Apparatus and method for conserving fuel during dynamic braking of locomotives

• US 4,735,385 A
• Filed: 06/24/1987
• Issued: 04/05/1988
• Est. Priority Date: 06/24/1987
• Status: Expired due to Fees

• Current Assignee: New York Air Brake Corporation (Knorr-Bremse GmbH)
• Original Assignee: Halliburton Company
• Inventors: Lynch, Michael J., Nickles, Stephen K., Haley, John E.
• Primary Examiner(s): Chambers, A. Michael
• Assistant Examiner(s): Fox, John C.
• Application Number:
  US07/065,993
• Time in Patent Office: 286 Days
• Field of Search: 246/167 R, 246/182 R, 246/182 B, 246/182 A, 105/26 R, 105/62.1, 303/3, 303/20, 188/158, 188/159
• US Class Current: 246/182.00B
• 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: B61C 17/06 Power storing devices
• CPC Class Codes: B61C 17/12 Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units control from points outside the train B61L3/00; fluid-actuated telemotors, servomotors F15B; control devices in general G05
• CPC Class Codes: Y02T 30/00 Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Abstract

A respective microcomputer-based dynamic braking proportioning unit is disposed on each locomotive of a group of locomotives of a train consist. Each unit is connected to the brake setup and brake control wires of a trainline communicating with all of the locomotives, and each unit is connected to the dynamic braking equipment of its respective locomotive. Each unit includes two data entry mechanisms, such as switches, by which the respective microcomputer is advised of the total number of locomotives and of a unique number identifying the respective locomotive within the group. From the two signals from the trainline and the total locomotive and unique locomotive identification data, the respective microcomputer determines and outputs appropriate dynamic brake equipment control signals for the respective locomotive. These control signals are generated so that not all of the locomotives necessarily need to be placed in a dynamic braking mode for all levels of total dynamic braking required, thereby allowing any unneeded locomotive to be operated at a lower fuel consuming power level.

Claims

1. An apparatus for conserving fuel during dynamic braking of a train consist including a plurality of locomotives, each of which locomotives comprises dynamic braking means for dynamically braking the respective locomotive and through all of the which locomotives a common electrical trainline is connected so that a master brake control signal, defining a total required dynamic braking within a range between no dynamic braking and full dynamic braking, is provided over the trainline to each locomotive when the train consist is to be dynamically braked, said apparatus comprising:

means, responsive to the master brake control signal, for determining which of the dynamic braking means of the locomotives are to be actuated in response to the master brake control signal;

means, responsive to said means for determining, for defining a portion of the total required dynamic braking to be provided by each of the dynamic braking means which are to be actuated; and

means, responsive to said means for defining, for providing to each dynamic braking means which is to be actuated a respective slave brake control signal defining to the respective dynamic braking means the respective portion of the total requried dynamic braking to be provided thereby.

2. A system for conserving fuel during dynamic braking of a train consist including a plurality of locomotives, each of which locomotives comprises dynamic braking means for dynamically braking the respective locomotive and through all of which locomotives a brake setup signal and a brake control signal are communicated, which brake control signal defines a total required dynamic braking, said system comprising a plurality of dynamic braking proportioning units, each of said units disposed on a respective one of the locomotives and each of said units including:

input means for receiving the brake setup signal and the brake control signal communicated to the respective locomotive;

control means, connected to said input means, for computing in response to the brake setup signal and the brake control signal the portion, if any, of the total required dynamic braking to be provided by the respective locomotive and for generating an output control signal in response thereto; and

output means, connected to said control means, for communicating to the dynamic braking means of the respective locomotive said output control signal so that the dynamic braking means of the respective locomotive provides the computed portion, if any, of the total required dynamic braking.

3. A system as defined in claim 2, wherein said control means includes:

means for specifying the total number, Y, of locomotives in the train consist;

means for assigning a unique whole number, X, to the respective locomotive, wherein 0<

X≦

Y;

means for determining whether the brake control signal has a voltage magnitude, designated BC, which is greater than the mathematical product of the voltage magnitude of the brake control signal representing full required dynamic braking, designated BC_max, multiplied by the quantity [(X-1)/Y]; and

means for computing a voltage magnitude, BC'"'"', for said output control signal equal to a mathematical quantity in response to the brake setup signal indicating a need for dynamic braking and in response to said BC being greater than said mathemtical product, said mathematical quantity including;

[BC-(BC_max (X-1)/Y)](Y), provided, however, BC'"'"' is equated to BC_max if said mathematical quantity is greater than BC_max.

4. A system as defined in claim 3, wherein said control means further includes means for generating a second output control signal, with a voltage magnitude B'"'"', in response to the brake setup signal and said means for determining whether BC>

(BC_max) [X-1)/Y], wherein

B'"'"'=a maximum brake setup signal voltage magnitude, B_max, if the brake setup signal has a voltage magnitude B=B_max and BC>

(BC_max) [(X-1)/Y], and

B'"'"'=a minimum brake setup signal voltage magnitude, B_min, if B=B_min or BC≦

(BC_max) [X-1)/Y].

5. A system as defined in claim 2, wherein said control means includes:

a microcomputer;

an analog-to-digital converter including an ADC input and ADC output, said ADC input connected to said input means so that the brake control signal is connected to said analog-to-digital converter, and said ADC output connected to said microcomputer; and

a digital-to-analog converter including a DAC input

and a DAC output, said DAC input connected to said microcomputer and said DAC output connected to said output means so that said output control signal is provided therethrough.

6. A system as defined in claim 5, wherein said control means further includes:

means for communicating to said microcomputer the total number of locomotives in the train consist; and

means for communicating to said microcomputer a respective number assigned to the respective locomotive.

7. A system as defined in claim 6, wherein said control means further includes:

input isolator means, connected to said input means and said microcomputer, for communicating to said microcomputer a logic value of the brake setup signal; and

output isolator means, connected to said microcomputer and said output means, for communicating to said output means a second output control signal having a logic value determined in response to the brake setup signal and the brake control signal.

8. A method of conserving fuel during dynamic braking of a plurality of locomotives to which a brake setup signal, having a magnitude B, and a brake control signal, having a magnitude BC, of a 74-volt trainline are provided, each locomotive including respective dynamic braking means for dynamically braking the respective locomotive, said method comprising:

assigning to each locomotive a respective unique number, X;

specifying to each locomotive the total number, Y, of locomotives within the plurality of locomotives; and

performing the following steps independently in each locomotive;

converting the brake control signal into a respective output control signal, having a magnitude BC'"'"', for controlling the dynamic braking means of the respective locomotive, said converting including;

determining whether B=74 and whether BC>

74(X-1)/Y for the respective locomotive; and

generating said output control signal if B=74 and BC≦

74(X-1)/Y for the respective locomotive, wherein said output control signal has a magnitude;

BC'"'"'=[BC-(74(X-1)/Y)]Y, if 0<

[BC-(74(X-1)/Y)]Y≦

74, or

BC'"'"'=74, if [BC-(74(X-1)/Y)]Y>

74; and

communicating BC'"'"' to the dynamic braking means of the respective locomotive.

9. A method as defined in claim 8, wherein said performing the following steps independently in each locomotive further includes:

detecting whether B=0 or B=74;

generating a second output control signal with a voltage B'"'"'=74 if B=74 and BC>

74(X-1)/Y for the respective locomotive;

generating B'"'"'=0 if B=0 or BC≦

74(X-1)/Y; and

communicating B'"'"' to the dynamic braking means of the respective locomotive.