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Патент USA US2510031

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May 30, 1950
Filed Nov. 1, 1945
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Patented May 30, 1950
Bronislaus Ulinski, Chicago, Ill., assignor to The
Yale & Townc Manufacturing Company, Stam
ford, Conn., a corporation of Connecticut
Application November 1, 1945, Serial No. 626,118
9 Claims. (Cl. 318-263)
This invention relates to a motor circuit control
adapted particularly for use with the motor of
an electric industrial truck. In trucks of this
type, it is customary to use an electric motor and
to control that electric motor so that it will drive
forward and rearward, and preferably in four
For this purpose controllers and contactors are
now used, as those skilled in the art fully appre
In recent years it has become increasingly the
preferred design to utilize contactors for operat
ing the heavy duty switches that form part of
the motor control system. This use of contactors
supersedes the use of controllers having contacts
that are part of the actual motor circuit and
therefore draw the heavy current of the motor
circuit. It has been found that the heavy cur
binations of the controllers, and therefore the
actuation of predetermined combinations of
switches, I can obtain full control of the motor.
A feature of the invention resides in the means
for energizing predetermined combinations of
said contactors.
As a still further feature of my invention, the
pair of contactors that control the directional
operation of the motor are so arranged that one
contactor must be de-energized while the other
is energized in order to close a directional circuit.
More particularly, this is due to the fact that each
directional circuit will be closed through that
switch of one contactor that is maintained closed
when the contactor is energized and through a
switch of the second contactor that is maintained
closed when the second contactor is de-energized.
A further feature of the invention resides in the
utilization of a directional switch for energizing
controller so utilized. Therefore, by utilizing a 20 one Or the other of the two directional contactors.
As a more particular feature of this portion of
controller for energizing contactors that in turn
the invention, the directional switch will have in
effect the opening and closing of the heavy cur
series therewith a pair of parallel switches
rent circuits of the motor, considerable economies
adapted for closing by the energizing of the con
may be effected. It is comparatively easy to re
place the heavy contact portions of a contactor 25 tactors. In order to energize the contactors a
circuit that is in shunt relation to the parallel
so that the burning of these contacts does not
rent will destroy or cause excessive wear of a
switches is closed by the movement of the speed
result in expensive upkeep of the motor control
controller to a speed position. Preferably, this
system. On the other hand, the controller, car
speed position corresponds to ?rst speed, and the
rying as it does only the light currents that are
used for energizing the contactors, does not wear 30 shunt circuit is broken when the speed controller
is in any speed‘higher than ?rst. Because of this
appreciably, and since it is the controller that
arrangement, it is impossible to change the direc
is quite costly, this lack of wear is a considerable
tion of operation without moving the speed con
economy factor.
troller back to ?rst speed in order to close the
It is the object of my invention to contribute
a control system in which a minimum of con 35 shunt circuit that will make it possible to eifect
the energizing of one or the other of the two
tactors will be utilized. Thus, through my inven
directional contactors.
tion I am able to obtain the forward and reverse
As a, still further feature of the invention, there
control of a traction motor, and four speeds of
is preferably in control relation to the motor
movement thereof, with a total of but four con
tactors. As an example, through my invention 40 circuit an anti-plugging relay that is excited
I obtain forward and reverse control of a motor
with but two contactors, while the four speeds
of the motor are made possible by the use of
two contactors. The scope and value of my in
vention is quite apparent, therefore.
As a feature of my invention, each of the con
tactors is adapted to maintain closed a switch
when energized, and to maintain closed a sec
when the motor is started. As a feature of the
invention, the movement of the truck, as downhill
or through a long coast, will e?ect the ?ow of cur
rent through the anti-plugging relay, this current
being generated by the motor because of its ro
tation by the coasting movement of the truck.
The magnetic ?ux developed by this current is
opposed to the flux developed by the energizing
of the relay from the power source in any of the
ond switch when de-energized. More particu
larly, each contactor comprises an armature that 60 speed circuits. Therefore, the opposing magnetic
?ux will cause the relay to release its armature
is in bridging relation to a pair of contacts when
to open the control circuit.
the contactor is de-energized, the same armature
Preferably, this will be the action in every speed
being in bridging relation to a second pair of
except ?rst speed, the circuit of the coil being
contacts when the contactor is energized. By
controlling the actuation of predetermined com- _
always maintained closed through the positioning
of the controller in first speed. Through the
tained under compression, is adapted to assist
operation of this portion of my invention it is
impossible to plug the motor in high speeds, those
the coil in moving the armature against the full
spring pressure and into energized position.
skilled in the art appreciating that by the term
"plug” I mean the reversing of the motor when
A further feature of the invention resides in
the construction of the contactor so that its
the truck is moving in one direction so as to use
frame limits the movement of the armature to
wards the coil in a manner to maintain an air
' the motor as a brake.
A further feature of the invention resides in
space between the armature and coil. The main
the means whereby the speed portion of the con?
tenance'of the air space in this manner makes
troller of my invention may not be moved through 10 it possible to obtain [a swift movement of the
the several speeds without some pause in each
armature when the coil is de-energized, there
speed. The art contains many patents in which
being no continuous magnetic path as in the
this problem has been attacked and met by some
case where the armature may move directly into
particular design. I have conceived a most simple
contact with the coil.
and effective structure. in which the speed con
I have thus outlined rather broadly the more
troller is actuated through the intermediary of
important features of my invention, in order that
yielding means rather than directly, and by uti
the detailed description thereof that follows may
lizing means for preventing more than a prede
be better understood, and in order that my con
termined rate of movement of the speed control
tribution to the, art may be better appreciated.
ler. This feature is covered in my applicatio" 20 There are, of course, additional features of my
‘Ser. No. 769,207 ?led August 18, 1947.
invention that will be described hereinafter and
As a further feature of my invention, the con
which will form the subject of the claims ap
pended hereto. Those skilled in the art will ap
maintaining it yieldingly in any speed position,
preciate that the conception on which my dis
with the~ feature that the indexing mechanism is 25 closure is based may readily be utilized by those
released by the application of the brakes of the
skilled in‘the art as a basis for the designing of
'truck, thereby allowing a return movement of
other structures for carrying out the several
the controller to neutral through spring pressure
purposes of my invention. It is important there
normally urging the controller towards its neu
fore that the claims to be granted me shall be of
tral position. This feature is also covered in my 80 su?icient breadth to prevent the appropriation of
application Ser. No. 769,207.
my invention by those skilled in the art.
Still a further feature of the invention covered
. Referring now to the drawings, Fig. 1 is a front
in my said application resides in the utilization
view looking toward the operator's platform of
of positive means for effecting the return of the
a modern industrial truck. Fig. 2 is a side view
controller to its neutral position, it being appre
of the structure of Fig. 1. Fig. 3 is a view of the
ciated that these positive means in no way inter
controller of the truck shown in Fig. 1 with the ,
fere with the movement of the controller to speed
cover plate removed from the speed portion
positions through the energy storing or spring
thereof \and with the directional portion of the >
mechanism just described. Even more particu
controller shown in section. Fig. 4 is a section
larly, positive means are utilized for limiting the 40 taken along lines 4-4. Fig. 5 is a horizontal sec
movement of the controller under the in?uence
tion taken through the controller. Figs. 6, 7, and
' troller is equipped with an index mechanism for
of the spring or energy storing means.
