AC motorized wheel control system

• US 6,150,780 A
• Filed: 11/13/1998
• Issued: 11/21/2000
• Est. Priority Date: 09/04/1997
• Status: Expired due to Term

• Current Assignee: GE Global Sourcing LLC (Westinghouse Air Brake Technologies Corporation)
• Original Assignee: General Electric Company
• Inventors: Young, Henry Todd, Beach, Frederick Gaylord, Roman, James Price
• Primary Examiner(s): Sircus, Brian
• Application Number:
  US09/191,778
• Time in Patent Office: 739 Days
• Field of Search: 318/2, 318/3, 318/9, 318/139, 318/268-279, 318/430, 318/431, 318/436, 318/369, 318/372-374, 318/375, 477/182-187, 477/194, 477/195, 477/197, 477/199, 477/209, 477/210, 701/70, 701/22
• US Class Current: 318/270
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 15/2009 for braking
• CPC Class Codes: B60L 15/2036 Electric differentials, e.g. for supporting steering vehicles
• CPC Class Codes: B60L 2220/18 Reluctance machines
• CPC Class Codes: B60L 2240/36 Temperature of vehicle components or parts
• CPC Class Codes: B60L 2250/10 by alarm
• CPC Class Codes: B60L 2250/26 by pedal actuation
• CPC Class Codes: B60L 3/0023 Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
• CPC Class Codes: B60L 50/61 by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

Torque is distributed by calculating first and second torque commands using a requested torque and a ratio of speeds of first and second wheels and limiting them in accordance with respective torque command approved ranges and approved change rates; converting the limited torque commands to horsepower commands and limiting them in accordance with respective horsepower command approved ranges and approved change rates; and converting the limited horsepower commands to present torque commands. Maximum horsepower available is determined by using an engine speed to determine a nominal amount of available horsepower; applying a desired load status signal and an actual engine load status signal to a proportional-integral A regulator; and using the nominal amount of available horsepower and an output signal of the regulator to determine the maximum amount of available horsepower. Thermal protection is provided by obtaining component temperatures of a plurality of components; normalizing each component temperature; obtaining a normalized drive system temperature by determining a maximum value of the normalized component temperatures; and comparing the normalized drive system temperature with at least one predetermined maximum normalized temperature and using a result of the comparison to determine whether a corrective action is needed. A truck is started on an incline by determining whether its speed is below a predetermined speed limit, a service brake is applied, and an accelerator pedal is depressed, and, if so, permitting a propulsion torque to build without requiring an operator override action.

Claims

1. A method of propelling an electromotive vehicle up an incline, the vehicle having wheels, motors at the wheels for propelling the vehicle and for selectively functioning as electric power generators for generating electrical power for retarding travel of the vehicle, a brake control for applying both an electric retarding action as electric power is generated at the wheels and a mechanical friction braking action, and an acceleration control for delivering electric power to the motors at the wheels to develop torque for propelling the vehicle, the method comprising:

sensing the speed of the vehicle;

determining if the speed of the vehicle is below a first predetermined speed limit;

activating the brake control;

activating the acceleration control; and

automatically disabling the electric retarding action while retaining the mechanical friction braking action if the speed of the vehicle is below the first predetermined speed and if the brake control and acceleration control are both activated during the same time period, wherein propulsion torque is built at the motors to hold the vehicle on the incline without requiring operator override action.

2. The method of claim 1, further comprising continuing to disable the electric retarding action until the speed of the vehicle reaches a second predetermined speed limit greater than the first.

3. The method of claim 1, wherein the brake control is actuated first and then the acceleration control.

4. A system for propelling an electro-motive vehicle up an incline, the vehicle comprising:

wheels;

motors at the wheels which propel the vehicle and selectively function as electric power generators for generating electric power for retarding travel of the vehicle;

a brake control which applies both an electric dynamic retarding action as electric power is generated at the wheels and a mechanical friction braking action;

an acceleration control which delivers electric power to the motors at the wheels to develop torque for propelling the vehicle;

a speed sensor which senses the speed of the vehicle; and

a processor which disables the electric retarding action while retaining the mechanical friction braking action if the speed of the vehicle is below a first predetermined speed limit and the brake control and acceleration control are both activated during the same time period for enabling propulsion torque to build to hold the vehicle on the incline without requiring operator override action.

5. The system of claim 4, wherein the brake control is a brake pedal having a first position controlling only the electric retarding action and a second position controlling both the electric retarding action and the mechanical friction braking action.

6. The system of claim 4, wherein the brake control is a brake switch controlling both the electric retarding action and mechanical friction braking action.

7. The system of claim 4, wherein the processor is a computer on the vehicle.

8. The system of claim 4, wherein the processor returns control of the electric retarding action to the brake control when the speed of the vehicle exceeds a second predetermined speed limit greater than the first.

9. The system of claim 4, wherein the speed sensor is in communication with the processor and sends speed data to the processor.