WO2005079504A2 - Managing wheel slip and skid in a locomotive - Google Patents
Managing wheel slip and skid in a locomotive Download PDFInfo
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- WO2005079504A2 WO2005079504A2 PCT/US2005/005302 US2005005302W WO2005079504A2 WO 2005079504 A2 WO2005079504 A2 WO 2005079504A2 US 2005005302 W US2005005302 W US 2005005302W WO 2005079504 A2 WO2005079504 A2 WO 2005079504A2
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- wheel
- motor
- traction
- locomotive
- traction motor
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/10—Indicating wheel slip ; Correction of wheel slip
- B60L3/102—Indicating wheel slip ; Correction of wheel slip of individual wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/08—Preventing wheel slippage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/08—Preventing wheel slippage
- B61C15/12—Preventing wheel slippage by reducing the driving power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/70—Interactions with external data bases, e.g. traffic centres
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/46—Control modes by self learning
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Definitions
- the present invention relates generally to diesel-electric locomotives and specifically to wheel slip and skid management for a locomotive employing multiple independently controllable traction motors.
- BACKGROUND Existing railroad locomotives are typically powered by a diesel engine which utilizes an alternator to deliver electric power to traction motors which in turn power the drive wheels of the locomotive.
- the power to the traction motors is typically provided by a single chopper for DC traction motors or a single inverter for AC traction motors.
- One of the present inventors has disclosed a method and apparatus for controlling power provided to DC traction motors by furnishing an individual chopper circuit for each traction motor in US 6,812,656 which is incorporated herein by reference.. This patent discloses the practice of power reduction to individual motors to eliminate non-synchronous wheel slip.
- a method for terminating wheel skid including the steps of: (a) determining that one or more wheels in a wheel set corresponding to a first traction motor of a plurality of traction motors is experiencing wheel skid; and (b) in response, incrementally increasing power to the first traction motor for a selected period of time without increasing the power level, which may be zero during braking, applied to the other traction motors.
- the method includes the steps of: (a) receiving a requested notch setting, the requested notch setting providing more power to a plurality of traction motors than a current notch setting; (b) in response to the receiving step (a), determining whether wheel slip is likely for one or more wheels in a wheel set if the notch setting is implemented; and (c) when wheel slip is likely to occur, either: (i) implementing the requested notch setting but adjusting a power level associated with the requested notch setting for individual motors to inhibit the onset of wheel slip; or (ii) ignoring the requested notch setting and maintaining the current notch setting.
- the method includes the steps of: (a) braking at least one wheel set; (b) in response to the braking step (a), determining that wheel skid is likely for one or more wheels in a wheel set; and (c) when wheel skid is likely to occur, implementing an action to preempt the onset of wheel skid.
- Preemptive actions include applying less air pressure to the braking system and/or operating some or all of the traction motors at a positive power level to independently feather control of the braking force to individual wheels.
- a lookup table of adhesion coefficients and associated locomotive/track/environmental conditions is used to predict the onset of wheel slip and/or skid.
- Adhesion coefficients can be determined wheel set-by- wheel set for each of wheel slip and skid. Wheel slip may be deliberately induced in a wheel set and used to generate an adhesion coefficient. In an illustrative example for wheel slip, when wheel slip occurs, an adhesion coefficient in effect at a selected point before and/or during the occurrence of wheel slip is determined. Power pulse widths and/or amplitudes to a selected traction motor can be incrementally increased until wheel slip occurs. An adhesion coefficient associated with wheel skid can be determined by monitoring, for example, the armature voltage, current or rpms of an individual traction motor or the rpms of an individual wheel or axle.