Still a further feature of my invention resides
in the utilization of a directional controller for
controlling the energizing of the directional con 45
tactors already described, it being a feature of
the directional controller that its index mecha
nlsm for holding it yieldingly in any particular
8 are sections taken respectively along lines 6-—6, .
‘|-'|, and 8-8 of Fig. 3. Fig. 9 is a perspective
view of the index release mountedabout a sleeve
actuated by the brake treadle.
Fig. 10 is a perspective view of a switch oper
ating cam rotatable with the index release. Fig.
11 is a perspective view of what I term the pri
directional position is controlled by a foot treadle ' mary actuator. Fig. 12 is a perspective view of
of the truck. At this point it will be well to indi 50 the controller cam carrier. Fig. 13 is a perspec—
cate that the directional controller of my inven
tion is particularly adapted for utilization nor
mally with the traction motor, but it may be used
to control the usual tilting, lifting, and other
motors that are found in a-modern industrial
truck. Similarly, other features of the directional
controller as well as the speed controller, to
gether with particular features of the entire com
tive view of the controller cams adapted to be
carried by the carrier. Fig. 14 is a view similar
to Fig. "l, but showing the parts in a different
operating position. Fig. 15 is a diagram of the
electric circuit of my, invention. Fig. 16 is a side
view and partial section of one of the contactors
used as part of my invention. Fig. 17 is a section
taken along line I‘I-l'l of Fig. 16. Fig. 18 is a
, bination of my invention, may be utilized else
view looking at the mechanism of Fig. 16 in the
where than in the particular combinations here
direction of the arrow ll! of Fig. 16.
in shown and described. My invention, there
Referring now more particularly to the draw
fore, should not be limited to use in the preferred
ings, and especially Figs. 1 and 2, the truck to
manner set forth hereinafter.
which my invention is applied is designated by
A still further feature of my invention resides
the letter _'I' and is equipped with the usual oper
in the construction of my contactors whereby the
ator’s platform P. _It will be well to add at this
armatures thereof are adapted to close electric
point that while the invention is illustrated as
circuits through pressure applied from the arma
embodied in a truck of the front end type, it is
tures to contact bars. It is a still further feature
equally useful in other types of truck, all as those
of the invention that the spring normally urg
skilled in the art will appreciate. The steering of
ing each contactor armature to open or de-ener 70 the truck is accomplished by a steering lever S
gized position, is adapted to compress a spring be
although a steering wheel may be used. Pivoted
tween the armature and that contact bar that is
to the truck are a pair of treadles, one being
maintained. in switch closing position when the
marked B because it is the brake treadle, while
contactor ls de-energized. When the contactor
is then energized, this spring that has been main
theother is marked with the letter 0 because it
is the operator’s safety treadle.
It will be'noted that the treadle B is pivoted at
In and is conected by a rod II to an arm l2 ex
tending from a sleeve I3 on which is secured a
second arm l4. Pivoted to the arm I4 is a rod
I! that in turn is bifurcated at l6 so that it may
by a stud 43 to the casing C of the controller.
A spring 44 presses at one end against a plug
45 threaded into the casing C, the spring pressing
at its other end against a bracket 46 formed
integrally with the lever 40, thereby tending to
The lever I1 is formed with bores I9 and I94 so
that the rod I! may, through its bifurcated por
rotate the lever 40 in a counter-clockwise direc
tion in Figs. '7 and 14. A second roller 41 is
carried at the left hand end of the lever 40 and
suitably pivoted to sleeve I3. " The lever I1 is nor
carrier 49 formed partially as a sleeve 50 and
be pivoted to the lever- l1 best'shown in Fig. 9.
is adapted to co-act with the surface 48 of the
tion It be pivoted either along the axis of the
bore I3 or upon the axis of the bore I90. It will, 10 index release 28 as will later be indicated in more
of course, be appreciated that the treadle B is
Rotatable on the shaft 23 just to the right of
normally maintained by the spring 20 and rod
the primary actuator 35 is the controller cam
20a in its position of Figs. land 2, rod 20a. being
mally held by treadle 13 therefore in a position 15 partially as a ?ange 5|. Extending from the
?ange 5| is a pin 52 to which is secured one end
wherein the parts rotatable therewith are posi
53 of a spring 54. The other end of the spring
tioned as in Fig. '1. Further explanation of this
54 is secured to the stud 31 of the index plate
portion of the invention will be given later.
38 of the primary actuator 35. The controller
The foot treadle 0 is pivoted to the truck in
somewhat the same manner as is the treadle B 20 cam carrier 49 is freely mounted about the shaft
23, but the primary actuator is secured for integral
and is adapted to actuate a rod 2| that is adapted
rotation with the shaft 23 through the inter
to extend into the controller casing as shown in
mediary of the bolt 55, best shown in Fig. 8, the
Fig. 6 and then toextend from the controller
nut securing the said bolt being designated by
casing into the directional switch casing also
numeral 56.
shown in Fig. 6. ' Further reference to the rod 2|
It will now be appreciated that rotary move
will be made hereinafter. At‘ this point, it is
ment of the primary actuator 35 with the shaft
merely necessary to know that when the treadle
23 in a clockwise direction in Figs. '1, 8, and 14
O is in a depressed position, the rod 2| will be
will effect an elongation of the spring 54, and
in its full upward- position illustrated'in Fig. 6.
When the operator allows treadle O to move up 80 the spring 54 will then tend to rotate the controller cam carrier 49 also in a clockwise direc
wardly under the in?uence of spring 2 la, then rod
tion. A shoulder 51 on the primary actuator
2| will move downwardly from its position in Fig.
co-acts with a surface 58 of the ?ange 5| of
6 for a purpose to'be indicated presently.
the carrier 49 so as to limit the clockwise move
Referring now more particularly to Figs. 3 to
13 inclusive, the controller casing is designated 35 ment of the carrier to the extent of movement
of the primary actuator itself. It will also be
by reference letter C and is adapted normally to
appreciated that while clockwise movement will
have its forward end closed as by a cover 22 best
be [imparted to the carrier by the actuator through
shown in Fig. 1. A shaft 23 is adapted to rotate
'the intermediary of the spring 54, the return or
within the casing, being supported at its right
end as best illustrated in Fig. 5 by needle bear 40 counter-clockwise movement of the carrier will
be effected through contact of the actuator
ings 24 extending between the shaft and the cas
shoulder 51 with the carrier surface 58.
ing C. At its left end the shaft 23 is supported
Mounted about the sleeve 50 of the carrier 43
through needle bearings 25 relatively to a sleeve
are the three controller cams designated generally
25 best illustrated mm. 9. This sleeve 26 is ?xed
to the lever I‘! through the intermediary of a 45 by the single reference numeral 59, and best
illustrated in Fig. 13. The extreme left cam is
bolt 21 best shown in Fig. 5.
