The present invention is directed to the termination of the occurrence of wheel slip/skid and prediction and prevention of the onset of wheel slip/skid in a locomotive. In one configuration, a lookup table of adhesion factors is used to predict the occurrence of wheel slip/skid.
대표청구항▼
What is claimed is: 1. A method, comprising: (a) in a locomotive comprising a plurality of traction motors, each driving a plurality of wheels, braking at least one wheel driven by at least one traction motor (b) determining that the at least one braking wheel is skidding and that the wheels driven
What is claimed is: 1. A method, comprising: (a) in a locomotive comprising a plurality of traction motors, each driving a plurality of wheels, braking at least one wheel driven by at least one traction motor (b) determining that the at least one braking wheel is skidding and that the wheels driven by the other traction motors are not skidding; and (c) incrementally increasing a power level applied to the traction motor driving the at least one skidding wheel without increasing the power level applied to the other traction motors wherein, after each incremental power increase, the incrementally increased power is maintained for a predetermined time interval to determine whether wheel skid has stopped as a result of the respective incremental power increase. 2. The method of claim 1, wherein the power is supplied to the first traction motor, and wherein at least one of the amplitude, pulse width or frequency of the power waveform is incrementally increased in the increasing step (c). 3. The method of claim 1, further comprising: (d) determining operating characteristic in effect at a selected point before and/or during the occurrence of the wheel skid; and (e) using the operating characteristic to predict a later possible occurrence of wheel skid. 4. The method of claim 3, wherein the determining step (d) comprises the substep: detecting the operating characteristic of each of the plurality of traction motors and/or at least one wheel driven by each of the plurality of traction motors; and wherein the operating characteristic is at least one of(i) an armature voltage of the corresponding traction motor,(ii) a rotational speed of one wheel driven by the corresponding traction motor, (iii) a rotational speed of the corresponding traction motor, (iv) a current and/or a current derivative history of the corresponding traction motor, and (v) a commutator signature in the current of the corresponding traction motor. 5. The method of claim 4, wherein the determining step (d) comprises the at least one of the following substeps: (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 the traction motor current or current time 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. 6. The method of claim 3, wherein a sensor independently monitors each of the traction motors and wherein a later possible occurrence of wheel skid is deemed to exist, the operating characteristic of a first traction motor has a predetermined relationship with an operating characteristic setpoint. 7. The method of claim 3, wherein the determining step (d) comprises: comparing a detected operating characteristic detected for each of the traction motors to the operating characteristic setpoint and wherein, when the detected operating characteristic has the predetermined relationship with the operating characteristic setpoint, at least one wheel of a corresponding fraction motor is determined to be experiencing wheel skid. 8. The method of claim 7, wherein the operating characteristic is an adhesion coefficient wherein each traction motor has a respective adhesion coefficient characterizing the onset of wheel skid and wherein at least two fraction motors have different adhesion coefficients. 9. A locomotive, comprising: a plurality of traction motors, each of the plurality of traction motors being independently coupled to and driving at least one wheel; a plurality of brakes, at least one of which is operatively engaged with at least one wheel; and a controller operable (a) to brake at least one wheel driven by at least one fraction motor; (b) to determine that the at least one braking wheel is skidding and that the wheels driven by the other fraction motors are not skidding; (c) to incrementally increase a power level applied to the fraction motor driving the at least one skidding wheel without increasing the power level applied to the other fraction motors, and (d) after each incremental power increase, to maintain the incrementally increased power for a predetermined time interval to determine whether wheel skid has stopped as a result of the respective incremental power increase. 10. The locomotive of claim 9, further comprising: a prime energy source; an energy conversion device, in communication with the prime energy source, to convert the energy output by the prime energy source into electricity; an energy storage device, in communication with the energy conversion device and the plurality of traction motors, to receive and store direct current electricity; a plurality of power control circuits corresponding to the plurality of traction motors. 