- the wheel skid lookup table can be used by a controller to predict the onset of wheel skid using a variable such as a pressure in the air bake system. Wheel skid may also be deliberately induced in a wheel set and maintained for a time sufficient to determine an adhesion coefficient. • Deliberately inducing wheel slip/skid to generate additional entries to the adhesion coefficient table can be done traction motor-by-traction motor for differing locomotive/rail/environmental conditions. In this manner, the different properties of each traction motor/wheel set and the resulting different adhesion coefficients can be taken into account. For added insurance against wheel slip/skid, each of the adhesion coefficients can be appropriately adjusted by a safety factor so that the power level/braking force are well below that required to cause wheel slip/skid.
- wheel slip is deliberately induced in a wheel set, which is generally the front wheel set, and maintained for a time sufficient to condition a rail section over which the locomotive passes.
- the method is applied to a locomotive where different traction motors drive wheel sets having different sets of adhesion factors. Differing sets of adhesion coefficients for individual wheel sets may arise from differences in traction motors, drive train and wheel variances and weight shifting amongst truck assemblies known to occur during acceleration.
- a power level may be adjusted around the nominal power setting for each requested notch setting to inhibit the onset of wheel slip in the corresponding wheel set. The same is true for braking force to inhibit the onset of wheel skid.
- a controller predicts the onset of wheel slip using a variable, such as a torque, a tractive effort, a traction motor current and/or a traction motor speed associated with the requested notch setting.
- the variable is compared with a predetermined variable of the same type at and/or above which wheel slip is likely to occur.
- the predetermined variable is typically derived from an operational wheel slip history. If conditions for wheel slip are predicted, then preemptive action may be taken. Such preemptive actions include some or all of operating at reduced power, applying rail sanders or progressively reducing power in small increments beginning with the leading wheel set. Wheel slip and skid may be determined by any number of techniques.
- the occurrence of wheel slip may be determined by (i) detecting an abrupt decrease in the traction motor current, (ii) detecting an abrupt change in the traction motor current derivative, (iii) detecting an abrupt increase in the revolutions-per-minute (rpms) of the traction motor or axle; (iv) detecting a characteristic "wheel slip" frequency response signature in the frequency spectrum of the current in the traction motor, and/or (v) determining when the wheel speed is greater than the true ground speed of the locomotive.
- the occurrence of wheel skid maybe determined, for example, by (i) detecting an abrupt decrease to zero of the armature voltage of an individual traction motor, (ii) detecting an abrupt decrease to zero in the revolutions-per-minute (rpms) of an individual an individual traction motor, (iii) detecting an abrupt decrease to zero in the revolutions-per-minute (rpms) of an individual wheel or axle, (iv) detecting an abrupt increase in traction motor current or current derivative, (v) detecting the disappearance of commutator noise in the traction motor current, and/or (vi) determining when a wheel speed has stopped relative to the true ground speed of the locomotive.
- the use of individual power control circuits for each drive axle affords a straightforward means of smoothly removing and then restoring power to a selected drive axle.
- the flexibility of individually controlling power to the traction motors can be an efficient and effective approach to inhibiting and correcting non-synchronous wheel slip (during acceleration or motoring) or wheel skid (during braking) and by extension synchronous wheel slip and wheel skid; can be used to determine the adhesion coefficient of the rails; and can be used to effect some conditioning of the rails by causing one set of wheels to purposely slip.
- the various embodiments can avoid the operational problems associated with an immediate termination of power to the traction motor having a wheel set experiencing wheel slip.
- Figures la, b and c show examples of sequencing power pulses to four individual motors where one of the motors is slightly increased and decreased in power with the power pulses being sent at a chopper frequency of 250 Hz and with the power pulse sent to each traction motor is 15% of its maximum possible width.
- Figures 2a, b and c show the power pulses sent to each traction motor where the power pulses are 30% of their maximum possible width.
- Figures 3 a, b and c show the power pulses sent to each traction motor where the power pulses are 45% of their maximum possible width.
- Figures 4a, b and c show the power pulses sent to each traction motor where the power pulses are 60% of their maximum possible width.
- Figures 5a, b and c show the power pulses sent to each traction motor where the power pulses are 75% of their maximum possible width.
