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Publication numberUS1181324 A
Publication typeGrant
Publication dateMay 2, 1916
Filing dateFeb 20, 1915
Priority dateFeb 20, 1915
Publication numberUS 1181324 A, US 1181324A, US-A-1181324, US1181324 A, US1181324A
InventorsWilmar F Lent
Original AssigneeCutler Hammer Mfg Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Motor-controller.
US 1181324 A
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Description  (OCR text may contain errors)

W. F. LENT. MOTOR CONTROLLER. APPLICATION FILED FEB. 20, 1915.

1 1 l 332% V Patented May 2, 1916.

THE COLUMBIA PLANOGRAPH C0,, WASHINGTON, D. c.

WILMAR F. LENT, OF MILWAUKEE, WISCONSIN, ASSIGNOR TO THE CUTLER-HAMMER 00., OF MILWAUKEE, WISCONSIN, A CORPORATION OF WISCONSIN.

MOTOR-CONTROLLER.

Specification of Letters Patent.

Patented May 2 1916.

Application filed February 20, 1915. Serial No. 9,539.

To all whom it may concern:

Be it known that I, WVILMAR F. Lnnr, a citizen of the United States, residing at Milwaukee, in the county of Milwaukee and State of Wisconsin, have invented new and useful Improvements in Motor-Controllers, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawing, forming a part of this specification.

This invention relates to improvements in motor controllers and is particularly useful for electrically propelled ore bridges and the like.

One of the objects of the invention is to provide improved means for limiting the skewing action of a traveling bridge or other device and enabling the same to be readily squared for continued operation.

A further object is to provide means for arresting the movement of both ends of the bridge or other device upon skewing thereof and for thereafter permitting movement of one end of the bridge to square the same while insuring against further movement of the opposite end of the bridge until squared.

Various other objects and advantages of the invention will hereinafter appear.

The accompanying drawing illustrates one form of the invention applied to a stifflegged ore bridge, and the same will now be described, it being understood that the invention is not limited to the specific form thereof or application of the same selected for the purpose of illustration.

In the drawing, Figure 1 is a schematic view showing in top plan a bridge provided with driving motors and skew limit switches; and Fig. 2 is a diagrammatic view of the control means for the motors of Fig. 1.

Referring to Fig. 1 the bridge is schematically illustrated as comprising a cross beam 3 provided at opposite ends with stiff or non-articulated legs 4 and 5 having rollers 6 to travel on tracks 7. The left hand end of the bridge is provided with a propulsion motor 8 operating the lefthand rollers 6 through suitable driving connections, as illustrated, while the right hand end of the bridge is provided with a similar propulsion motor 9 to drive the right hand rollers 6, Further, the bridge is equipped with two skew limit devices 10 and 11 for its left hand end and two similar devices 12 and 13 for its right hand end. The devices 10, 11, 12 and 13 are all of like construction and of conventional form. Each comprises two spring closed double pole switches ab and ccl and a pivoted operating member 14 disposed therebetween and movable in opposite directions to open said switches selectively. The switches and their operating members are carried by the bridge and the operating members 14 have forked eX- tensions 15 straddling the rails 011 which the bridge travels whereby said members 14 are operated by lateral play of the bridge and are moved in opposite directions according to the direction of play. Thus the members 14 operate the various switches ab and ccZ in different combinations according to the action of the bridge, but, due to the connection of the switches, the same are functionally dependent upon skewing action of the bridge, as will hereinafter appear.

In operation, if the bridge is traveling in the direction of the arrow and it skews to advance its right hand end then the members 14 of devices 10 and 12 move in a counter-clockwise direction to open switches ab thereof, while the members 14 of devices 11 and 13 operate in a clockwise direction to open switches ccZ thereof. On the other hand, with the bridge traveling in the same direction, skewing motion to advance the left hand end thereof effects movement of the members 14 of switches 10 and 12 in a clockwise direction to open their switches c0l while effecting movement of the members 14 of devices 11 and 13 in a counter-clockwise direction to open their switches a-b. It will thus be apparent that when the bridge is operating in a reverse direction the operation of the limit switches upon skewing action of the bridge will be similar to that above described.

Referring now to Fig. 2, the motors 8 and 9 are illustrated as controlled by electromagnetic switches in turn jointly controlled by manual means and the above-described skew limit switches. The motor 8 is shown as provided with electromagnetic switches 16 and 17 to control the continuity of circuit and direction of operation thereof, and a master controller 18 for energizing switches 16 and 17 selectively. Motor 9 is provided with similar magnetic control switches 19 and 20 and a master switch 21. For simplicity of illustration the motors have been shown without any provision for acceleration and speed regulation thereof but it is to be understood that any preferred means may be provided for such purposes.