formed with a switch closing portion 60 having a
Through suitable means ‘the index release 28
dwell 60a. The central cam is formed with a
is secured for rotation integrally with sleeve 26,
switch closing portion 6| having double length
it being understood that, if desired, the index
release 28 'could be formed integrally with the 50 dwell Sla. The extreme right controller cam is
formed with a switch closing portion 62 having
sleeve 26. For the purpose of facilitating fabrica
also a double length dwell 62a. The three cams ‘
tion the parts have been designed as illustrated
59 are adapted to be secured for rotation inte
in the drawings and as will be described. How
grally with the controller cam carrier 49 and for
ever, the fabrication may take place in any de
sired manner, all depending upon the prevailing 55 that purpose a composite bore 63 is formed in the
two right hand cams for the passage of a bolt
processes. Secured also to the sleeve 26 for rota
that extends into the threaded bore 64 of the
tion integrally therewith is the switch cam 29.
sleeve 50. The extreme left hand controller cam
This cam may be secured to the sleeve 26 as by
a screw entering the bore 30 of the cam and ex
59 of Fig. 13, as well as the two right cams 59, are
tending into the threaded bore 3| of the sleeve. 60 secured to the ?ange 5| of the carrier as by a
threaded bolt 65 entering the threaded opening
To insure its proper assembly, the cam 29 may
86 of the said ?ange 5|. It will be readily appre
have a further bore 32 for a bolt 33 that will
ciated that any means for securing the three cams
extend into the threaded bore 34 of the index re
to the sleeve 50 and carrier 49 will be acceptable.
lease 28.
Mounted between the extreme left cam 59 and
Mounted about the shaft 23 Just to the right
the central cam 59 in the space indicated by the
of the index release 28 is what I choose to call
reference numeral 61, is a lever 68 best shown in
a primary actuator, designated generally by refer
Fig. 6. The lever 58 is adapted to be inserted
ence numeral 35. This primary actuator is prefer
over the sleeve 50 and is preferably secured by
ably fabricated of at least two castings main
tained assembled by a pair of studs 36 and 31. 70 the threaded bolt 35 to the cams 59 and. to the
carrier ?ange 5|. In this way, the lever 68
The primary actuator has formed as an integral
rotates integrally with the controller cam carrier
part thereof an index plate 38 that is adapted
49 and the three cams 59.
for cooperation with an index roller 39 that is
As best shown in Fig. 6, the lever 63 is bifur
mounted on an index lever 40. The index lever
40 isinturn pivoted at4| on a bracket 42 secured 75 cated at 69 for cooperation with a pin 10 of a
piston 'II mounted within the dashpot cylinder
91 of the casing, thereby limiting the movement
‘I2. It will now be appreciated that the lever 88
will rotate together with the controller cam car
rier under the in?uence of the spring 54 when
the primary actuator is rotated clockwise in Fig.
of the shaft 23 and the hand lever 'I'I under th
6. The ?rst rotation of the lever 98 will be inde
pendent of thepin ‘I0 and the piston ‘II. There
after, however, movement of the lever 99 will
move the piston 1| downwardly in the dashpot
in?uence of the spring 8|.
The index plate 38,,formed as part of the pri
mary actuator 35 is adapted for cooperation with
the roller 39 of the spring pressed lever 40 for
maintaining the primary actuator yieldingly in
any position to‘ which it is moved by the hand
lever ‘II. The index release 28, earlier'described,
cylinder ‘I2 so as to be controlled thereby. The
is adapted for cooperation with the roller 41 of
?ow of air into the cylinder ‘I2 above the piston
the lever 40 for moving the index lever 40 from its
‘II is through a control valve 13 and suitable pas
position of Fig. 14 to its position of Fig. 7, in
sages ‘I4. By a particular positioning of the con
which position the roller 39 is moved to release
trol valve 13 the resistance to the movement of
the index plate 38 so that the primary-actuator
the piston ‘II may be regulated, as those skilled 16 and the shaft 23 may return to their initial posi
in the art will readily understand, so as to con
tion of Figs. 7 and 8. This movement of the index
trol its speed of movement under the stress of
release 28 is imparted, of course, by the brake
the spring 54. In other words, by the adjustmentv
treadle B through the rods II and I5 and the
of the control valve 13, the speed of movement
lever II when the brake treadle is moved to its
of the controller cam carrier and the cams 59 20 position of Fig. 1. In other words, whenever the
may be predetermined. However, up to ?rst
operator removes his foot from the brake treadle
speed, because. of the bifurcated end 69 of lever
B, he releases the index mechanism so that the
68, the dashpot exercises no control over the
primary actuator may be returned to its initial
controller speed.
or neutral position by spring 8|.
Movement of the piston ‘II upwardly by lever 25 Mounted within the controller casing C are
98 to its neutral position of Fig. 6 is effected by
four contact making and breaking switch levers
the shoulder 51 of the primary actuator operat
81, 88, 89, and 90. Since these levers and the
ing against the surface 58 of the ?ange 5| of the
contacts associated therewith are duplicates, I
carrier, and is at full speed as the valve mecha
shall refer to Figs. 3, 5, and 6 to describe the
nism allows for the free escape of air upwardly 80 construction of that one lever that I have desig
from the dashpot ‘I2. Those skilled in the art
nated by reference numeral 98, and shall de
will appreciate that the dashpot construction
scribe also the particular contact mechanism
per se may be of any preferred type so long as it
cooperable with this switch lever. Switch lever
allows for the movement of the piston freely in
88 is formed of sheet metal bent up as illus
one direction, and against regulated air or liquid 85 trated in the drawings and pivoted at 9| to a
flow in a reverse direction. While I have shown
bracket 92. Its sheet metal sides are bent and
the utilization of a piston adapted to pull air
drilled to support a cross shaft 93 on which is
into a dashpot for the purpose of regulation, the
carried a roller 94. A spring 95 is mounted so
regulation may be reversed by controlling the
as to press at one end against a shoulder 96 of
' outward movement of the air from the dashpot
the bracket 92 and at its other end against a
cylinder under the pressure of the piston.
surface 91 of the lever 88 whereby to rotate the
At its extreme right hand end, the shaft 23
lever in a clockwise direction about its pivot 9|.
has secured thereto through the bolt ‘I5 and nut
A spring 98 is carried within the forward box
15a, a bracket ‘I6 as best shown in Figs. 3 and 5.
like portion formed by the sheet metal body of
To the bracket 16 there is secured a hand lever
the lever 08 and presses at its upper end
11 through the bolts ‘I8 best seen in Fig. 3. It
against the surface 99 and at its lower end.
will now be appreciated that upon rotation of
against a contact bar I00 formed with spaced
the hand lever ‘II the shaft 23 will be rotated and
contacts |0I and I02. These spaced contacts
will move therewith the primary actuator 35.