- Figures 6a, b and c show the power pulses sent to each traction motor where the power pulses are 90% of their maximum possible width.
- Figure 7 shows a plot of traction motor torque output versus motor current.
- Figure 8 shows a plot of traction motor tractive effort versus motor rpm
- Figure 9 illustrates a current history of a traction motor illustrating a wheel slip arrest procedure.
- Figure 10 shows an example of a motor torque effort versus motor current curve where the level of the wheel slip adhesion coefficient is modified.
- Figure 11 shows an example of a motor tractive effort versus motor rpm curve with a region of track adhesion coefficients in and above which wheel slip may occur.
- Figure 12 shows an example of a motor tractive effort versus motor current for current approaching the region in and above which wheel slip may occur.
- Figure 13 shows the logic flow for wheel slip control including preemptive action is taken.
- Figure 14 shows an example of tractive effort versus distance along the track with a band of wheel slip adhesion coefficients.
- Figure 15 shows a plot of a family of traction motor tractive effort curves versus wheel speed.
- the invention is illustrated primarily by reference to a locomotive with DC traction motors where a chopper circuit is associated with each DC traction motor.
- Each DC motor may be independently controlled by varying the pulse width or amplitude of the chopped power pulses. It is understood that the invention may also be applied to a locomotive with AC traction motors where an inverter circuit is associated with each AC traction motor.
- Each AC motor may be independently controlled by varying the output AC frequency or amplitude of the inverted power pulses. All of the principal elements of the locomotive are monitored, co-ordinated and controlled by a controller such as, for example, a Programmable Logic Circuit ("PLC”), a micro-controller, or an industrial computer.
- PLC Programmable Logic Circuit
- the controller includes a detection scaling function which is logic for determining non-optimal performance, such as wheel slip or wheel skid.
- the power to individual motors can be modified in the case of non-synchronous (also known as differential) wheel slip or.
- the controller and a pulse width modulation module used in the present invention allow for pulse widths to individual motors to be controlled independently.
- the ability to individually control the power applied to each traction motor opens up the possibilities to tailor the power to each traction motor which in turn allows a number of wheel slip and wheel skid management techniques that cannot be implemented by previous traction motor power systems discussed in the body of prior art.
- Figure la shows power pulses of equal widths sent to four traction motors at a chopper frequency of 250 Hz.
- the start time of each pulse is offset from the adjacent pulse by 1 millisecond 5001.
- the power pulse sent to each traction motor is 15% of its maximum possible width. Therefore each pulse is 0.6 milliseconds in width 5002. In this example, none of the pulses overlap.
- the power to motor #2 5003 is reduced by 10% so the pulse width for motor #2 5003 is now 0.54 milliseconds in width while the other 3 motors have pulse widths of 0.6 milliseconds.
- the power to motor #2 5003 is increased by 10% so the pulse width for motor #2 is now 0.66 milliseconds in width while the other 3 motors have pulse widths of 0.6 milliseconds.
- the power pulse to each traction motor is 30% of its maximum possible width. Therefore each pulse is 1.2 milliseconds in width and the pulses partially overlap so that the total power to all 4 motors is additive for a small fraction of the time 6001.
- the power to motor #2 is reduced by 10% so the pulse width for motor #2 is now 1.08 milliseconds in width while the other 3 motors have pulse widths of 1.2 milliseconds.
- the power to motor #2 is increased by 10% so the pulse width for motor #2 is now 1.98 milliseconds in width while the other 3 motors have pulse widths of 1.8 milliseconds.
- the power pulse to each traction motor is increased to 60% of its maximum possible width. Therefore each pulse is 2.4 milliseconds in width and the pulses substantially overlap enough that the total power to all 4 motors is always greater than twice the power output of one motor and sometimes greater than three times the output of one motor.
- the power to motor #2 is reduced by 10% so the pulse width for motor #2 is now 2.16 milliseconds in width while the other 3 motors have pulse widths of 2.4 milliseconds.
