
eration and the deceleration or retardation of
an electrically propelled vehicle and which will 40
function to maintain the preselected rates of ac
celeration and deceleration irrespective of the
load carried by the vehicle. The system herein
described permits the operator of the vehicle
to select the rates of acceleration and decelera 45
tion which are most suitable for the traffic con
the drum switch 35 to be advanced to shunt the
resistor 38 from the circuit for the loading coil
26, as has been described hereinbefore.
45
If the rate of deceleration is such that the
pendulum device 33 swings to a position in which
its contact members I63 are closed, the magnet , ditions encountered, and provides for maintain
coil I06 is energized to stop the progression of ing the selected rate.
the drum switch 35. The circuit through the
Since numerous changes may be made in the
magnet coil I06 may be traced from the pre
above-described construction and different em 50
viously energized conductor II2 through the bodiments of the invention may be made without
coil I06, conductor I23, contact ?ngers I24 and
I64, bridged by contact segment ‘I26, conductor
, I65, contact members I63 on the pendulum de
55 vice 33 and conductors I31 and I22 to the
grounded conductor 61.
I! the rate of deceleration is still further in~
creased, the pendulum device 33 will swing to
a position in which its contact members I66 are
60 closed, thereby energizing the magnet coil I05
through a circuit which extends from the con
ductor II2 through the coil I05, conductor H3,
contact ?ngers H4 and I61, conductor I63, con
tact members I66 on the pendulum device 33
65 and conductors I31 and I22 to the grounded con
ductor 61, which causes the drum switch 35 to
be returned toward its “off” position. In this
manner, the pendulum device 33 functions to
maintain the preselected rate of deceleration by
70 controlling the motor current as herein described.
In addition to controlling the motor current
during dynamic braking of the motors, the pen
dulum device 33 also controls the energization
and, therefore, the braking effect of the mag
netic track brake 4|, thereby causing the track
departing from the spirit and scope thereof, it
is contended that all matter contained in the
above description or shown in the accompanying
drawing shall be determined as illustrative and 55
not in a limiting sense.
,
We claim as our invention:
i. In a motor control system, in combination, \
an electric motor for propelling a vehicle, man
ually-operable means for controlling the motor 60
connections, means for controlling the accelera
tion of the motor, means actuated in accordance
with the amount of motor current for control
ling the operatlon of the acceleration-controlling
means. means responsive to the rate of accelera
tion of the vehicle for governing the operation
65
of the current—responsive means, and means ad
justed by said manually-operable means for
governing the operation of the last-named means
to vary the rate of acceleration of the vehicle.
70
2. In a motor control system, in combination,
an electric motor for propelling a vehicle, a
manually-operable controller, switching means
for controlling the acceleration of the motor,
means for controlling the operation oi‘ the
2,066,920‘
switching means in accordance with the motor
current, means responsive to the rate of accel
‘ eration of the vehicle for governing the operation
5
the vehicle for governing the operation of the
current-responsive means,‘ and spring means
biased by said controller for governing the op
eration of the last-named means. ,
of the current-responsive means,_and means as
8. In a motor control system, in combination,
sociated with said controller for governing the ‘ a plurality of electric motors for propelling a
operation of the last-named means.
vehicle, a‘ manually-operable controller, means
3. In a motor control system, in combination, -for establishing dynamic braking connections
an electric motor for propelling a vehicle, a man'
the motors to decelerate the vehicle, switch
ually-operable controller,’ switching means for for
ing means for controlling the deceleration of the 10
10 controlling the acceleration-of the motor, means
responsive to the motor current for controlling motors, means for controlling the operation of
the operation of the switching means, means the switching means in accordance with the mo
current, means responsive to the rate of de
responsive to the rate of acceleration of the tor
celeration
the vehicle for governing the opera
vehicle for governing the operation of the cur-~' tion of theofcurrent-responsive
means, and means
rent-responsive
means,
and
means
actuated
by
15
said controller for governing the operation of associated with said controller for governing the
operation of the last-named means.
the last-named means.