IOI, I02 are adapted for cooperation with con
The primary actuator will in turn apply tension 50 tacts I03, I04 mounted on an insulation mem
to the spring 54 and through that tension will
ber I05 that is suitably secured within the cas
rotate the controller cam carrier 49. With the
ing C as best illustrated in Fig. 6. Suitable
controller cam carrier 49 there will be rotated
conductor leads are, of course, adapted to be
the three switch cams 59 for controlling a series
secured to the contacts I03, I04 at I06 and to be
of switch levers in a manner to be set forth here
55 held in position, all as is well illustrated and as
will be readily understood by those skilled in the
I provide spring means for yieldingly urging the
hand lever TI and the shaft 23 into a predeter
The particular switch lever 88 seen best in
mined initial and neutral position. These spring
Fig. 6 is adapted, for cooperation with that
means are best disclosed in Figs. 4 and 5. In 60 particular cam 59 of Fig. 13 that is formed with
those ?gures it will be noted that the bracket
the surface 60 and the short dwell 60a. It will _
‘I6 has a circular hub ‘I9 that is formed with a
readily be perceived that when the surface 60
series of inwardly projecting slots 80. A coil
is rotated to bring the dwell 60a opposite the
spring 8| has one end thereof designated by ref
roller 94, the spring 95 will function to press
erence numeral 82 ?tting into one of the several 65 the lever 88 so that its contacts I0l, I02 will
slots 80. The other end of the spring termi
bridge the stationary contacts I03, I04 to close
nates at 83 and bears against the rounded end of
a circuit. In a similar way, rotation of that
a lever 84 that is in bearing relation at 85 to a
cam 59 that is formed with the surface BI and
surface of the casing C of the controller. The
the double dwell 6Ia. will effect rotation of the
spring is initially wound before being applied as 70 switch lever 89 so that its contacts I01 and I08
illustrated, so that it tends always to maintain
may move into circuit closing position. The
the hand lever 11 and the shaft 23 in their posi
double dwell 62a of the controller-cam portion
tions illustrated in Figs. 3, 7, and 8. It will be
62 will control the movement of the switch
noted in Figs. 7 and 8 that a surface 86 of the
lever 90 so that its contacts I09 and “0 may
primary actuator 3! lies against a limit surface 76 close a circuit.
It is, of course. appreciated
that the dwells 80a, 8Ia, and 82a are spaced
circumferentially vone from the other so that
the switch levers 88, 88 and 30 will be moved
in predetermined sequence, all as will be em
phasized later in this speci?cation.
The switch lever 81, while constructed, mount
ed, and adapted for control in the same manner
as is switch lever 88, is controlled by the long
dwell or depressed surface III of the‘cam II2
formed as a part of the sleeve 29 and rotatable
integrally with the index release 28. The re
lationship of the depressed surface III to the
index release 28 is such that when the index
release operates roller 41 in Fig. 7 to hold the
index roller 33 out of indexing position, then the
switch lever 81 is positioned so that its con
tacts H3, H4 are away from switch closing
position. When the brake treadle B is depressed
to release the brakes, the consequent rotation
casing C. The armature of this anti-plugging
relay is designated by reference numeral I23
and carries contacts I24 and I25 for coopera
tion respectively with contacts I26 and I21.
As part of my invention I utilize a directional
switch that is designated generally by the ref
erence letter D. This directional switch is housed
within a casing I28 best illustrated in Figs. 1, 3,
and 6. The casing I28 is suitably supported on
the casing C of the controller and is formed with
an opening I29 for the passage of means secured
to the upper end oi’ the rod 2| extending upwardly
from the treadle O. The upper end of the rod
2I carries a length adjusting sleeve I30 that is
formed with a pair of pins I3I operating in slots
I32 of a pair of spaced index plates I33 that are
pivoted on a bolt I34 carried by the casing I28.
A leaf spring I35 presses against the casing I28
and is bent so as to apply pressure against a
of the index release cam 28 will eiIect a rota
tion of the cam H2 and depressed surface III
bolt I36 carried between the index plates I33
and the shaft 23.
If desired, the hand lever 11 may be dispensed
with and the primary actuator 35 rotated
tion of Fig. 6.
whereby to urge the index plates in a clockwise
direction in Fig. 6 about the bolt I34.
to the position of Fig. 14. In this position of
A shaft I31 is supported between the index
of the parts the switch lever 81 is allowed to
plates I33 and has mounted thereon a roller I38
move under spring pressure to circuit closing
position as is readily seen. Thus, the switch 25 that coacts with the index dwell I33 of a switch
plate I40. This plate I40 is secured for rotation
lever 81 is brought to circuit closing position
with a shaft I4I that has pinned thereto at I42
by the depression of brake treadle B to release
9, hand lever I43. A spring I44 is mounted be
the brake while the remaining switch levers
tween the casing D and the switch plate I40 so
88, 89, and 90 are brought into circuit closing
position by the rotation of the hand lever 11 30 as to urge the plate normally into its neutral posi
, through the medium of the brake treadle B
An insulation member I45 is supported by studs
I46 relatively to the casing I28. Looking at Fig.
6, there is supported at the left hand side of the
and the index release 28. Similarly, the index
release 28 and switch cam 29 may be rotated
insulation member I45 a pair of yielding con
tacts I41 that are maintained spring pressed
free of brake treadle B by hand lever 11. It
will be noted in Fig. 11 that the primary actua
into proper position by springs I48 held under
compression by suitable bolts I40. At the right
tor is formed with a laterally extending arm H5
formed with a threaded bore H6. The index
release '28, as best seen in Figs. 5, 9 and 14, is
formed with a slot In. In Fig. 5 I show in
phantom a stud H8 that may be inserted into
the bore H6 01' the arm H5, with the head
of the stud lying in the slot I I1. In this fashion
hand side of the insulation member I45 there are
a similar pair of contacts I50.‘ For cooperation
with either pair of contacts, that is for coopera
tion with either the contacts I41 or the contacts
I50, the disc I 40 has secured thereto opposed con
tacts I5I. It is obvious that rotation of the hand
lever I43 clockwise in Fig. 6 will bring the con
tacts I5I into bridging relation to contacts I41,
the index release is secured for rotation integral--v
while counter-clockwise rotation will bring the
ly with the primary actuator. By connecting‘
contacts I5I into bridging relation to contacts
the bifurcated end I6 of the rod I5 to the v
lever I1 through the hole I9 best shown in Fig;
9, rotary movement may be imparted to index 60 The strength of the spring I35 is such that
when the index plates I33 are in the position of
release 28 and primary actuator 35 by brake
Fig. 6 and the lever I43 is rotated, the roller I38
treadle B. The ?rst depression of the brake
will hold the switch plate I40 and contacts I5I
treadle B will now act to release the brake and
in either a counter-‘clockwise or a clockwise ro
close a circuit through the ?rst switch lever 81
and its contacts H3, H4. Further movement 55 tated position. Upon a downward movement of
the rod 21 the index plates I33 will be rotated in
of the brake treadle B will act through the pri
a counter-clockwise direction in Fig. 6 to with
mary actuator and spring 54' to rotate the con
draw the roller I38. When the roller I38 is so
troller cam carrier 43 and its three cams 58.
withdrawn, the switch plate I40 and the hand
This will operate in sequence the three switch
lever I43 will be released for movement under the
levers 88 89. and 90. Of course. return of the
in?uence of spring I44 to the initial, neutral, and
brake treadle B to its position of Fig. 1 will effect
central position of Fig. 6. In other words, the
a movement of the index lever 40 to withdraw
index plates I33 under the in?uence of the spring
the index roller 39 from index plate 38 just as
I35 are adapted to maintain the switch mecha
previously described.
