Cross blending electro-dynamic/friction brake system for multi-car train consist having mixed power and non-power cars

• US 4,659,149 A
• Filed: 11/08/1985
• Issued: 04/21/1987
• Est. Priority Date: 11/08/1985
• Status: Expired due to Term

• Current Assignee: Westinghouse Air Brake Technologies Corporation
• Original Assignee: American Standard Companies Incorporated (Ideal Standard International Topco SCA)
• Inventors: Rumsey, Steven C., Reiss, John R., Cymbor, Wayne P.
• Primary Examiner(s): Reger, Duane A.
• Assistant Examiner(s): Graham, Matthew C.
• Application Number:
  US06/796,670
• Time in Patent Office: 529 Days
• Field of Search: 303/3, 303/15, 303/16, 303/17, 303/20, 188/155, 188/156, 188/159, 188/160
• US Class Current: 303/3
• CPC Class Codes: B60L 15/2009 for braking
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2240/36 Temperature of vehicle components or parts
• CPC Class Codes: B60L 2240/421 Speed
• CPC Class Codes: B60L 2240/423 Torque
• CPC Class Codes: B60L 2250/26 by pedal actuation
• CPC Class Codes: B60L 7/14 for vehicles propelled by ac motors
• CPC Class Codes: B60L 7/26 Controlling the braking effect
• CPC Class Codes: B60L 9/16 using ac induction motors
• CPC Class Codes: B60T 13/586 the retarders being of the electric type
• CPC Class Codes: B60T 13/665 the systems being specially adapted for transferring two or more command signals, e.g. railway systems B60T13/662 takes precedence
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A cross blending brake system for a multi-car train having power cars that provide regenerative braking through the electro-dynamic action of the car'"'"'s traction motors, as well as friction braking through an electric/friction brake blending valve, and non-power cars that provide friction braking only through an electric/friction brake blending valve. Since the regenerative brake effort on the power cars is limited only by the available wheel to rail adhesion on these cars, the regenerative action of the electro-dynamic brake provides brake effort in excess of the power car brake requirement, thus reducing the friction brake requirement of the non-power cars, which is limited by the lower threshold energy absorption ability of the wheels. The cross blending control utilizes the excess power car regenerative braking to avoid overheated wheels, while at the same time realizing a net energy savings and reduced brake shoe wear, particularly at maximum levels of regeneration.

Claims

1. A cross-blending brake system for a train of cars including at least one power car having electro-dynamic brake means therefor and at least one non-power car comprising:

(a) a brake pipe extending continuously through said train of cars in which fluid under pressure is carried;

(b) a signal wire extending continuously through said train of cars in which an electrical current is carried;

(c) a brake valve device including a control handle rotatable in a brake application range between full release and full service brake positions to effect a corresponding variation in the level of said brake pipe fluid pressure and said signal wire current, said brake pipe fluid pressure providing an analog fluid pressure brake demand signal, and said signal wire current providing an analog electric brake demand signal to control said electro-dynamic brake means in accordance with the desired rate of train retardation;

(d) means for providing a feedback signal corresponding to the regenerative current of said electro-dynamic brake means;

(e) means for providing a first control signal, the value of which is the same as the value of said electric brake demand signal when said feedback signal corresponds to said electric brake demand signal and is less than the value of said electric brake demand signal by an amount proportional to the difference between said electric brake demand signal and said feedback signal when said electric brake demand signal exceeds said feedback signal;

(f) a fluid-pressure-operated brake unit on said at least one power car and on said at least one non-power car;

(g) first blending valve means including first and second motor means subject respectively to said fluid brake demand signal and to said first control signal for producing a differential force in response to which said non-power car brake unit is operated to provide friction braking thereat when said differential force occurs as a result of the force exerted by said first motor means being greater than the force exerted by said second motor means;

(h) means for amplifying said feedback signal to provide a second control signal; and

(i) second blending valve means including third and fourth motor means subject respectively to said fluid pressure brake demand signal, and to said second control signal for producing a differential force in response to which said power car brake unit is operated to provide friction braking thereat when said differential force occurs as a result of the force exerted by said third motor means being greater than the force exerted by said fourth motor means.

2. A cross blending brake system, as recited in claim 1, wherein the level of said first control signal is zero in said full service position of said brake valve handle when said electro-dynamic brake means is operating at a predetermined level of regeneration.

