Managing wheel skid in a locomotive

• US 7,064,507 B2
• Filed: 02/16/2005
• Issued: 06/20/2006
• Est. Priority Date: 02/17/2004
• Status: Active Grant

• Current Assignee: Railpower, LLC
• Original Assignee: Railpower Technologies Corp.
• Inventors: Donnelly, Frank Wegner, Watson, John David
• Primary Examiner(s): IP, SHIK LUEN PAUL
• Application Number:
  US11/060,223
• Publication Number:
  US 20050189887A1
• Time in Patent Office: 489 Days
• Field of Search: 318/52, 318362-375, 318/381, 303/139, 105/26.05
• US Class Current: 318/376
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 2240/70 Interactions with external data bases, e.g. traffic centres
• CPC Class Codes: B60L 2260/46 by self learning
• CPC Class Codes: B60L 3/102 of individual wheels
• CPC Class Codes: B60T 8/1705 for rail vehicles
• CPC Class Codes: B61C 15/08 Preventing wheel slippage adjusting wheel-braking force to prevent wheel slippage B60T8/00 ; removing undesirable matter from the permanent way of railways E01H8/00
• CPC Class Codes: B61C 15/12 by reducing the driving power
• CPC Class Codes: B61C 15/14 controlling distribution of tractive effort between driving wheels
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility
• CPC Class Codes: Y02T 30/00 Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
• CPC Class Codes: Y02T 90/16 Information or communication technologies improving the operation of electric vehicles

Abstract

The present invention is directed to the termination of the occurrence of wheel slip/skid and prediction and prevention of the onset of wheel slip/skid in a locomotive. In one configuration, a lookup table of adhesion factors is used to predict the occurrence of wheel slip/skid.

Claims

1. A method, comprising:

(a) in a locomotive comprising a plurality of traction motors, each driving a plurality of wheels, braking at least one wheel driven by at least one traction motor

(b) determining that the at least one braking wheel is skidding and that the wheels driven by the other traction motors are not skidding; and

(c) incrementally increasing a power level applied to the traction motor driving the at least one skidding wheel without increasing the power level applied to the other traction motors wherein, after each incremental power increase, the incrementally increased power is maintained for a predetermined time interval to determine whether wheel skid has stopped as a result of the respective incremental power increase.

2. The method of claim 1, wherein the power is supplied to the first traction motor, and wherein at least one of the amplitude, pulse width or frequency of the power waveform is incrementally increased in the increasing step (c).

3. The method of claim 1, further comprising:

(d) determining operating characteristic in effect at a selected point before and/or during the occurrence of the wheel skid; and

(e) using the operating characteristic to predict a later possible occurrence of wheel skid.

4. The method of claim 3, wherein the determining step (d) comprises the substep:

detecting the operating characteristic of each of the plurality of traction motors and/or at least one wheel driven by each of the plurality of traction motors; and

wherein the operating characteristic is at least one of(i) an armature voltage of the corresponding traction motor,(ii) a rotational speed of one wheel driven by the corresponding traction motor, (iii) a rotational speed of the corresponding traction motor, (iv) a current and/or a current derivative history of the corresponding traction motor, and (v) a commutator signature in the current of the corresponding traction motor.

5. The method of claim 4, wherein the determining step (d) comprises the at least one of the following substeps:

(i) detecting an abrupt decrease to zero of the armature voltage of an individual traction motor,

(ii) detecting an abrupt decrease to zero in the revolutions-per-minute (rpms) of an individual an individual traction motor,

(iii) detecting an abrupt decrease to zero in the revolutions-per-minute (rpms) of an individual wheel or axle,

(iv) detecting an abrupt increase in the traction motor current or current time derivative, (v) detecting the disappearance of commutator noise in the traction motor current, and/or (vi) determining when a wheel speed has stopped relative to the true ground speed of the locomotive.

6. The method of claim 3, wherein a sensor independently monitors each of the traction motors and wherein a later possible occurrence of wheel skid is deemed to exist, the operating characteristic of a first traction motor has a predetermined relationship with an operating characteristic setpoint.

7. The method of claim 3, wherein the determining step (d) comprises:

comparing a detected operating characteristic detected for each of the traction motors to the operating characteristic setpoint and wherein, when the detected operating characteristic has the predetermined relationship with the operating characteristic setpoint, at least one wheel of a corresponding fraction motor is determined to be experiencing wheel skid.