In a reverse fashion, the brake treadle could 65 nism within casing I28 in any position to which
it is moved when the rod 2| is in its position of
be released from the lever l1 and the hand lever
Fig. 6. However, upon downward movement of
11 would then rotate the several parts sequen
the rod 2| and its enlarged end I30, the switch
tially as required as already set forth.
mechanism will be released from roller I38 to
There is mounted within the casing C an
move to the open position of Fig. 6 from either
anti-plugging relay designated generally by ref
a counter-clockwise or clockwise rotated posi
erence letters AP, the function of which will
tion. Actually, this withdrawal of index roller
hereinafter be set forth. It will here be neces
I38 takes place when the operator steps oil.’ the
sary to indicate merely that this anti-plugging
treadle O. relay utilizes a pair of relays I20 and I2I sup
The controller mechanism herein described is
ported on a bracket I22 suitably secured to the 75
adapted for cooperation with contactors as has
already been outlined. For a description of one
of the contactors, reference is now made to Figs.
16, 17, and 18. There it will be noted that each
contactor comprises a heavy U frame I55 to
which is bolted a coil I56 through the medium of
a bolt I51.
Sheet metal brackets I58 are se
cured to the U‘frame I55 through bolts I58a, and
these brackets are formed with holes I59 where
reference numeral I804: there will be a space be
tween it and the core of the coil I56. Therefore.
there will be a break in the magnetic lines of ?ux
so that when the circuit of the coil I58 is broken
the spring I66 will be effective to snap the arma
ture back to its position of Fig. 16. This is an
important feature and obviates the need for in
sulation between armature I60 and coil I 66.
When the coil I 58 is energized, the armature
by the contactor may be bolted in proper oper
I60 will swing downwardly bringing the bar I12
ating position on the truck. The armature of
into bridging relation to the contacts I11. The
each contactor is a simple piece of iron bent in
contacts will be maintained in this bridged rela
general L shape form as can best be seen from
tion through the medium of the pressure of
Fig. 16, the armature there being designated by
spring I13 as has already been indicated. With
reference numeral I60. A threaded pin I6I is 15 the armature in the downward position for clos
formed with a head I62 whereby it is secured to
ing a circuit through contacts I11. an auxiliary or
the U member I55, passing through a bore I63
control circuit will be closed through a pair of
of this U member I55.
contacts I80 suitably carried and insulated from
The armature I60 is formed with a cup-shaped
the brackets I58. The contacts I80 are bridged
depression I64 and a bore I65 through which 20 by legs I82 of a spring-like brass plate I83 that is
passes the threaded pin I6I. A spring I66 is posi
secured to the armature I60 by the same studs
. tioned about pin I6I so that one end thereof lies
I68 that hold the box-like member I68 to the
within the cup-shaped depression I64 while the
outer end thereof is pressed against a disc I61
armature. Of course, suitable insulation means
are provided for insulating the plate I 83 from the
that is threaded onto the end of the pin I6I. By 25 armature and the other mechanism associated
rotating the disc I61 the initial compression of
the spring I66 may be varied, thereby varying
I shall now refer to Fig. 15 for the purpose of
the force with which the armature is maintained
describing the complete operation of the mecha
in its position of Fig. 16, that being the position
nism I have set forth in detail above. In Fig. 15
when the coil I50 is deenergized.
30 the armature of the traction motor that ‘is con
A pair of studs I68 secure to the armature I 60
trolled by the means set forth is designated by
a hollow box-like member I68 having an in
the word "Armature" while the ?eld is designated
tegral arm I10 extending laterally therefrom. 0f .
by the word “Field? The resistance for control
course, suitable insulation means are utilized, as
ling the speed of operation of the motor is noted
is well shown in the drawings, to insulate the 35 as "Resistance" in the drawings. Each of the
member I 68 and its arm I10 from the armature
four contactors employed by me, one having been
I 60. Mounted within the box-like member I 69
described by me with reference to Figs. 16, 17,
is an upper contact bar "I and a lower con
and 18, is outlined by dotted lines, and the four
tact bar I 12, the two bars being maintained sepa
contactors are named contactor No. 1, contactor
rated by a spring I13 and pressed thereby toward 40 No. 2, etc. It will be noted that two of the con
the end surfaces IBM and I 69b of the box-like
tactors are equipped with- the plate I83 having
member I68. Cooperating with the contact bar
contact legs I82, while two of the contactors do
"I are a pair of contacts I14 suitably secured
not have such means. It will also be noted that
by bolts I15 and nuts I16 to portions of the
while the extreme left contactor bears the same
brackets I 58 and insulated therefrom. For co
operation with the lower contact bar I12 the
brackets I 58 carry contact members I 11 secured
relatively thereto in the same manner as are the
contacts I 14. Naturally, extending to the con
tacts I14 and I11 will be suitable leads as those
skilled in the art will appreciate, and as will be
further indicated hereinafter.
At this point it will be well to emphasize that
when the armature I60 is in its position of Fig. 16
because the coil I56 is de-energized, the bar I1I
, carried by the armature is yieldingly maintained
in contact making position relatively to contacts
reference numerals as the contactor described
with reference to Figs. 16, 17, and 18, the remain
ing contactors bear the said reference numerals
with the additional letter, “a,” “b," and “c." For
simplicity, the two bars I H , I 12 of each contactor
are combined as a single bar I12, since function
ally they serve as a single bar for bridging the op
posed pairs of contacts. In the claims, the word
contactor is used as set forth in this specification;
that is, to indicate an electromagnet whose arma
ture carries a switch closing element for bringing
into engagement a pair of contacts or for bridg- .
ing a pair of contacts. By switch, I mean a pair
I14. Thus, the spring I66 presses the armature
of contact elements adapted to be brought to
I60 so as to rotate the armature and its box-like
gether or bridged for closing a circuit.
With the controller in neutral position and
both the hand levers I43 and 11 positioned as in
Fig. 3 and the foot treadles positioned as in Fig.
