Train control having improved wheel wear adjustment for more accurate train operation

• US 4,819,168 A
• Filed: 01/19/1988
• Issued: 04/04/1989
• Est. Priority Date: 01/19/1988
• Status: Expired due to Fees

• Current Assignee: ABB Daimler-Benz Transportation
• Original Assignee: AEG Westinghouse Transportation Systems, Inc.
• Inventors: Laskey, Paul S.
• Primary Examiner(s): LaRoche, Eugene R.
• Assistant Examiner(s): MIS, DAVID C
• Application Number:
  US07/145,175
• Time in Patent Office: 441 Days
• Field of Search: 364/424, 364/426, 246/182 R, 246/182 A, 246/182 B, 246/182 C, 180/197
• US Class Current: 701/19
• 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: B60T 8/1705 for rail vehicles
• CPC Class Codes: B61C 15/14 controlling distribution of tractive effort between driving wheels
• CPC Class Codes: B61D 13/00 Tramway vehicles

Abstract

A microprocessor control system is provided for a steel wheel vehicle having at least two propulsion/braking units. Each unit operates a truck having a pair of axles each with two steel wheels. A propulsion/braking control includes a microprocessor that applies current commands to respective chopper controls that operate the axle motor drives. Braking command signals operate the associated braking system to apply dynamic and/or friction braking in the braking mode.

Claims

1. A control system for a steel wheel vehicle having at least two propulsion/braking units with each operating at least one axle, said system comprising:

a propulsion/braking control generating current signals to operate the axle motor drives and generating braking signals to operate the associated braking system in accordance with command signals;

a spin/slide control for adjusting said propulsion/braking control in accordance with differential axle speeds to avoid vehicular spins/slides;

means for generating a signal representative of the speed of each axle;

means for generating a signal representative of an entered actual wheel size for a preselected one of said axles;

means for computing speed adjust factors, for the respective axles from the entered actual wheel size, the base wheel sizes and the axle speeds;

means for adjusting the respective axle speeds in accordance with the speed adjust factors and for applying the adjusted axle speeds to said spin/slide control for computation of differential axle speeds with wheel wear compensation;

means for computing tractive effort adjust factors for the respective propulsion/braking units from the actual wheel size, the base wheel sizes and the axle speeds; and

means for applying the tractive effort adjustment factors to said propulsion/braking control for computation and execution of tractive effort with wheel wear compensation.

4. A train control as set forth in claim 1 wherein the speed adjust factors are computed cyclically and the tractive effort adjust factor is computed once after each new wheel size is input.

5. A train control as set forth in claim 1 wherein the car speed must be at or near zero speed for the adjust factors to be calculated and implemented.

6. A train control as set forth in claim 1 wherein a reference axle speed is computed from the product of the axle speed for which the wheel size is input and the ratio of the wheel size input to the original wheel size, the speed adjust factor for the axle for which the wheel size is input is computed as the ratio of the wheel size input to the original wheel size, the speed adjust factor for other axles is computed as the ratio of the reference axle speed to the measured axle speed, and the tractive effort adjust factor for each propulsion/braking unit is a function of the speed adjust factor or factors for the axle or axles associated with the unit.

7. A train control as set forth in claim 6 wherein each propulsion/braking unit is associated with two axles and the tractive effort adjust factor for each unit is the average of the speed adjust factors for the two axles for that input.

8. A train control as set forth in claim 1 wherein a microprocessor is employed as a substantial part of said propulsion/braking and spin/slide controls and is operated to make the adjust factor computations.

9. A train control as set forth in claim 1 wherein the wheel size for the selected axle is the average wheel size for the two wheels on the axle.

12. A train control as set forth in claim 5 wherein the speed adjust factors are computed cyclically and the tractive effort adjust factor is computed once after each new wheel size is input.

13. A train control as set forth in claim 6 wherein the speed adjust factors are computed cyclically and the tractive effort adjust factor is computed once after each new wheel size is input.

14. A train control as set forth in claim 7 wherein the speed adjust factors are computed cyclically and the tractive effort adjust factor is computed once after each new wheel size is input.

15. A train control as set forth in claim 8 wherein the speed adjust factors are computed cyclically and the tractive effort adjust factor is computed once after each new wheel size is input.

16. A train control as set forth in claim 9 wherein the speed adjust factors are computed cyclically and the tractive effort adjust factor is computed once after each new wheel size is input.

2. A control system for a steel wheel vehicle having at least two propulsion/braking units with each operating at least one axle, said system comprising:

a propulsion/braking control generating current signals to operate the axle motor drives and generating braking signals to operate the associated braking system in accordance with command signals;

a spin/slide control for adjusting said propulsion/braking control in accordance with differential axle speeds to avoid vehicular spins/slides;

means for generating a signal representative of the speed of each axle;

means for generating a signal representative of an entered actual wheel size for a preselected one of said axles;

means for computing speed adjust factors for the respective axles from the entered actual wheel size, the base wheel sizes and the axle speeds; and

means for adjusting the respective axle speeds in accordance with the speed adjust factors and for generating an indication of the wheel wear compensated vehicle speed from the adjusted axle speeds and for generating an indication of distance travelled from the calculated vehicle speed.

10. A train control as set forth in claim 2 wherein the travelled vehicle distance is computed from vehicle speed derived as the average of the wheel wear compensated axle speeds.

3. A control system for a steel wheel vehicle having at least two propulsion/braking units with each operative with at least one axle, said system comprising:

a propulsion/braking control generating current signals to operate the axle motor drives and generating braking signals to operate the associated braking system in accordance with command signals;

a spin/slide control for adjusting said propulsion/braking control in accordance with differential axle speeds to avoid vehicular spins/slides;

means for generating a signal representative of the speed of each axle;

means for generating a signal representative of an entered actual wheel size for a preselected one of said axles;

means for computing speed adjust factors for the respective axles from the entered actual wheel size, the base wheel sizes and the axle speeds;

means for adjusting the respective axle speeds in accordance with the speed adjust factors and for applying the adjusted axle speeds to said spin/slide control for computation of differential axle speeds with wheel wear compensation;

means for generating an indication of the wheel wear compensated vehicle speed from the adjusted axle speeds and for generating an indication of distance travelled from the calculated vehicle speed;

means for computing tractive effort adjust factors for the respective propulsion/braking units from the actual wheel size, the base wheel sizes and the axle speeds; and

means for applying the tractive effort adjustment factors to said propulsion/braking control for computation and execution of tractive effort with wheel wear compensation.

11. A train control as set forth in claim 3 wherein the speed adjust factors are computed cyclically and the tractive effort adjust factor is computed once after each new wheel size is input.