3. A cross blending brake system, as recited in claim 2, wherein said predetermined level of regeneration is 76% of full regeneration.

4. A cross blending brake system, as recited in claim 2, wherein the slope of said first control signal when said electric brake demand signal exceeds said feedback signal remains constant for any level of regeneration.

5. A cross blending brake system, as recited in claim 4, wherein said amplification of said feedback signal to provide said second control signal is by a factor selected such that said second control signal becomes less than said electric brake demand signal in a position of said brake valve handle in which the level of said first control signal becomes zero, except when the level of regeneration is greater than said predetermined level.

6. A cross blending brake system, as recited in claim 5, further comprising limit means for maintaining said first control signal constant at proportionally higher values above zero, as the level of regeneration of said electro-dynamic brake means varies between said predetermined level and 100% in said full service position of said brake valve handle and beyond.

7. A cross blending brake system, as recited in claim 2, wherein said means for providing said first control signal comprises:

(a) a comparator having a first input subject to said feedback signal, a second input subject to said electric brake demand signal, and an output providing a difference signal corresponding to the difference between said signals at said first and second inputs; and

(b) a signal generator having a first input subject to said electric brake demand signal, a second input subject to said difference signal, and an output providing said first control signal so as to match said electric brake demand signal when said feedback signal is equal to said electric brake demand signal and so as to vary in inverse proportion to said electric brake demand signal in accordance with said difference signal when inequality exists between said electric brake demand signal and said feedback signal.

8. A cross blending brake system, as recited in claim 1, further comprising limit means for preventing said second control signal from exceeding said electric brake demand signal in said full service position of said brake valve handle and beyond.

9. A cross blending brake system, as recited in claim 1, further comprising:

(a) a first load responsive means for modifying said electric brake demand signal according to the load condition of said at least one power car whereby said second control signal accordingly modifies the effect of said fourth motor means on said force differential produced at said second blending valve means;

(b) said second blending valve means including second load responsive means for modifying the effect of said third motor means thereof on said force differential according to the load condition of said power car to balance the effect of said fourth motor means thereof whereby said force differential controlling said brake unit of said power car reflects the load condition thereof; and

(c) third load responsive means for modifying said first control signal according to the load condition of said at least one non-power car to modify the effect of said second motor means on said force differential produced at said first blending valve means; and

(d) said first blending valve means including first load responsive means for modifying the effect of said fluid pressure motor thereof on said force differential according to the load condition of said at least one non-power car to balance the effect of said second motor means thereof, whereby said force differential controlling said brake unit of said non-power car reflects the load condition thereof.

10. A cross blending brake system, as recited in claim 7, wherein said at least one power car includes first and second power cars, comprising:

(a) first summing means having first and second inputs subject respectively to said feedback signal of said first power car and to said feedback signal of said second power car and an output connected to said first input of said comparator; and

(b) second summing means having first and second inputs subject respectively to said electric brake demand signal of said first power car and to said electric brake demand signal of said second power car and an output connected to said second input of said comparator.

11. A cross blending brake system, as recited in claim 1, further comprising:

(a) first inverter means for providing said fluid pressure brake demand signal in inverse relationship to said brake pipe fluid pressure; and

(b) second inverter means for providing said electric brake demand signal in inverse relationship to said signal pipe current level.

12. A cross blending brake system, as recited in claim 1, wherein said first blending valve means operates said brake unit of said non-power car in said full service position of said brake valve handle to provide a maximum allowable level of friction braking thereon during a zero level of regeneration of said electro-dynamic brake means in response to the absence of said second control signal at said second motor means of said first blending valve means, said maximum allowable level of friction braking being such as to establish a rate of retardation of said non-power car equal to a rate of train retardation corresponding to said full service position of said brake valve handle.

13. A cross blending brake system, as recited in claim 1, wherein said second blending valve means operates said brake unit of said power car in said full service position of said brake valve handle to provide a maximum level of friction braking thereon during a zero level of regeneration of said electro-dynamic brake means in response to the absence of said second control signal at said fourth motor means of said second blending valve means, said maximum friction brake level being such as to effect a rate of retardation of said at least one power car equal to a rate of train retardation corresponding to said full service position of said brake valve handle.