1, the operator steps on the truck platform P and
in order to start the truck he will depress the
member I69 whereby through the spring I13 to
apply pressure against contact bar‘ "I. It will
be noted in Fig. 16 that when the contact bar "I
is in contact making position the spring I 13 is
somewhat compressed. This is a very helpful
condition because, when the coil I 56 is thereafter
brake treadle B. This depression of’the brake
energized to rotate the armature I60 to the posi
treadle will effect the rotation of the index re
tion indicated by the dot and dash line I60a of
lease 20 whereby to permit the index lever 40 to
Fig. 16, the initial compression of the spring I13
move to its position of Fig. 14 under the pressure
will help to overcome the resistance of spring I66
of spring 44. In this position the index plate. 38
to this movement of the armature. In other 70 will be maintained yieldingly in any position to
words, when the armature is at its greatest dis
which it is moved by the primary actuator 35 of
tance from the coil so that the coil is least effi
which it is an integral part. The movement of
cient, the spring I13 helps the coil to do its work.
the index release e?ects also the movement of
It will be noted that when the armature is in
the switch cam 29 and its portion II2 so as to
its dash and dotted line position designated by 16 bring the dwell or depressed surface III op
2,810,028 -
posite the roller 84 of the switch lever 81. The
spring 88 will immediately e?'ect a movement of
the lever 81 to close a circuit at H3, H4. At the
same time, the operator will depress the treadle
O bringing the roller I38 of the index plates I33
(Fig. 6) into indexing relation at I39 relatively
motor circuit as above set forth through the
energizing of the first contactor coil I88 for one
direction, or the energizing of the second contac
tor coil IBM for the reverse direction, there will
be energized a circuit in by-pass relation to the
switch contacts I", I82 of switch lever 88. It
will be recalled that switch lever 88 is moved to
to switch plate I48 of the direction controller D. -
circuit closing position when the speed operat
Thereafter, the operator will rotate the direc
ing lever 11 is rotated to move that cam 58 that
has the dwell 88a. The by-pass circuit referred
tion controller D so as to bring the contacts I5I
into bridging relation relatively to the contacts
I41 or the contacts I58. We will ?rst assume
that the operator wishes to go in a forward direc
tion and that to do this the contacts I5I must
to is as follows:
From conductor 288 to the left
hand lever 11 to a position wherein the dwell 88a
The circuit will then continue through con
ductor 281 and across the left contacts I41 in
contact I11a, conductor 288, across contacts II8,
I I4 of switch lever 81 and into the anti-plugging
coil. It will be recalled that the coils I28 and
bridge contacts I41. The motor will not as yet
I2I were ?rst energized by the movement of
start even when all this is accomplished be
switch lever 88 to bring contacts I8I, I82 into
cause the circuit of both contactors I58, I58a is
switch closing position and that the armature
broken at the anti-plugging switch designated
I 23 of the anti-plugging coil was therefore moved
AP in Fig. 15. In addition, neither of the con
downward with its contacts I24 positioned in
tactor coils I58, I58a is excited because the con
trol circuits of each of the contactors is open at 20 bridging relation to contacts I28, I21. The cir
cuit will therefore continue across contacts I28,
I88, I82. Actually, it is impossible to excite
I21 and conductor 288 to contacts I88 and across
either of the coils I58 or I58a except through a
those contacts because the armature I88 has
circuit in shunt relation to the coil AP and con
been moved downwardly to bring ‘contacts I82
trol points I82, I88, and I82a, I88a. Closing of
this shunt circuit is accomplished by moving the ~ into bridging relation to the contacts I88.
is brought opposite the roller 84 of switch lever
88. It will be noted that dwell 88a is very short,
while dwell III is really a depressed surface and
the directional switch. From there the circuit
will continue through conductor 288 to coil I 58,
conductor 28I into coils I28, I2I, energizing those
coils so that their magnetic pull will be in the
while dwell 88a allows switch lever 88 to move
same direction as when they were first energized
runs for the entire distance of the cam II2 from
the point where the dwell begins.
through switch lever 88. The circuit will then
continue through coil I2I into conductor 283 and
is of such length as to allow switch lever 81 to :4 the armature. 'The circuit through coil I28 will
continue into conductor 284 and thence through
remain closed in all rotated positions of the sur
the resistance into the armature. It is thus seen
face I I2 beyond the position illustrated in Fig. 14.
that once the ?rst speed circuit has been closed
With the switch lever 88 in circuit closing po
through the prerequisite movement of the lever 88
sition, a circuit will be closed at I8I, I82. Cur
as earlier described, the consequent movement of
rent will now flow as follows: From the power
one of the contactor relays I58, I58a toclose a
source through conductor 288 to left contact
circuit across contacts I88 or I88a through the
"111, conductor 285, contact I82 and contact IM
downward movement of the armatures of either
to the directional switch. There, because the
of coils I58, I58a, will e?ect the maintenance
directional switch was closed to bring contacts
of a closed circuit through either of the said
I5I in bridging relation to contacts I41, current
coils I58, I58a independent of the switch lever
will flow across contacts I41 to contactor coil
I58, conductor 28I to point 282 in the anti
Through this relationship of the parts the fur
plugging coil. From that point current will flow
ther rotation of the cam carrier may open the
through the coils I28 and I2I in parallel, induc
circuit closed by the switch lever 88 without dis
ing a magnetic ?ux that will bring the armature
turbing the circuit established through the con
I23 downwardly. From coil I2I the current will
tactor coil I58 or the contactor coil I58a. Thus,
flow into the conductor 283 and then to the
if the speed handle 11 is rotated now so as to
armature. From coil I28 the current will ?ow
to closed position through the rotation of the
cams 58 to a predetermined position, dwell III
to the conductor 284 and then through the re
sistance into the armature.
bring the short dwell 88a of switch cam 88 away
from the roller 84 of switch lever 88, the cir
Since contactor coil I58 is now energized, its
armature I88 will pivot downwardly so as to
bring contacts I12 into bridging relation to sta
tionary contacts I11. A traction circuit will now
cuit will be opened at I8I, I82, but the circuit of
the coil I58 will remain closed and the truck will
continue to move forward. This rotation of cams
59 will bring dwell 8Ia into position to allow
movement of switch lever 89 to close a circuit
across contacts I81, I88, while dwell III will allow
the lever 81 to remain in circuit closing position.
'ihis will effect the energizing of the coil I58b of
contactor No. 3 and the downward movement of
be closed through the motor bringing the motor
into ?rst speed.
This traction circuit is as fol
lows: Conductor 288, left contact I11a to con
tacts I11 bridged by contacts I12 of the arma
ture I88. Then to the left contact I14, through
the ?eld to right contact I14a, across contacts
I12a of armature I88a to left contact I14a, to
conductor 284. Since neither the third or fourth
contactor coils I58b or I58c are excited, the cur—
rent will then go from conductor 284 through all
of the resistance and then to conductor 283 and
the armature of the motor to the current source.
Thus, the circuit of the motor will be established
through all of the resistance and the motor will
be in ?rst speed.
Simultaneously with the establishment of the
the armature I881) to close a circuit across con
tacts I11b. A circuit will now be closed through
the field of the motor as earlier described into
conductor 284. However, the circuit will now
not extend through the entire resistance but in
stead will go from conductor 284 into conductor
289 and across the bridged contacts I140. Thence
the circuit will extend to bridged contacts I11b
bridged by the downward movement of the arma
ture I88b. From this point the circuit will run
to point 2I8 of the resistance and through the
remainder of the resistance into conductor 208
It is important to consider that no directional
circuit can be closed through the motorby the
simultaneous actuation of contactors I56, I56a.
Therefore, contact I56 and I560, may be said
and through the armature. ‘The circuit now es
tablished will be the second speed circuit.