The power circuits for the two motors are identical and therefore the description of the circuits of one will suHice for both. Considering the control of motor 8, closure of the switch 17 completes circuit from line L by conductor 22 through the upper contacts of said switch, by conductors 23 and 24 through the motor armature A from left to right, by conductor 25 through the lower contacts of switch 17, by conductor 26 through the motor field winding F, by conductor 27 to line L. On the other hand,

closure of switch 16 completes circuit from of shift it opens poles 10 and 13 line L by conductor 22 through the upper contacts of said switch, by conductor 25 through the motor armature A from right to left, by conductor 2% through the lower contacts of said switch 16, by conductor 26 through the field winding F, by conductor 27 to line L. Thus provision is made for operation of the motor 8 and in a similar manner motor 9 in opposite directions, and for the illustrated layout of limit switches it will be assumed that the magnetic switches 17 and 20 effect operation of the motors in such a direction as to drive the bridge in the direction of the arrow, Fig. 1.

The control circuits, Fig. 2, have been laid out to correspond with the limit switch arrangement shown in Fig. 1 and the reference characters employed for the several poles of the limit switches serve to identify the positions thereof in Fig. 1. The energizing circuit of each of the magnetic switches includes one pole of each of the four limit switch devices. For example, the energizing circuit of switch 17 includes the pole c of device 10, the pole at of device 12 in series with pole 10 pole a of switch 11 in parallel with pole 10 and pole c of device 13 in parallel with-pole 12. Thus by reference to Fig. 1 it will be observed that skewing action of the bridge in either direction while the bridge is traveling in the direction of the arrow will deenergize switch 17 to stop the motor 8. If, for instance, the bridge skews to advance its right hand end then switch 17 is deenergized by opening of the poles 12 and 13f whereas if the bridge skews to advance its left hand end switch 17 is denergized by the opening of poles 10 and 11 If, however, the bridge merely shifts laterally then according to its direction or poles l1 and 12*, but this will not effect the switch 17 in view of the parallel connections of the several poles. Thus while the four limit switch poles under discussion function upon skewing action of the bridge they do not effect the operation of the motor upon mere shifting of the bridge without a skewing tendency. The arrangement of limit switches in circuit with the winding of switch 20 is relatively the same as that discussed in connection with switch 17 so that when the bridge is traveling in the direction of the arrow, Fig. 1, switch 20 will also be de'energized upon skewing'of the bridge in either direction. Likewise switches 16 and 19 correspond with one another in arrangement of limit switches so that both of the same are deenergized upon skewing movement of the bridge in either direction during travel of the bridge in a direction opposite to that indicated by the arrow, Fig. 1. Thus the limit switches provide for stopping of both motors under all skewing conditions. Moreover, these limit switches necessitate the establishment of special connections for restarting the bridge after arrest thereby, for,

whenever the bridge skews the limit switches open the energizing circuits of all four magnetic switches. To meet such conditions means are provided whereby when the master controller of the leading motor is returned to off position the open limit switches in circuit with the control switches of the lagging motor are shunted. This enables the lagging motor to be restarted to square the bridge and thus restore all limit switches to closed position whereupon the master controller of the leading motor may be operated to start its motor for continued operation of the bridge. The means just described includes a switch 26 associated with master controller 18 whereby when said controller is in off position said switch 26 parallels limit switches 12 and 18 with limit switches 12 and 13, at the same time paralleling limit switches 10 and 11 with switches 10 and 11 Also, said means includes a switch 27 similarly associated with the master switch 21 to parallel limit switches 10 and 11 with switches 10 and 11, at the same time paralleling limit switches 12 and 13 with switches 12 and 13 With such provisions a circuit may always be completed for the energization of the proper switch to advance the lagging end of the bridge. However, for reasons which will be readily apparent, it is desired to provide means to also necessitate return of the controller of the lagging motor to oil' position prior to re-starting. To this end a resistance r is associated with each master controller so as to be included in circuit with the windings controlled thereby when the controller is moved from starting position to any of its running positions, thereby providing aninterlock. .7