11. The locomotive of claim 9, wherein the power is supplied to the first traction motor in a power waveform, and wherein at least one of the amplitude, pulse width or frequency of the waveform is incrementally increased in the increasing operation. 12. The locomotive of claim 9 further comprising: a processor operable to determine that an operating characteristic in effect at a selected point before and/or during the occurrence of the wheel skid; and use the operating characteristic to predict a later possible occurrence of wheel skid. 13. The locomotive of claim 12, wherein the processor is operable to detect the operating characteristic of each of the plurality of traction motors and/or at least one wheel driven by each of the plurality of traction motors; and wherein the operating characteristic is at least one of(i) an armature voltage of the corresponding traction motor,(ii) a rotational speed of one wheel driven by corresponding traction motor, (iii) a rotational speed of the corresponding traction motor, (iv) a current and/or a current derivative history of the corresponding fraction motor, and (v) a commutator signature in the current of the corresponding traction motor. 14. The locomotive of claim 13, wherein the processor is operable to (i) detect an abrupt decrease to zero of the armature voltage of an individual traction motor, (ii) detect an abrupt decrease to zero in the revolutions-per-minute (rpms) of an individual an individual fraction motor, (iii) detect an abrupt decrease to zero in the revolutions-per-minute (rpms) of an individual wheel or axle,(iv) detect an abrupt increase in the traction motor current or current tune derivative, (v) detect the disappearance of commutator noise in the traction motor current, and/or (vi) determine when a wheel speed has stopped relative to the true ground speed of the locomotive. 15. The locomotive of claim 12, wherein a sensor independently monitors each of the traction motors and wherein a later possible occurrence of wheel skid is deemed to exist the operating characteristic of a first traction motor has a predetermined relationship with an operating characteristic setpoint. 16. The locomotive of claim 12, wherein the processor is operable to compare a detected operating characteristic detected for each of the traction motors to the operating characteristic setpoint and wherein, when the detected operating characteristic has the predetermined relationship with the operating characteristic setpoint, at least one wheel of a corresponding traction motor is determined to be experiencing wheel skid. 17. The locomotive of claim 16, wherein the operating characteristic is an adhesion coefficient, wherein each traction motor has a respective adhesion coefficient characterizing the onset of wheel skid and wherein at least two traction motors have different adhesion coefficients. 18. A method, comprising: (a) in a locomotive comprising a plurality of traction motors, each driving a plurality of wheels, braking at least one wheel driven by at least one traction motor; and (b) during braking, continuing to apply a voltage to each of the traction motors, the applied voltage being less than or equal to a back electromotive force of each traction motor, whereby, when the at least one wheel skids and the back electromotive force disappears, the corresponding traction motor, in response to the applied voltage, thereupon applies a torque to the at least one wheel thereby resisting continued skidding of the at least one wheel. 19. The method of claim 18, further comprising: when the applied torque is nor sufficient to overcome skidding of the at least one wheel, increasing a power level applied to the corresponding fraction motor driving the at least one skidding wheel. 20. The method of claim 19, wherein the power is increased without increasing the power level applied to the other traction motors.
연구과제 타임라인
LOADING...
LOADING...
LOADING...
LOADING...
LOADING...
이 특허에 인용된 특허 (118)
Kumar Ajith Kuttannair, AC locomotive operation without DC current sensor.
Bailey Ronald B. (Erie PA) Stitt Thomas D. (Erie PA), Chopper type propulsion system with low speed electrical braking capability for traction vehicles.
Hammer Joseph K. ; Stang David B. ; Harman John R. ; Killian Christopher M. ; Lankin Robert,CAX, Compensated field current control for a separately excited DC motor.
Kumar Sudhir (Westmont IL) Kumar Shiv R. (Westmont IL) Becker Dean A. (Countryside IL), Differential creepage control system for optimizing adhesion of locomotives.
Grayer William (15720 Ventura Blvd. ; #411 Encino CA 91436) Olson William R. (1196 Mellow La. Simi Valley CA 93065) Rosen Harold A. (14629 Hilltree Rd. Santa Monica CA 90402), Electric power train control.