9. In a motor control system, in combination,
4. In a motor control system, in combination,
an electric motor for propelling a ‘vehicle, a ‘a plurality of electric motors for propelling a 20
manually-operable controller, switching means vehicle, means for connecting the motors to a
‘20 for
controlling the acceleration of the motor, power source to accelerate the vehicle, means
relay means responsive to the motor current for for establishing electrical braking connections for
controlling the operation of the switching means, the motors to decelerate the vehicle, additional
means for braking the vehicle, switching means
means for varying the current required to op
for controlling» the acceleration and the decel 25
erate
said
relay
means,
means
responsive
to
the
25
eration of the motors, means for controlling the
rateof acceleration of the vehicle for control
ling the operation of said current-varying means, operation of the switching means in accordance
and means associated with said controller for with motor current, and means responsive to the
governing the operation of the last-named rates of acceleration and deceleration of the ve 30
hicle for governing the operation of said control
30 means.
5. In a motor control system, in combination, means and said additional braking means.
10. In a motor control system, in combination,
an electric motorfor' propelling a vehicle, a
a
plurality of electric motors for propelling a
manually-operable controller, switching means
:for controlling‘ the acceleration of the motor; vehicle, means for connecting the motors to a. 35
source to accelerate the vehicle, means for
'au relay means responsive to the motor. current power
establishing
electrical braking connections for
for controlling the operation of the switching
means, means for varying the current required the motors‘ to decelerate the vehicle, additional
to operate said relay means, means responsive means for braking the vehicle, switching means
to the rate of acceleration of the ‘vehicle for for ‘controlling the acceleration and the decel 40
controlling the operation of said current-varying eration of the motors, means responsive to the
current for controlling the operation of the
means, and- spring means biased by said con-v motor
switching
means, means responsive to the rates
troller for governing the. operation of the last
of acceleration and deceleration of the vehicle
hamed means.
6. In a motor control system, in combination, for governing the operation of the current-re 45
an
electric motor for propelling a vehicle, a sponsive means and said additional braking
45
manually-operable controller, switching means means, and means for governing the operation
of the last-named means to vary the rates of
for controlling the acceleration of the motor, re,
lay means for controlling the operation of the acceleration and deceleration of the vehicle.
11. In a motor control system, in combination,
’ switching means in accordance with the motor
a 'plurality of electric motors for propelling a 50
current,
said
relay
means
having
an
actuating
50
coil and a loading coil disposed to‘ ‘oppose the vehicle,'means for connecting the motors to a
actuating coil, means for varying the current power source to accelerate the vehicle, means for
in the loading coil, means responsive to the rate establishing electrical braking connections for
motors to decelerate the vehicle, switching
of acceleration of the vehicle for controlling the, the
55
operation of said current-varying means, and means for controlling the acceleration and the
deceleration’
of
the
motors,
means
responsive
to
means actuated by said controller for governing the motor current for controlling the operation of
the operation of the last-named means.
the switching means, means responsive to the
7. In a motor control system, in combination,
rates
of acceleration and deceleration of the ve
a plurality of electric motors for propelling a ve
hicle for governing the operation of the current 60
hicle,
a
manually-operable
controller,
means
for
60
means, and means cooperating with
establishing dynamic braking connectionslfor the responsive
the last-named means to control the operation
motors to decelerate the vehicle, switching means
means for the vehicle.
‘.for controlling the deceleration of the motors, of additional braking
NORMAN I-I. WILLBY.
means responsive to the motor current for con
FRANK B. POWERS.
trolling the operation of the switching means,
JOHN P. SHAMBERGER.
means responsive to the rate of deceleration of
Документ
Категория
Без категории
Просмотров
0
Размер файла
1 036 Кб
Теги
1/--страниц
Пожаловаться на содержимое документа