Method for inhibiting wheel slip in an electric alternating current induction motor powered vehicle

• US 5,480,220 A
• Filed: 06/05/1995
• Issued: 01/02/1996
• Est. Priority Date: 08/26/1992
• Status: Expired due to Term

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Kumar, Ajith K.
• Primary Examiner(s): Graham, Matthew C.
• Application Number:
  US08/461,921
• Time in Patent Office: 211 Days
• Field of Search: 303/100, 303/111, 303/112, 303/20, 303/15, 303/3.95, 303/110, 180/65.1-65.8, 180/6.5, 180/197, 318/86, 318/87, 318/90, 318/71, 318/52
• US Class Current: 303/151
• CPC Class Codes: B60K 28/16 responsive to, or preventing, skidding of wheels brake control systems for vehicle drive stability B60T8/1755; arrangements responsive to a speed condition for adjusting wheel braking force B60T8/32; control of vehicle driving stability otherwise than by controlling the propulsion unit only B60W30/02; preventing wheel slippage by reducing power in rail vehicles B61C15/00
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2220/12 Induction machines
• CPC Class Codes: B60L 3/10 Indicating wheel slip ; Correction of wheel slip
• CPC Class Codes: B61C 15/12 by reducing the driving power

Abstract

A method for inhibiting wheel slip in an electric alternating current induction motor powered vehicle responsive to a frequency command signal and to a signal representative of actual motor torque for establishing a corresponding excitation frequency for the induction motor develops the frequency command signal from a torque command signal. The method compares the torque command signal to selectively variable relatively positive and negative torque command limits to develop a torque reference signal. The magnitude of the signal corresponding to actual motor torque is subtracted from the magnitude of the torque reference signal to develop a torque error signal, which error signal is then converted to a corresponding torque regulator signal. The torque regulator signal is summed with the torque reference signal to develop a motor torque signal and the motor torque signal is then converted to a corresponding frequency command signal. This method assures that motor torque does not exceed the torque which would result in slipping or sliding and thus prevents the initiation of a wheel slip or slide.

Claims

1. A method for inhibiting wheel slip in an electric alternating current induction motor powered vehicle including electric power control means comprising the steps of:

determining a vehicle speed;

converting the vehicle speed to a torque command signal;

estimating relatively positive and negative torque command limits using the vehicle speed and a maximum allowable vehicle speed;

comparing the torque command signal to the positive and negative torque command limits to develop a torque reference signal limited to a maximum value corresponding to a respective one of the positive and negative torque command limits;

subtracting the magnitude of the signal corresponding to actual motor torque from the magnitude of the torque reference signal to develop a torque error signal;

converting the torque error signal to a corresponding torque regulator signal;

summing the torque regulator signal with the torque reference signal to develop a motor torque signal;

converting the motor torque signal to a corresponding frequency command signal; and

obtaining, from the electric power control means, an excitation frequency for the induction motor corresponding to the frequency command signal.

2. A method for inhibiting wheel slip in an electric alternating current (AC) induction motor powered vehicle, the vehicle including excitation control means for supplying controlled frequency excitation to motors driving the vehicle, the method comprising the steps of:

determining actual vehicle speed;

selecting a speed limiting value from the most limiting of (1) a sum of actual vehicle speed converted to actual wheel speed plus a desired wheel slip and (2) a rate of change of wheel speed;

comparing actual wheel speed to the speed limiting value; and

maintaining actual wheel speed less than the speed limiting value by varying excitation frequency in response to said comparing step.

3. The method of claim 2 and including the further steps of:

developing a torque command signal representative of a torque required to propel the vehicle at a preselected speed; and

limiting the magnitude of the torque command signal to a range defined between a torque slip positive maximum value and a torque slip negative maximum value.

4. The method of claim 3 and including the additional steps of:

combining the torque command signal with a signal representative of actual motor torque for developing a torque error signal representative of a difference therebetween;

converting the torque error signal to a torque regulator signal suitable for enabling a motor torque corresponding to the commanded torque; and

limiting the torque regulator signal to a value within a range between values corresponding to maximum allowable positive and negative slip frequencies for the motor of the vehicle.

5. The method of claim 4 and including the further step of summing the torque regulator signal with the torque command signal for developing a torque signal for energizing the motor.

6. The method of claim 5 and including the further step of converting the torque signal to a slip frequency command signal for energizing the motor at an excitation frequency corresponding to the torque command signal.

7. The method of claim 3 wherein said limiting step includes the sub-steps of:

developing a velocity error signal representative of a difference between a maximum allowable wheel velocity and actual wheel velocity;

summing the velocity error signal with a signal representative of a wheel slip corresponding to the commanded torque for developing a slip limit signal; and

converting the slip limit signal to a corresponding one of the torque slip positive maximum and torque slip negative maximum values.

8. The method of claim 7 and including the further step of comparing the slip limit signal to a motor slip maximum allowable value signal and selecting a most limiting one of the signals for use in the converting step.

9. The method of claim 8 and including the further step of summing each of the torque slip positive maximum value and the torque slip negative maximum value with the limited torque command signal for developing a difference therebetween in each instance representative of a corresponding one of the values of the maximum allowable positive and negative slip frequencies.

10. The method of claim 7 wherein the step of developing a velocity error signal includes the further steps of summing actual wheel velocity with a selected wheel slip velocity for developing the maximum allowable wheel velocity.

11. The method of claim 10 and including the further step of:

summing a signal representative of vehicle wheel acceleration with a signal representative of the maximum allowable wheel velocity for developing a signal representative of a rate of change of wheel speed; and

selecting the minimum of the rate of change of wheel speed and the maximum allowable wheel velocity for comparison with the actual wheel velocity for developing the velocity error signal.