A still further rotation of the speed lever 11
will bring the dwell 62a of the third cam 59 into
position to release switch lever 80 for bridging a
circuit at I09, IIO. However, the dwell He is
of su?icient length so that the switch lever 89
to be inherently interlocked. This is extremely
important because it does away with the neces
sity for providing either mechanical or electrical
interlocking means between the contactor coils.
will remain in that position just described above
The circuit established through the ?eld when
in which contacts I01, I08 are in bridging posi 10 contactor I56 is energized has already been indi
tion. Lever 81 remains, of course, in circuit
cated as from conductor 200 through bridged
closing position. Therefore, coils I56?) and I56c
contacts I11, the ?eld, and then through bridged
will both be energized and contacts H11) and
contacts I141; to conductor 204. With contactor
I110 will be bridged. The circuit will now ex
I56a excited, the directional circuit will be
tend from the ?eld into the conductor 204, 15 through conductor 200 across bridged contacts
through the resistance to point 2I0 and then to
"142 through the ?eld in a reverse direction ,then
bridged contacts I11?) and bridged contacts I11c
bridged contacts I14 to the left contact H441 and
to conductor 203 and the armature. The circuit
toward the resistance. Thus, for drive in one
thus established is through but a small portion of
direction, the circuit is closed through the con
the resistance and is what I term the third 20 tacts bridged by the energizing of one contactor
speed circuit.
coil and through the contacts bridged when the
If the speed lever is now rotated still further,
the dwell 6 I a will move beyond the roller of switch
lever 89 so as to open the contacts at I01, I08.
However, a circuit will remain established at 25
other coil remains de-energized. For reverse di
rectional operation the opposite is true. Thus,
one coil must always be energized and the other
coil de-energized.
I09, IIO because of the continued positioning of
It will be recalled that the magnetic flux in the
the switch lever 90 in bridging relation, the
coils I20, I2I is downwardly in Fig. 15 when
dwell 62a being su?iciently long for that pur
those coils are energized by the controller opera
pose. The circuit now established will be through
tion. Therefore, armature I123 is brought down
the ?eld into conductor 204 and thence across 30 wardly to place contacts I 24 in bridging rela
bridged contacts I14b, bridged contacts I11c and
tion to contacts I26, I 21. It is important to con
into conductor 203 and the armature. All of the
sider this relationship of the parts because this
resistance will now be shunted so that a full
relationship is utilized to prevent the operator
speed circuit is now established as will be readily
, reversing the motor to brake the truck. For pre
appreciated. Those skilled in the art will under 35 venting this particular abuse of the truck, I
stand now just how it is possible by the novel con
utilize also the arrangement of coil I2I in a po
tribution of my invention to obtain a four speed
sition to receive any current generated by the
end directional control of my motor with the min
armature 0f the motor when coasting this gene
imum number of contactors I utilize.
ration of current being in a direction upwardly
With either a second, third, or fourth speed 40 from contact point 203a in Fig. 15 when the motor
circuit established, the switch lever 88 will be
is generating current through running downhill.
positioned so that its contacts IOI, I02 are not
Let us now consider that the motor is running
in circuit closing position. Now, bearing this
downhill and the current is being generated as
point in mind, it is important to see what hap
indicated. If the slope is suf?ciently long, the
pens ii the operator moves his directional switch 45 operator will have an opportunity to move into
to reverse the direction of movement of the truck
?rst speed and then into second, third, and fourth
while the truck is running in second, third, or
speeds. However, the current being generated
fourth speed. Immediately upon an opening of
by the motor will traverse the coil I2I in a di
the circuit at contacts I41 by the movement of
rection so that its magnetic ?ux will be opposite
the contacts I5l, the contactor coil I56 will be 50 the direction in which the current and magnetic
de-energized and the circuit will be opened at
?ux is induced in coil I20. Thus, there will be
contacts I80 through the upward movement of
insu?icient magnetic pull to maintain armature
the armature carrying the contacts I82. When
I23 so that its contacts I24 bridge contacts I26,
the contacts I5I then move into bridging rela
I21. Therefore, as soon as the operator reaches
tion to contacts I50 for a reverse direction opera 55 second speed position or higher, with the con
tion the contacts I80a are unbridged. Simul
tacts IOI, I02 out of bridging position, the cir
taneously, the anti-plugging coils I 20, I2I have
cuit opening movement of the armature I23 will
become unexcited and the armature I23 has
break the circuit of that contactor I56, I56a
moved to the position of Fig. 15 so that the con
that happens to be energized. This will im
tacts I24 are no longer in circuit closing posi
mediately open the motor circuit as has already
tion. Therefore, it is impossible to close the
‘been indicated. In ?rst speed position the motor
circuit of coil I56a to reverse the direction of
may be used as a brake because the circuit of
movement of the truck.
coil I 20 and the circuit of either of the contactors
Only by returning the speed lever 11 to ?rst
I56, I56a is established through contacts IOI, I02
speed position, in which position switch lever 88
rather than through the contacts I24 of the arma
closes a circuit at IOI, I02, can a closing of the
ture I23. However, the plugging of the motor, as
motor circuit be effected for reversing its di
the industry terms the utilization of the motor
rectional operation. Thus, with a circuit closed
as a brake, will not be harmful in the ?rst speed
at IOI, I02, the anti-plugging coils I20, I2I will
be again energized so as to close the circuit
through contacts I26, I21. The energizing of the
coil I56a will then effect a bridging of the con
tacts I80a so that the circuit of contactor I56a
remains closed even ,after switch lever 88 is there
after moved away from bridging position.
I believe that the operation of my invention
and the mechanism by me described will now be
clear to those skilled in the art.
I claim:
1. Means for controlling the direction selecting
1| circuit of an electric motor comprising two con
tactors, a pair of switches associated with each
contactor, wiring for said direction selecting cir
cuit including said switches, each of said con
tactors maintaining one of its switches closed
when energized, and its other switch closed when
not energized, a part of the wiring of the said cir
cuit formed so that electricity must ?ow through
a switch closed by an unenergized contactor and
a switch closed by an energized contactor in order
tion effects the sequential closing and opening of "
the control circuits of predetermined combina
tions of said contactors for effecting the opening
and closing of predetermined combinations of
said plurality of switches.
5. Means for controlling the circuit of an elec
tric motor to determine its speed and direction
comprising a contactor, a switch in said motor
circuit associated with said contactor, means
to close said direction selecting circuit for either 10 whereby said switch is closed by said contactor
when said contactor is energized, an electric cir
directional operation of said motor.
cuit for said contactor, a direction selecting switch I
2. Means for controlling the direction select
for closing said electric circuit through said con
ing circuit of an electric motor comprising a pair
tactor tor energizing the said contactor, a-con.
of contactors, a pair of switches associated with
each contactor, wiring for said direction selecting 15 trol circuit in series with said contactor electric
circuit, means whereby said control circuit is
circuit including said switches, each of said con
by said contactor when said contactor is
tactors maintaining one 01’ its switches closed
energized, a speed selecting switch, a shunt cir
when energized, and its other switch closed when
cuit also in series with said contactor electric cir
not energized, a part of the wiring of the said
and in by-pass re‘ation to said control
circuit formed so that electricity must ?ow
and means whereby said shunt circuit is
through a switch closed by an unenergized con
closed by said speed switch for closing said elec
tactor and a switch closed by an energized con
tric circuit through said contactor when said con- '
tactor in order to close said circuit for either di
trol circuit is open.
rectional operation of said motor, a direction se
6. Means for controlling the direction selecting
lecting switch for eilecting the energizing of
one or the other of said contactors, a speed se
lecting switch, wiring for said direction selecting
circuit of an electric motor comprising a pair of
contactors, a pair of switches associated with each
contactor, means whereby each of said contactors
switch including in series therewith a pair oi’
maintains one of its switches closed when ener
parallel switches, one of which is closed by each
gized, and its other switch closed when not ener
of said contactors when energized, and a circuit 30
in by-pass relation to said parallel switches and
in series with said direction selecting switch
closed by said speed switch.
