Patent GB-722671-A (GB)
Title: Improvements in or relating to dynamic braking control systems for electric driving motors
IPC: B60L7/04
Filed: 1953-02-03
Abstract: 722,671. Control of D.C. motors; controllers. WESTINGHOUSE ELECTRIC INTERNATIONAL CO. Feb. 3, 1953 [Feb. 4, 1952], No. 2994/53. Class 38 (3). Traction motors are operated as series generators for dynamic braking, and means are provided to delay the application of full field to the motors at the start of the braking operation if the motor speed is above a predetermined high value. The motors have armatures A1, A2 and field windings SF1 SF2, and are accelerated by series-parallel control and field-shunting. During coasting operation, the spotting-current adjustment is made by control of the motor field excitation with the maximum value of resistance being maintained in the braking circuit, as described in Specification 722,672. A time delay relay TD is rendered operative when the brake lever 202 is closed and the vehicle is travelling above a predetermined high speed. The relay then arrests the progression of a field controller FC before it reaches the full-field position so that excessive braking-current is avoided. When the vehicle speed is not high the field controller progresses to the full-field position, after which the braking resistance is reduced as described in Specification 722,672. The relay TD is initially energized provided that a current relay CR has dropped to close contact' 199, the field controller FC has reached its weak-field position wherein segment 302 is closed, and resistanceshorting switch 9-10 has closed contact 303 indicating that accelerating resistances R2, R3 have been removed. When the controller FC reaches its position F4 during the initial acceleration operation, the rate coil RC of the relay CR has its excitation increased so that the relay CR will not drop until the motor-current falls to a value indicating the predetermined high speed. Energization of the relay TD closes a self-holding circuit, and the progression of the field controller FC towards the full-field position is permitted in response to closure of a brake relay BR, but this progression is halted by the opening of controller contact 275 and due to the open condition of contact 274. The hold-circuit for the relay TD is then opened and, after a time delay, the progression of the field controller is recommenced. The system comprises a no-volt relay LR, and means are provided to hold the field controller in its weak-field position SF should a brief power failure occur after the vehicle has reached a predetermined high speed. It is ensured that the controller FC is in its full-field position when the vehicle is being first brought up to speed by arranging that the closure of the series-connection switch JR energizes the coil FC-FF of the field controller. However, when the switch JR re-closes during an acceleration operation following a short power failure, the closure of the relay TD (indciating that a predetermined high speed had previously been attained) has opened contact 223 to prevent undesired backward movement of the field controller. In order to prevent a false dropout response of the limit relay CR at the end of an acceleration operation following a brief power failure, the rate coil RC is strongly energized when the field controller is moving to the weak-field position. Thus, a field controller segment 300 provides the rate coil with intermittent excitation under such conditions but does not interfere with progression of the field controller during the initial acceleration of the vehicle. In the event of power failure, a weak current coasting circuit under the control of a spotting relay SR is set up so that dynamic braking may be used to stop the vehicle, even when the master controller MC is left in an on-position. Specification 660,414 also is referred to,