8. The method of claim 7, wherein the operating characteristic is an adhesion coefficient wherein each traction motor has a respective adhesion coefficient characterizing the onset of wheel skid and wherein at least two fraction motors have different adhesion coefficients.

9. A locomotive, comprising:

a plurality of traction motors, each of the plurality of traction motors being independently coupled to and driving at least one wheel;

a plurality of brakes, at least one of which is operatively engaged with at least one wheel; and

a controller operable (a) to brake at least one wheel driven by at least one fraction motor;

(b) to determine that the at least one braking wheel is skidding and that the wheels driven by the other fraction motors are not skidding;

(c) to incrementally increase a power level applied to the fraction motor driving the at least one skidding wheel without increasing the power level applied to the other fraction motors, and (d) after each incremental power increase, to maintain the incrementally increased power for a predetermined time interval to determine whether wheel skid has stopped as a result of the respective incremental power increase.

10. The locomotive of claim 9, further comprising:

a prime energy source;

an energy conversion device, in communication with the prime energy source, to convert the energy output by the prime energy source into electricity;

an energy storage device, in communication with the energy conversion device and the plurality of traction motors, to receive and store direct current electricity;

a plurality of power control circuits corresponding to the plurality of traction motors.

11. The locomotive of claim 9, wherein the power is supplied to the first traction motor in a power waveform, and wherein at least one of the amplitude, pulse width or frequency of the waveform is incrementally increased in the increasing operation.

12. The locomotive of claim 9 further comprising:

a processor operable to determine that an operating characteristic in effect at a selected point before and/or during the occurrence of the wheel skid; and

use the operating characteristic to predict a later possible occurrence of wheel skid.

13. The locomotive of claim 12, wherein the processor is operable to detect the operating characteristic of each of the plurality of traction motors and/or at least one wheel driven by each of the plurality of traction motors;

and wherein the operating characteristic is at least one of(i) an armature voltage of the corresponding traction motor,(ii) a rotational speed of one wheel driven by corresponding traction motor, (iii) a rotational speed of the corresponding traction motor, (iv) a current and/or a current derivative history of the corresponding fraction motor, and (v) a commutator signature in the current of the corresponding traction motor.

14. The locomotive of claim 13, wherein the processor is operable to (i) detect an abrupt decrease to zero of the armature voltage of an individual traction motor, (ii) detect an abrupt decrease to zero in the revolutions-per-minute (rpms) of an individual an individual fraction motor, (iii) detect an abrupt decrease to zero in the revolutions-per-minute (rpms) of an individual wheel or axle,(iv) detect an abrupt increase in the traction motor current or current tune derivative, (v) detect the disappearance of commutator noise in the traction motor current, and/or (vi) determine when a wheel speed has stopped relative to the true ground speed of the locomotive.

15. The locomotive of claim 12, wherein a sensor independently monitors each of the traction motors and wherein a later possible occurrence of wheel skid is deemed to exist the operating characteristic of a first traction motor has a predetermined relationship with an operating characteristic setpoint.

16. The locomotive of claim 12, wherein the processor is operable to compare a detected operating characteristic detected for each of the traction motors to the operating characteristic setpoint and wherein, when the detected operating characteristic has the predetermined relationship with the operating characteristic setpoint, at least one wheel of a corresponding traction motor is determined to be experiencing wheel skid.

17. The locomotive of claim 16, wherein the operating characteristic is an adhesion coefficient, wherein each traction motor has a respective adhesion coefficient characterizing the onset of wheel skid and wherein at least two traction motors have different adhesion coefficients.

18. A method, comprising:

(a) in a locomotive comprising a plurality of traction motors, each driving a plurality of wheels, braking at least one wheel driven by at least one traction motor; and

(b) during braking, continuing to apply a voltage to each of the traction motors, the applied voltage being less than or equal to a back electromotive force of each traction motor, whereby, when the at least one wheel skids and the back electromotive force disappears, the corresponding traction motor, in response to the applied voltage, thereupon applies a torque to the at least one wheel thereby resisting continued skidding of the at least one wheel.

19. The method of claim 18, further comprising:

when the applied torque is nor sufficient to overcome skidding of the at least one wheel, increasing a power level applied to the corresponding fraction motor driving the at least one skidding wheel.

20. The method of claim 19, wherein the power is increased without increasing the power level applied to the other traction motors.