Braking grid isolation for locomotive traction motor control system

• US 5,517,093 A
• Filed: 12/16/1993
• Issued: 05/14/1996
• Est. Priority Date: 12/16/1993
• Status: Expired due to Term

• Current Assignee: General Electric Company
• Original Assignee: General Electric Company
• Inventors: Gromacki, Bryan M., Augustyniak, Timothy
• Primary Examiner(s): Cabeca, John W.
• Application Number:
  US08/168,610
• Time in Patent Office: 880 Days
• Field of Search: 318/63, 318/138, 318/254, 318/439, 318/380, 318/379, 318/261, 318/375, 318/362
• US Class Current: 318/63
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 7/003 Dynamic electric braking by short circuiting the motor
• CPC Class Codes: B60L 7/02 Dynamic electric resistor braking B60L7/22 takes precedence

Abstract

A locomotive traction motor control system includes a traction motor to propel a locomotive when it motors, and to slow the locomotive when it engages dynamic braking. A resistive element dissipates electrical energy generated during dynamic braking. A control element, operatively coupled to the resistive element, selectively isolates the resistive element from the tractor motor when the locomotive motors. The resistive grid isolation may be accomplished with a pair of isolation switches coupled in series between the traction motor and the resistive element and a controller which opens the isolation switches when the locomotive motors and closes the isolation switches when the locomotive engages dynamic braking.

Claims

1. A locomotive traction motor control system comprising:

a) a traction motor for converting electrical energy into kinetic energy when a locomotive motors and for converting kinetic energy into electrical energy when the locomotive engages dynamic braking;

b) a resistive element for dissipating the electrical energy; and

c) control means, operatively coupled to the resistive element, for selectively isolating the resistive element from the traction motor when the locomotive motors, said control means including;

i) a first isolation switch, coupled in series with a first terminal on the traction motor and a first terminal on the resistive element, to selectively isolate the resistive element from the traction motor;

ii) a second isolation switch couple din series with a second terminal on the traction motor and a second terminal on the resistive element, to selectively isolate the resistive element from the traction motor; and

iii) a controller which opens the first and second isolation switches when the locomotive motors and closes the first and second isolation switches when the locomotive engages dynamic braking.

2. The system of claim 1 wherein the first and second isolation switch each include:

a braking state where a first contact is coupled to a second contact, thereby coupling the resistive grid to the traction motor;

a self-load state, where the first contact is coupled to a third contact, thereby coupling the resistive grid to the traction motor, and;

a motoring state, where the first contact is isolated from the second and third contacts, thereby isolating the resistive grid from the traction motor.

3. A locomotive traction motor control system comprising:

a) first and second traction motors, for converting electrical energy into kinetic energy when motoring a locomotive and for converting kinetic energy into electrical energy during dynamic braking;

b) a resistive element, for dissipating the electrical energy; and

c) control means, operatively coupled to the resistive element, for selectively isolating the resistive element from the traction motors during motoring, and for selectively connecting the resistive element in series with the traction motors during dynamic braking, the control means including;

i) a first isolation switch, coupled in series with the first traction motor and a first terminal or the resistive element, to selectively isolate the resistive element from the first traction motor;

ii) a second isolation switch, coupled in series with the second traction motor and a second terminal on the resistive element, to selectively isolate the resistive element from the second traction motor; and

iii) control means for generating a control signal to facilitate control of the first and second isolation switches during motoring or for closing the first and second isolation switches during dynamic braking.

4. The traction motor control system of claim 3, wherein the first and second isolation switches are responsive to the control signal from the controller to facilitate moving a contact of the first and second switch to an isolated position.

5. The traction motor control system of claim 3, wherein the isolation switches are common to a single pneumatically actuated switch, which operates both switches in response to common control signals from the controller.

6. The traction motor control system of claim 3, further comprising:

a) a first self-load switch, coupled between the current source and the first armature terminal of the first traction motor;

b) a second self-load switch, coupled between the current source and the first armature terminal of the second traction motor; and

c) third and fourth self-load switches, coupled in parallel with each other between the current source and a common point between the first and second resistive elements;

wherein the control means closes the first and second self-load switches and opens the third and fourth self-load switches during motoring and dynamic braking, and opens the first and second self-load switches and closes the third and fourth self-load switches during self-load, such that during self-load, current produced by the current source is diverted from the traction motors and dissipated through the resistive grid.

7. A switch apparatus for a traction motor control system, comprising:

a) at least one multi-state switch assembly, having;

i) a first state where a first contact is coupled to a second contact;

ii) a second state, where the first contact is coupled to a third contact; and

iii) a third isolation state, where the first contact is isolated form the second and third contacts;

b) actuator means responsive to electronic control signals, for selectively moving the first contact to said third isolation state;

c) feedback means, responsive to movement of the first contact, for generating a position signal corresponding to the third isolation state of the first contact, said feedback means including;

i) a cam block which accurately rotates in response to the actuator means, and includes a plurality of parallel cams, each having a cam profile;

ii) a plurality of microswitches, in operative communication with the cams, to generate position signals corresponding to the position of the first contact in each of at least the first, second, and third state.

8. The switch apparatus of claim 7, wherein the cam block includes:

a) a first position cam, to indicate when the first contact is in the first state;

b) a second position cam, to indicate when the first contact is in the second state; and

c) a third position cam, to indicate when the first contact is in the third isolation state.

9. The switch apparatus of claim 7, wherein the actuator means includes:

a) a solenoid;

b) an air valve, responsive to the solenoid;

c) an air chamber, coupled to a first port on the air valve;

d) a supply of compressed air, coupled to a second port on the air valve; and

e) linkage means, responsive to the air chamber, for moving the first contact and for moving the feedback means when the solenoid admits compressed air into the air chamber.

10. A switch apparatus comprising:

a) a plurality of three state switch assemblies, each assembly having;

i) a first state where a first contact is coupled to a second contact;

ii) a second state, where the first contact is coupled to a third contact, and;

iii) a third isolation state, where the first contact is isolated from the second and third contacts;

b) a cam block, which arcuately rotates synchronously with the first contact, and includes

i) a first position cam, with a cam profile to indicate when the first contact is in the first state;

ii) a second position cam, with a cam profile to indicate when the first contact is in the second state; and

iii) a third position cam, with a cam profile to indicate when the first contact is in the third isolation state;

c) at least three switches, one each in operative communication with one of the cams to provide switch position signals indicating whether the switch is in one of the three states;

d) an actuator assembly, having;

i) a first solenoid;

ii) a first air valve, responsive to the first solenoid;

iii) a first air chamber, coupled to a first port on the first air valve;

iv) a second solenoid;

v) a second air valve, responsive to the second solenoid;

vi) a second air chamber, coupled to a first port on the second air valve;

vii) a supply of compressed air, coupled to a second port on the first air valve, and coupled to a second port on the second air valve;

viii) linkage means, responsive to the air chambers, for moving the first contact and for moving the cam block when the solenoid admits compressed air into the air chamber;

e) control means, for applying a first control signal to the first solenoid to move the first contact to the first state, for applying a second control signal to the second solenoid to move the first contact to the second state, and for selectively applying either or both of the first and second control signals to the first and second solenoids, respectively, in response to at least one of the switch position signals, to move the first contact to the third isolation state.