Speed maintaining control of train vehicles

• US 4,217,643 A
• Filed: 06/28/1978
• Issued: 08/12/1980
• Est. Priority Date: 06/28/1978
• Status: Expired due to Term

• Current Assignee: ABB Daimler-Benz Transportation
• Original Assignee: Westinghouse Electric Company LLC (Brookfield Asset Management Incorporated)
• Inventors: Anderson, Larry W., Sahasrabudhe, Arun P.
• Primary Examiner(s): Gruber, Felix D.
• Application Number:
  US05/920,319
• Time in Patent Office: 776 Days
• Field of Search: 364/424, 364/926, 246/182 R, 246/182 B, 246/182 C, 246/187 R, 246/187 A, 246/187 B, 246/187 C
• US Class Current: 701/20
• CPC Class Codes: B60T 2230/04 Jerk, soft-stop; Anti-jerk, reduction of pitch or nose-dive when braking
• CPC Class Codes: B61L 27/20 Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
• CPC Class Codes: B61L 3/221 using track circuits
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

There is disclosed a passenger vehicle speed maintaining control apparatus and method, including program microprocessor control apparatus for controlling the vehicle speed in response to an acceleration or tractive effort request P signal.

Claims

1. In aparatus for controlling the actual velocity of a passenger vehicle moving along a track including track circuits in response to a desired velocity signal provided in accordance with a selection between an action velocity signal and a program stop velocity signal, with said action velocity signal corresponding to one of a command code velocity signal received from said track circuits, a cutout car modified velocity signal and a performance restriction modified velocity signal, the combination of

means coupled with said vehicle for providing an actual velocity signal,

means for providing an effort request signal for controlling the actual velocity of said vehicle by comparing the desired velocity signal with the actual velocity signal,

means providing an offset to said action velocity signal in accordance with a predetermined relationship with said effort request signal and

means coupled with said vehicle and responsive to said effort request signal for controlling the actual velocity of the vehicle.

2. The actual velocity controlling apparatus of claim 1, with said effort request signal providing means being responsive to a desired velocity signal in accordance with an action velocity signal provided corresponding to said one velocity signal that provides the lowest actual velocity of the passenger vehicle.

3. The actual velocity controlling apparatus of claim 1, with said offset providing means providing an offset having a low value for a maximum deceleration effort request signal, having a high value for a maximum acceleration effort request signal, and having a middle value for a zero acceleration effort request signal.

4. The actual velocity controlling apparatus of claim 1 with said offset providing means providing an offset making a smooth transition into a program stop operation in response to said program stop velocity signal and then subsequently removing that offset to follow a predetermined flare-out of the program stop.

5. In apparatus for controlling the actual velocity of a passenger vehicle moving along a track including track circuits in response to a desired velocity signal provided in accordance with a selection between an action velocity signal and a program stop velocity signal, with said action velocity signal corresponding to one of a command code velocity signal received from said track circuits, a cutout car modified velocity signal and a performance restriction modified velocity signal, the combination of

means coupled with said vehicle for providing an actual velocity signal,

means for providing an effort request signal for controlling the actual velocity of said vehicle by comparing the desired velocity signal with the actual velocity signal,

means for detecting an overspeed operation of the passenger vehicle for applying a brake effort to reduce the velocity of the vehicle until the overspeed operation is corrected and then removing said brake effort such that by the time the brake effort is actually removed the vehicle will be at substantially the velocity of operation determined by said effort request signal, and

means coupled with said vehicle and responsive to said effort request signal for controlling the actual velocity of the vehicle.

6. The actual velocity controlling apparatus of claim 5,

with said overspeed operation detecting means setting the effort request signal to a predetermined value when the overspeed operation is corrected for removing the brake effort.

7. In apparatus for controlling the actual velocity of a passenger vehicle in accordance with at least one of an input command velocity signal, an input modified velocity signal and an input program stop velocity signal, and providing a first velocity signal in accordance with a selected one of said input velocity signals, the combination of

means coupled with said vehicle for providing an actual velocity signal,

means for providing an effort request velocity signal for controlling the actual velocity of said vehicle in response to the first velocity signal and the actual velocity signal, with said effort request velocity signal providing means including a controller having a proportional operation and an integral operation,

means for determining the integral operation in relation to the proportional operation such that when the controller is in saturation the integral operation is substantially zero to prevent said integral operation from causing an overspeed or an underspeed of the passenger vehicle, and

means coupled with said vehicle and responsive to said effort request signal for controlling the actual velocity of said vehicle.

8. The actual velocity controlling apparatus of claim 7, including

means for holding said integral operation substantially at zero until the actual speed of the vehicle is within a predetermined relationship with said first velocity signal.

9. The actual velocity controlling apparatus of claim 8, when said first velocity is provided in accordance with one of the input command velocity signals and the input modified velocity signal, including

means responsive to a second velocity signal having a predetermined relationship to said input program stop velocity signal for causing said first velocity signal to be provided in accordance with said input program stop velocity signal.

10. The method of controlling the actual velocity of a passenger vehicle operative with an input velocity signal, a program stop velocity signal, a look-ahead velocity signal related to that program stop velocity signal, and a reference velocity signal with said actual velocity control being in accordance with a predetermined selection between one of said input velocity signal and said program stop velocity signal, including the steps of

determining an actual velocity signal for said vehicle,

determining an effort request velocity signal for controlling the actual velocity of said vehicle in response to said reference velocity signal and said actual velocity signal, and

determining an offset to said reference velocity signal when responding to said input velocity signal for improving the transition into response to the program stop velocity signal.

11. The method of controlling the actual velocity of a passenger vehicle having a power mode of operation and a brake mode of operation in response to a reference velocity signal in accordance with a program stop velocity signal, including the steps of

determining an actul velocity signal for said vehicle,

determining an effort request signal for controlling the actual velocity of the vehicle in response to the reference velocity signal and the actual velocity signal,

controlling said vehicle in response to said effort request signal in the power mode of operation when the reference velocity signal is greater than the actual velocity signal and controlling said vehicle in response to said effort request signal in the brake mode of operation when the actual velocity signal is greater than the reference velocity signal, and

providing a minimum brake condition for said vehicle in relation to a predetermined effort request signal and an adjustable control characteristic between the power mode of operation and the brake mode of operation.