- the adhesion coefficient is directly related to the coefficients of friction between the wheel and the rail surface.
- the weight of the locomotive can change by approximately 12% as the locomotive consumes fuel.
- the change of weight on the driving wheels as fuel is consumed can be accounted for and the estimated adhesion coefficient can be adjusted.
- Figure 7 shows a plot of traction motor torque output 11001 versus motor current 11002.
- the torque output 11001 by the motor increases as the current 11002 through the traction motor increases. Since tractive effort is proportional to torque, the form of the tractive effort versus motor current is the same.
- Lines of constant torque (or tractive effort) 11003 represent lines of constant adhesion factor (or coefficient of friction).
- Figure 7 shows one such line of constant adhesion factor 11003. For any torque above this line, wheel slip will occur.
- each traction motor may have its own unique torque versus motor current curve stored in an onboard memory.
- Motor current may be sensed by any number of current sensing devices such as, for example current-sensing resistors, Hall current sensors, current-sensing transformers, current transducers, Rogowski coils or other common current measuring devices.
- Figure 8 shows a plot of traction motor tractive effort 12001 versus motor speed 12002. As the rpms of the motor 12002 increase, the tractive effort 12001 output by the motor decreases.
- each traction motor may have its own unique tractive effort versus motor speed curve stored in an on-board memory.
- Speed may be expressed in motor rpms or in miles per hour of the wheel along the rail.
- Rotary speed sensors include tachometers, axle alternators and the like. These indicate the rotational speed of the wheels or axle or traction motor armature. These are all related in a fixed way by the gear ratio and wheel diameter of the truck assembly. For example, motor alternator RPMs are equal to axle RPMs times the gear ratio.
- the speed of the locomotive relative to the ground may be sensed, for example, by a radar system or by a GPS system.
- wheel slip of each axle may be detected by any number of means known to those in the art. These include, for example, detecting an abrupt current or current derivative decrease in the traction motor current or an abrupt increase in the rpms of the traction motor or axle, or a difference between indicated wheel speed and true ground speed, or by any combination of these.
- the more preferred means of wheel slip detection is by monitoring the motor current. This is preferred because it does not require additional equipment on the traction motor.
- a rotary sensor on the traction motor or drive axle is a more direct measurement of wheel slip and is preferred if the motor or axle has a rotary sensor already in place.
- the controller can take action to terminate the wheel slip, be it synchronous or non-synchronous. For example, the controller can begin an immediate reduction in power to the motor driving the slipping wheels by reducing the power pulse widths in predetermined increments until wheel slip is detected to have ceased.
- the increments may be expressed as a percentage of the maximum pre-slip current or as a percentage of the previous pulse where the first pulse is the maximum pre-slip current.
- the pulse width reduction increments are preferably in the range of 5% to 50%, more preferable in the range of 10 to 35% and most preferably in the range of 10 to 20% of the maximum pre- slip current.
- the period for detection and corrective action maybe carried out automatically by the controller.
- power pulses are sent to each axle every 4 milliseconds.
- the sequence of power pulses can consist of a series of pulses diminishing by 10% of the maximum pre-slip current every 4 milliseconds until wheel slipping ceases.
- the motion of the slipping wheels will be much slower because of the inertia of the wheels and drive train components requiring power reduction to be slower to match the mechanical requirements of the drive train.
- FIG. 9 An example of a current history of a traction motor reflecting a wheel slip arrest procedure is shown in Figure 9.
- current 13001 is shown as a function of time 13002. Initially, the current is slowly decreasing 13003 as would be the case for acceleration of the locomotive. Just before the onset of wheel slip, the wheels often make and break contact with the rails and this manifests itself as a phase or period in the current history having a characteristic signature 13004.
- This characteristic signature can be detected by, for example, sampling the frequency spectrum of the current history and discerning a characteristic frequency response that indicates incipient wheel slip which is sometimes referred to as creep in the adhesion curve.
- the controller reacts to this by reducing the current to the motor until the wheels stop slipping.