3. Means for controlling the circuit of an electric traction motor of a truck comprising an
anti-plugging relay having an armature. a spring
pressing said armature to open position. a control
gized, wiring for the said circuit formed so.that
electricity must flow through a switch closed by
an unenergized contactor and a switch closed by
an energized contactor, in order to close said
circuit for either directional operation of said
motor when said motor is actingr as a generator
motor, a direction selecting switch, means where
by said directional switch energizes one or the
other 01’ said contactors, a speed selecting switch,
a pair of parallel switches in series with said di
40 rection selecting switch, means whereby one of
said parallel switches is closed by each of said
contactors when said contactors are energized,
a circuit in by-pass relation to said parallel
switches, means whereby said last circuit is closed
by said speed selecting switch whereby to permit
initial energizing of a contactor by said direction
selecting switch, the movement oi’ said speed se
able control member for closing and opening said
the movement of said speed selecting switch to
circuit for the circuit of said traction motor,
means whereby said control circuit is maintained
closed when said armature is pulled by said re
lay against said spring pressure through the ener
gizing of said relav by electricity traversing said
relay in a predetermined direction, means where
by said anti-plugging relay is excited incidental
to the closing of the circuit of said motor, means
whereby said relay receives electricity from said
lecting switch to open position opening said last
through the downhill coasting of said truck. and
circuit so that the later de-energizing of either of
with said generated electricity traversing said re
contactors and the consequent opening of
lay in a direction opposed to the direction of 50
one of said parallel switches requires the return
the ?ow of electricity in said relav through the
of said speed selecting switch to closing position
conditioning of the traction motor circuit to drive
as a prerequisite to the closing of the circuit of
the truck in a reverse direction, whereby the mag
said contactor.
netic pull of said anti-plugging relay is dimin~
7. Means for controlling the circuit of an elec
ished and the said armature moves under the in 56
tric motor comprising a contactor, wiring for said
?uence of said spring to open said control circ
motor circuit, a switch wired into said motor cir
uit, and means for closing the said motor circuit
suit and closed by said contactor when said con
independently of said armature controlled cir
tactor is energized, a wired circuit for said con
4. Means for controlling the circuit of an elec 60 tactor, a direction selecting switch for closing
said electric circuit through said contactor 1'01"
tric motor comprising a plurality of contactors,
energizing the said contactor, said electric cir
a traction resistance in said circuit, a. plurality of
cuit through said contactor having in series there
switches in said circuit associated with said con
with a control circuit, means whereby said con
tactors and the closing and opening of which in
trol circuit is closed by said contactor when said
predetermined combinations controls the amount
contactor is energized, a speed selecting switch,
of said traction resistance in said motor circuit,
and a shunt circuit in by-pass relation to
means whereby said contactors open and close
said control circuit and also in series with said
said switches, certain of said means actuated by
circuit through said contactor, means whereby
at least certain oi’ said contactors maintaining
certain of said switches closed when energized. 70 said shunt circuit is closed by said speed select
ing switch for closing said electric circuit through
and others of said switches closed when not ener
said contactor when said control circuit is open,
gized, control circuits for said contactors, a mov
open position opening said shunt circuit so that
control circuits, and means whereby continuous
movement 01' said control member in one direc 75 the later de-energizing of said contactor requires
9,510,028 [
the return of said speed selecting switch to clos
ing position as a prerequisite to the closing 01'
energizing of solid anti-plugging relay. means
whereby said anti-plugging relay is so energized‘
incidental to the operation or said direction se
lecting switch for conditioning the contactor cir
cuit for the driving of said truck in one direc
tion by said motor, means whereby said anti
plugging relay receives electricity from said
motor when said motor is acting as a generator
through the downhilhcoasting of said truck, the
the circuit of said contactor.
8. Means for controlling the circuit of an'elec
tric traction motor of a truck comprising an anti
plugging relay having an armature, a control
circuit for the circuit of said traction motor,
means whereby said control circuit is maintained
closed at one point when said armature is pulled,
by said relay to one position through the ener 10 said current then traversing said relay in a direc- »
gizing of said relay by electricity traversing
tion opposed to the direction of the ?ow of elec
said relay in a predetermined direction and is
tricity in said relay incidental to the energizing
opened when said armature moves in a reverse
of said relay when said direction selecting switch
direction to an opposed position, means where
through said contactor conditions said motor ior
by said anti-plugging relay is excited incidental
to the closing of the circuit of said motor, means
traction in a direction opposite to the direction
in which the truck is moving downhill, and means
whereby said relay receives electricity from said
for closing the said motor circuit independently
motor when said motor is acting as a generator
of said armature controlled circuit.
through the downhill coasting travel of said
truck, and with said generated electricty travers 20
ing said relay in a direction opposed to the direc
tion of the ?ow of electricity in said relay through
the conditioning of the traction motor circuit to
The following references are of record in the
?le of this patent:
drive the truck in a reverse direction, whereby
the magnetic pull of said anti-plugging relay is
diminished and the said armature moves to open
said control circuit, and means for closing the
said motor circuit independently of said arma
ture controlled circuit.
9. Means for controlling the circuit of an elec 30
tric traction motorof a truck comprising a con
tactor, a wired circuit for said contactor, a direc
tion selecting switch for closing the circuit of
said contactor at one point, an anti-plugging re
lay having an armature, a switch in the wired 86
circuit of said contactor, means whereby said
switch is maintained closed when said armature
is pulled to a predetermined position through the
energizing of said anti-plugging relay by elec
McGurty __________ __ Jan. 2, 1900
Potter ____________ __ Apr. 7, 1903
Caricho?' _._________ Dec. 20, 1904
Cummiskey ______ __ Oct. 10, 1905
Radley __________ .._ Sept. 15,
Ihdler ___________ __ Dec. 17,
Harries ___________ __ Dec. 9,
Dunn ____________ __ Dec. 31,
1914 ‘
Baker ____________ __ Aug. 4, 1931
Tritle et a1 _______ __ Apr. 12, 1938
Kuhn et a1. _______ __June 2, 1942
Marco et a1 _______ __ June 15, 1943
Inglehart et a1 _____ __Apr. 17, 1945
tricity traversing said relay in a vpredetermined 40
Stoner ___________ __ Aug. 13, 1946
direction and is opened when said' armature moves
from said predetermined position upon the de
Burgy ___________ __ Jan. 14, 1947
Johnson _________ __ June 24, 1947
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