The control circuits above mentioned may be traced as follows: That of switch 17 may be traced from line L by conductor 28 to contact 29 of master controller 18 to right hand segment 30, by conductor 32 through the winding of switch 17 by conductor'33 through the limit switches 10 and 11 in parallel, by conductor 34 through limit switches 12 and 13 in parallel, by conductor 35 to line L. When, however, the master controller is moved to any running position it disengages segment 30 from contact 29 and through a contact 36 and segment 37 establishes a maintaining circuit for switch 17 through resistance 7'. With the limit switches 12 and 13 open and the master controller 21 in off position, then an alterna tive energizing circuit for the magnetic switch 17 may be traced to conductor 34 as already described, and thence by conductor 38 through switch 27 of master controller 21, by conductors 39 and 40 through the limit switches 12 and 13 in parallel to conductor 35 and line L. The energizing circuit of magnetic switch 16 is completed by reverse operation of the master switch 18 to engage its contact 29 and its left hand seg ment 41 from which circuit it extends by conductor 42 through the winding of switch 16, by conductor 43 through limit switches 10 and 11 in parallel, by conductor 10 through limit switches 12 and 13 in parallel to conductor 35 and line L. Then when the master switch is moved to engage its contact 36 and segment 44 the resistance r is included in circuit with the winding of switch 16. The alternative circuit of switch 16 when its limit switches 12 and 13 are open extends as already traced to conductor 40 and thence by conductor 39 through switch 27 of master controller 21,

' by conductors 38 and 3 1 through the limit switches 12 and 13, by conductor 35 to line L.

The circuits of switches 20 and 19 are in all respects similar to those of switches 17 and 16 respectively so that it is needless to specifically describe the same. It will, of course, be understood that the energizing circuits of switches 20 and 19 are controlled by the master controller 21 and that the alternative connections for said switches extend through switch 26 of master controller 18.

While the controller has been illustrated as applied to a stiff-legged bridge, it will be apparent that it is also applicable to articulated bridges and susceptible of advantageous use in various other relations.

What I claim as new and desire to secure by Letters Patent is:

1. In a controller for the propulsion mo-' tors of an ore bridge or the like, in combination, separate controlling devices for the motors, a skew limit mechanism adapted to act upon said devices to arrest both ends of the bridge or other device upon skewing thereof and means for thereafter rendering one of said controlling devices temporarily operable independently of said limit mechanism for squaring the bridge.

2. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate controlling devices for the motors, a skew limit mechanism adapted to act upon said devices to arrest both ends of the bridge or other device upon skewing thereof and means for thereafter rendering one of said controlling devices temporarily operable independently of said limit mechanism for squaring the bridge but only while the other device is maintained inoperative.

3. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate starting devices for the motors, a skew limit mechanism adapted to act upon said starting devices to arrest both ends of the bridge or other device upon skewing thereof and means for thereafter rendering each of said devices temporarily independent of said limit mechanism for squaring the bridge or other device.

4. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate starting devices for the motors, a skew limit mechanism adapted to act upon said starting devices to arrest both ends of the bridge or other device upon skewing thereof and means for thereafter rendering each of said devices temporarily independent of said limit mechanism but subject to selection thereby for squaring the bridge or other device.

5. In a controller for the propulsion mo tors of an ore bridge or the like, in combination, separate controllers for the motors, a skew limit mechanism common to said controllers for arresting both ends of the bridge or other device upon skewing thereof and means whereby one of said controllers is permitted operation to square the bridge while the other is insured against op eration until the bridge is squared.

6. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate controllers for the motors, a skew limit mechanism common to said controllers to arrest both ends of the bridge or other device upon skewing thereof and means whereby after stopping of the bridge said controllers are operable subject to selection by said limit mechanism to square the bridge or other device.

7. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate controllers for the motors,

a skew limit mechanism common to said controllers to arrest both ends of the bridge or other device upon skewing thereof and &

means whereby after stopping of the bridge said controllers are operable subject to selection by said limit mechanism, and to off positioning of one, to square the bridge or other device.

8. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate controlling devices for the motors, a skew limit mechanism common to said controlling devices to arrest both ends of the bridge or other device and means associated with one of said controllers to temporarily remove the other from the control of said limit mechanism for squaring the bridge or other device.

9. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate controlling devices for the motors, a skew limit mechanism common to said controlling devices to arrest both ends of the bridge or other device upon skewing thereof and inter-control means for said controlling devices whereby one upon return to off position renders the other independent of said limit mechanism for squaring the bridge or other mechanism.

10. In a controller for propulsion motors of an ore bridge or the like, in combination, separate controlling devices for the motors, a skew limit mechanism common to said controlling devices to arrest both ends of the bridge or other device upon skewing thereof and inter-control means for said controlling devices whereby each upon return to off position renders the other temporarily independent of said limit mechanism for squaring the bridge or other device.

11. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate controlling devices for the motors, a skew limit mechanism common to said controlling devices to arrest both ends of the bridge or other device upon skewing thereof and inter-control means for said controlling devices whereby the same upon return to off position render one another thereafter operable subject to selection by said limit mechanism to square the bridge or other device.

12. In a controller for a plurality of motors, in combination, separate starting clevices for the motors normally operable independently of one'another and common means acting upon said starting devices to stop their respective motors and to there after render one of said starting devices temporarily dependent upon predetermined positioning of a part of the other.

13. In a controller for a plurality of motors, in combination separate starting devices for the motors normally operable independently of one another and means acting upon said devices to cause them to si multaneously stop their respective motors and to render subsequent operation of one dependent upon oif positioning of the other for a temporary period.

14. In a controller for a, plurality of motors, in combination, separate starting devices for the motors normally operable independently of one another, means acting upon said devices jointly to cause them to stop their respective motors and inter-controlling means for said devices rendering one of the same thereafter operable but only upon predetermined positioning of the other for a temporary period.

15. In a controller for a plurality of motors, in combination, separate starting de vices for the motors normally operable independently of one another, means acting upon said devices jointly to cause them to stop their respective motors and inter-controlling means for said devices rendering one of the same thereafter operable but only upon predetermined positioning of the other pending return of said means to normal position. i

16. In a controller for a plurality of motors, in combination, separate starting devices normally operable independently of one another and means acting upon said devices jointly to cause them to stop their respective motors and inter-controlling means for said devices to render each subsequently operable but only by predetermined positioning of the other.

17. In a controller for a plurality of motors, in combination, separate starting de vices for the motors normally operable independently of one another, means governing said devices to effect circuit interruption thereby and inter-controlling means for said devices to render the same subsequently operable but subject to selection by said means and to predetermined positioning of the next device.

18. In a controller for a plurality of motors, in combination, separate starting devices for the motors normally operable independently of one another, an emergency stopping mechanism common to the motors and acting jointly upon said starting devices and inter-controlling means for said devices to render one of said devices independent of said limit mechanism in the interim between the operation of said mechanism and restoration of the same to normal position.

19. In a controller for a plurality of motors, in combination, separate controllers for the motors each controller including electro-responsive means to control the motor circuit and a master switch therefor, an emergency stopping mechanism acting jointly on the electro-responsive means of said controllers to denergize the same and inter-connections between said controllers whereby after operation of said mechanism predetermined positioning of the master switch of one controller renders the other controller responsive independently of said stopping mechanism.

20. In a controller for a plurality of motors, in combination, separate controllers for the motors, each controller including electro-responsive means to control the motor circuit and a master switch therefor, an emergency stopping mechanism acting jointly on the electro-responsive means of said controllers to denergize the same and interconnections between said controllers whereby predetermined positioning of the master switches thereof renders the controllers selectively responsive independently of said mechaism.

21. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate controlling devices for the motors, a limit mechanism common to said controlling devices and acting thereon to effect simultaneous arrest of both motors and means adapted after arrest of the motors to render one of said controllers independent of said limit mechanism to restart its respective motor but such independence being restricted to a limited movement of the bridge or the like.

22. In a controller for the propulsion motors of an ore bridge or the like, in combination, separate controllers for the motors, a skew limit mechanism common to said controllers and acting thereon to eifect arrest of both motors and means adapted after arrest of both motors to render said control lers effective independently of but subject to selection by said limit mechanism for restarting their respective motors and the independence of said controllers with respect to the limit mechanism being confined to limited movement of the bridge or other device.

In witness whereof, I have hereunto subscribed my name in the presence of two L Witnesses.

WILMAR F. LENT. Witnesses:

TEKLA BAsT, H. WATSON.

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

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3703016 *Oct 19, 1970Nov 21, 1972Rex Chainbelt IncTraversing bridge friction drive alignment control
US4505207 *Oct 20, 1980Mar 19, 1985Heede International Ltd.Crane anti-skewing device
US4706570 *Jul 17, 1985Nov 17, 1987Acco Babcock Inc.Crane with anti-skewing device
US5085824 *Jan 31, 1991Feb 4, 1992General Electric CompanyNuclear refueling platform drive system
US5433150 *Jan 26, 1994Jul 18, 1995Harnischfeger CorporationTraveling crane
Classifications
U.S. Classification105/61, 105/163.2, 212/276
Cooperative ClassificationB60L2200/26