- the current slowly increases 13006 until traction is re-established 13007 and the current to the motor returns to a value 13008 that is consistent with non-slipping motor torque. That is, the torque and current return to their desired values as determined by the torque versus current curve such as shown in Figure 7.
- the motor torque (or tractive effort) when the current 13004 is just beginning to ripple indicates the adhesion coefficient for the onset of wheel slip.
- the adhesion limit 14003 for wheel slip is shown. If wheel slip occurs prior to the limit 14003, then a new torque or tractive effort limit 14004 is determined from the current monitoring device such as depicted in Figure 9. If wheel slip continues to recur, then the adhesion limit can be further reduced to a new value 14005.
- the controller can increase power to a selected motor by increasing the power pulse widths in predetermined increments until wheel slip is detected to have occurred.
- the increments maybe expressed as a percentage of the maximum pre-slip current or as a percentage of the previous pulse where the first pulse is the maximum pre-slip current.
- the pulse width increase increments are preferably in the range of 1% to 25%, more preferably in the range of 1 to 15% and most preferably in the range of 1 to 5% of the maximum pre-slip current.
- the adhesion coefficient is recorded and wheel slip is terminated by returning the current to the pre- wheel slip level. If the wheels continue to slip, then the wheel slip control logic described above is automatically activated until wheel slip is terminated. This process can be used to update the adhesion limits such as shown in Figure 10.
- the ability to slightly increase or reduce power to individual axles can be used to induce wheel slip for purposes of conditioning the rails.
- the rails are oily or wet or corroded, preferably the leading set of wheels or less preferably any other set of wheels, can be made to slip in a controllable manner so as to reduce or remove, oil, water, ice or corrosion from the rails to increase the adhesion coefficient of the rails for the trailing wheel sets.
- the controller can increase power to a selected motor by increasing the power pulse widths in predetermined increments until wheel slip is detected to have occurred.
- the increments may be expressed as a percentage of the maximum pre-slip current or as a percentage of the previous pulse where the first pulse is the maximum pre-slip current.
- the pulse width increase increments are preferably in the range of 5% to 35%, more preferably in the range of 10 to 25% and most preferably in the range of 10 to 15% of the maximum pre-slip current.
- the ability to slightly increase or reduce power to individual axles can be used as the basis for a strategy of minimizing the occurrence of, or preempting wheel slip.
- the strategy includes one or more computer-stored motor torque versus motor current or motor rpm curves; or a "tractive effort versus motor current or motor rpm curve characteristic of each driving axle. These curves, once generated, are relatively stable and unchanging over time. From the data base of wheel slip history and known track adhesion coefficients, a band can be constructed on these curves, that represents the region where wheel slip has occurred in the past. An example of such a curve was shown in Figure 10 which shows motor torque 14001 versus motor current 14002.
- the region between the maximum and minimum adhesion curves 14003 and 14005 can be considered as a band or region where the onset of wheel slip is known to occur. If wheel slip continues to occur, the adhesion limit curve 14005 can be further lowered. Conversely, if wheel slip does not recur for a substantial time, the controller can induce wheel slip such as described above and can determine that the adhesion coefficient can be moved upward (higher torque value) on the torque versus current curve.
- the wheel slip onset regions can be varied for different track locations and different conditions on the tracks and stored in the memory of an on-board computer for future reference.
- Figure 11 shows an example of a motor tractive effort 15001 versus motor rpm 15002 curve with a region 15003 of track adhesion coefficients in and above which wheel slip may occur. This region may be established for each traction motor/axle combination and may be generated by past experience, past knowledge of a particular section of track or by inducing wheel slip to establish adhesion coefficients.
- the range of tractive effort defined by the range of adhesion coefficients illustrated in Figure 11 can be shown as a corresponding range on the plot of tractive effort versus motor current such as shown in Figure 12 which shows motor tractive effort 16001 versus motor current 16002 for current approaching the region 16003 in and above which wheel slip may occur.