Konrad Charles E. (Roanoke VA) Clark ; deceased Robert C. (late of Roanoke VA by Jean B. Clark ; executrix), Electric vehicle current regulating system.
Donnelly Frank W. (UK Building ; Suite 810 ; 409 Granville Sreet Vancouver ; British Columbia V6C 1T2 CAX), Gas turbine locomotive fueled by compressed natural Gas.
Brown Herbert J. (Erie PA) Horvat Ivan N. (Monroeville PA) Kumar Ajith K. N. (Erie PA), Means for controlling a forced commutated hybrid a-c to d-c electric rectifying bridge to avoid reverse recovery overvol.
Folkert Horst CA; Andre Brousseau CA; Oleh Szklar CA; Luc Ethier CA, Method and apparatus for automatic repetition rate assignment in a remote control system.
Miller Robert G. (East Peoria IL) Myers Allen D. (Decatur IL) Phelps Weldon L. (Dunlap IL) Sieving Alfred W. (Venedy IL), Method and apparatus for controlling differentially driven wheel slip.
Brigham David Richens ; Giardini Sandra ; Lev Amos ; Romlein Timothy ; Tamor Michael Alan, Method for controlling energy flow in a hybrid electric vehicle.
Nojiri Yuukou (Hitachi JPX) Ishizaki Kosho (Hitachi JPX) Ishida Giichi (Hitachi JPX) Inamura Junshiro (Hitachi JPX), Method of and an apparatus for controlling a plurality of DC motors.
Logston ; Jr. Charles F. (Naperville IL) Meyer Bruce R. (Western Spring IL) DE Buhr Alfred P. (Downers Grove IL) Liebenthal Benjamin C. (La Grange IL), Method of controlling locomotive wheel slip.
Kimura Yoshio,JPX ; Nonobe Yasuhiro,JPX ; Horiguchi Munehisa,JPX, Power supply system, electric vehicle with power supply system mounted thereon, and method of regulating amount of fuel.
Gosselin, Robert Michael, Process, apparatus, media and signals for controlling operating conditions of a hybrid electric vehicle to optimize operating characteristics of the vehicle.
Brown Herbert J. (Erie PA) Griebel Ronald F. (Erie PA) Kumar Ajith K. (Erie PA) McElhenny Stuart W. (Erie PA) Grinch Dean S. (Dublin OH), Regenerative braking protection for an electrically-propelled traction vehicle.
Avitan Isaac (c/o Schaeff ; Inc. ; P.O. Box 9700 Sioux City IA 51102-9700), Regulation system for decoupled efficiency optimized operation of DC traction motors.
Horst Folkert (Pierrefonds CAX) Szklar Oleh (St-Hubert CAX) Doig Kelly (Nepean CAX) Cass George R. (Montreal CAX) Bousquet Jean L. (Montreal CAX), Remote control system for a locomotive.
Horst Folkert (Pierrefonds CAX) Szklar Oleh (St-Hubert CAX) Doig Kelly (Nepean CAX) Cass R. (Montreal CAX) Bousquet J. L. (Montreal CAX), Remote control system for a locomotive.
Donnelly, Frank Wegner; Gulayets, Brian Ward, Sequenced pulse width modulation method and apparatus for controlling and powering a plurality of direct current motors.
Mann Scott K. (Johnson Creek WI) Durlin David L. (Boise ID), System for enhancing wheel traction in a locomotive by reapplication of excitation using an S-shaped curve.
Reddy Suresh Baddam ; Diagle Jeffrey Louis ; Worden Bret Dwayne ; Mathews ; Jr. Harry Kirk ; Balch Edgar Thomas ; Connolly Allan John ; Kumar Ajith K., Traction vehicle adhesion control system without ground speed measurement.
Hapeman Martin Jay (Edinboro PA), Tractive effort control method and system for recovery from a wheel slip condition in a diesel-electric traction vehicle.
※ AI-Helper는 부적절한 답변을 할 수 있습니다.