- the controller monitor ⁇ the approach of tractive effort to the region 16003 of known wheel slip occurrence and then ensures that the rate of application of power (or tractive effort) to that drive axle is slowed by a predetermined algorithm as the adhesion limit is approached. If wheel slip is detected, the level of tractive effort at which it occurs is recorded and the wheel slip control logic described above automatically activates until wheel slip is terminated. The level of the wheel slip adhesion coefficient is then lowered to reflect new wheel slip conditions and the adhesion region is appropriately updated.
- An example of programmable and automated logic for wheel slip control including preemptive action is shown in Figure 13. When power is applied, each traction motor is examined in turn.
- Figure 14 illustrates an example of tractive effort 18001 versus distance 18002 map of wheel slip adhesion coefficients. Such a map can be developed by saving data from wheel slip occurrences, known data and data generated by inducing wheel slip such as described above as part of the present invention.
- Figure 14 shows two tractive effort adhesion curves. The higher curve 18003 represents tractive effort above which wheel slip always occurs.
- the lower curve 18004 represents tractive effort above which wheel slip or the onset of wheel slip may occur. This map can be used as part of the preemptive wheel slip management strategy described in Figure 13.
- rail sanders can be activated automatically to increase adhesion or traction, thereby preempting or at least further forestalling wheel slip.
- the power to the traction motor driving that axle experiencing wheel skid can be increased in small, predetermined increments until the cessation of wheel skid is detected.
- Power is incrementally increased to individual motors in the case of differential wheel skid and power to all the drive axles is incrementally increased in the case of synchronous wheel skid. This improvement in braking control is not possible with the method disclosed in US 6,012,011 in which the power to an individual drive axle can only be completely switched off. It is also possible to apply a small voltage to all motors during braking at low speed
- the applied voltage is approximately the same as the back emf on the traction motors. If a wheel or wheels skids, then the back emf (electromotive force) will drop to zero and the small applied voltage will drive a substantial current through the motors and produce a high torque that will act to unlock the skidding wheel or wheels. If one of more wheels do not unlock, then the applied voltage (and hence power) can be increased on the locked wheels to further increase the torque which tends to unlock the wheels. It is understood that the applied voltage would automatically be maintained at approximately the same as the back emf on the traction motors as the locomotive speed decreases during braking.
- the preferred method of monitoring the applied voltage is to monitor the traction motor current although the voltage across the motor could also be monitored. When the locomotive comes to a complete stop, the applied voltage is turned off so that the locomotive will not tend to accelerate once the brakes are released.
- the methods and concepts discussed above for control of wheel slip can be applied to wheel skid during braking.
- motor current such as shown in Figure 9 above and/or monitoring armature voltage and axle rpms
- the detection of wheel skid can be utilized to update adhesion coefficients.
- a small level of positive power can be applied to the traction motors during braking to act as a means of detection of wheel skid or lock-up.
- the small amount of positive power will require a small amount of additional braking but will provide field current to the traction motor which can be used to detect wheel skid. It is also possible to detect the onset of wheel skid by monitoring the current in a traction motor. When a wheel begins to skid, the traction motor armature ceases to rotate, there is an abrupt rise in motor current and the commutator noise disappears from the current trace. These behaviors can be detected and used to determine the onset of wheel skid.
- the ability to control wheel skid on individual wheel sets is of benefit especially for quickly reacting to the onset of skid and thereby minimizing or preventing the development of flat spots on the skidding wheels.
- An adhesion coefficient appropriate to wheel skid can be determined by inducing wheel skid for a brief period (a period brief enough to prevent any wheel flattening). This can be done by applying a small amount of power to all traction motors during braking and then reducing power to a selected traction motor until a wheel or wheels on its corresponding wheel set begins to skid. The power can then be immediately restored to its pre-skid level.
- Figure 15 shows a plot of a set of traction motor tractive effort curves versus wheel or axle speed (which is directly related to wheel rpm or traction motor rpm).
- Most locomotives operate using a set of approximately constant power curves commonly called notch settings. For motoring, there are usually eight power or notch settings that may be selected by the locomotive engineer.
- Figure 15 shows tractive effort 1901 versus wheel speed 1902 for a series of approximately constant power curves.
- curve 1903 is the highest power setting (notch 8) and illustrates a current limit 1906 at low speeds.
- Curve 1904 is a lower power curve and is notch 7.
- Curve 1905 is the lowest power curve and is notch 1.
- An adhesion coefficient band represents the region below whose lower boundary 1908 there is no wheel slip and above whose upper boundary 1907 there is always wheel slip. As can be seen, each of the eight power curves in this example passes through the adhesion coefficient band at a different wheel speed. The adhesion coefficients are shown as being different with locomotive speed.
- wheel slip At a tractive effort below the adhesion coefficient band, there is typically no wheel slip. At a tractive effort above the adhesion coefficient band, wheel slip is in an uncontrolled or runaway condition which is characterized in the motoring mode by one or more spinning wheel sets and in the braking mode by one or more skidding wheel sets. Within the adhesion coefficient band, wheel slip is within the region of friction creep where wheel slip is controllable and where some wheels may slip (especially the leading wheels) and some may not. Maximum tractive or braking effort is obtained if each powered wheel of the vehicle is rotating at such an angular velocity that its actual peripheral speed is slightly higher (motoring) or slightly lower (braking) than the true locomotive speed. The difference between wheel speed and true speed may be referred to as slip speed or creep.
- slip speed at which optimum tractive or braking effort occurs which depends on locomotive speed, rail, grade and environmental conditions. As long as optimum slip speed is not exceeded, the locomotive will operate in a stable microslip or creep mode.
- the flexibility of individually controlling power to the traction motors allows more precise control and permits all the driving wheels to operate near the optimum slip speed under all conditions.
- wheel slip can be detected and terminated by slightly decreasing power to the slipping wheel without measuring an adhesion coefficient and without predicting or preempting future occurrences of wheel slip.
- wheel skid can be detected and terminated by slightly increasing power to the skidding wheel without measuring an adhesion coefficient and without predicting or preempting future occurrences of wheel skid.
- the present invention in various embodiments, includes components, methods, processes, systems and/or apparatus substantially as depicted and described herein, including various embodiments, subcombinations, and subsets thereof. Those of skill in the art will understand how to make and use the present invention after understanding the present disclosure.
- the present invention in various embodiments, includes providing devices and processes in the absence of items not depicted and/or described herein or in various embodiments hereof, including in the absence of such items as may have been used in previous devices or processes, e.g., for improving performance, achieving ease and ⁇ or reducing cost of implementation.
- the foregoing discussion of the invention has been presented for purposes of illustration and description. The foregoing is not intended to limit the invention to the form or forms disclosed herein. In the foregoing Detailed Description for example, various features of the invention are grouped together in one or more embodiments for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim.
Abstract
Description
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CA002556554A CA2556554A1 (en) | 2004-02-17 | 2005-02-17 | Managing wheel slip and skid in a locomotive |
AU2005215013A AU2005215013A1 (en) | 2004-02-17 | 2005-02-17 | Managing wheel slip and skid in a locomotive |
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US54567304P | 2004-02-17 | 2004-02-17 | |
US60/545,673 | 2004-02-17 |
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Also Published As
Publication number | Publication date |
---|---|
US20050189887A1 (en) | 2005-09-01 |
US7064507B2 (en) | 2006-06-20 |
US20050189886A1 (en) | 2005-09-01 |
WO2005079504A3 (en) | 2007-03-01 |
US7467830B2 (en) | 2008-12-23 |
AU2005215013A1 (en) | 2005-09-01 |
US7084602B2 (en) | 2006-08-01 |
US20050206230A1 (en) | 2005-09-22 |
CA2556554A1 (en) | 2005-09-01 |
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