Method and system using traction inverter for locked axle detection

ABSTRACT

A method and system for detecting the occurrence of an actual locked condition in a locomotive system having a locomotive operating in an isolated mode of operation. The locomotive has a plurality of AC traction motors for propelling the locomotive system during normal operations. The AC motors are reconfigurable to operate as AC generators and are connected to a common DC bus. When a potential locked condition in a first motor is detected, the DC bus is energized with an initial voltage using an alternate source of power. The DC bus voltage is regulated with a second motor by reconfiguring the second motor to operate as a generator. The torque produced by the first motor is then measured at a plurality of levels of electromagnetic flux in the first motor. Based on the measured torque, it is determined whether the potential locked condition is an actual locked condition.

INFORMATION

DETAILED DESCRIPTION OF THE INVENTION

BRIEF DESCRIPTION OF THE DRAWINGS

The above-mentioned and other features of the invention, and the manner of obtaining them, will become more apparent and the invention itself will be better understood by reference to the following description of the embodiments of the invention taken in conjunction with the accompanying drawings, wherein:

FIG. 1 is a block diagram of two diesel-electric locomotives operating in consist according to the prior art;

FIG. 2 is a simplified electrical schematic of an AC diesel-electric locomotive according to the invention;

FIG. 3 is a block diagram of a processor of the invention such as may be used for detecting the occurrence of actual locked axle condition; and

FIGS. 4A-4B collectively show a flow chart of one exemplary embodiment of the detection method of the invention.

DETAILED DESCRIPTION

The present invention may be utilized in various types of alternating current (AC) induction motor powered vehicles such as, for example, transit cars and locomotives. By way of illustration, the invention is described herein as it may be applied to locomotives. FIG. 1 illustrates one possible operational example of a locomotive system having a first locomotive A and a second locomotive B in a consist (hereinafter, referred to collectively as locomotive ). The locomotive may be, for example, an AC diesel-electric locomotive. Locomotive includes a diesel engine that drives an alternator and a rectifier . As is generally understood in the art, 3-phase voltages developed by the alternator are applied to AC input terminals of the power rectifier bridge . The direct current (DC) output of the rectifier is coupled via a DC bus to one or more inverters which invert the DC power to AC power at a selectable variable frequency. The inverter is electrically coupled in energizing relationship to each of a plurality of adjustable speed AC traction motors . As is understood in the art, traction motors provide the tractive power to move the locomotive system and any other vehicles, such as load vehicles, attached to locomotive system .

One common locomotive configuration includes one inverter and traction motor coupled to an axle/wheel set . Such a configuration results in three inverters per truck , and six inverters and traction motors per locomotive . Each of the traction motors is hung on a separate axle-wheel set and is mechanically coupled, via conventional gearing (not shown), in a driving relationship to the associated axle-wheel set . FIG. 1 illustrates a single inverter for convenience. However, it is understood, but not necessary, that each traction motor is coupled to an associated inverter . During normal operation, the magnitude of output voltage and current supplied to rectifier bridge is determined by the magnitude of excitation current supplied to the field windings of the alternator . The excitation current is set in response to an operator demand for vehicle speed to a controller which is in turn responsive to actual speed as represented by speed signals. The controller converts the speed command to a corresponding torque command for use in controlling the motors . Since AC motor torque is proportional to rotor current and air gap flux, these quantities may be monitored; or, alternatively, other quantities such as applied voltage, stator current and motor RPM may be used to reconstruct motor torque in controller as is known in the art.

In one embodiment, locomotive A and the traction motors located thereon supply tractive power for the locomotive system . Locomotive B represents a locomotive that is not being used at the current time for tractive power. Typically, such locomotives that are not being used for tractive power are put into an isolate mode with its associated diesel engine operating at low speeds and the associated alternator disabled.

The traction motors also provide a braking force for controlling speed or for slowing locomotive system . This is commonly referred to as dynamic braking, and is generally understood in the art. Simply stated, when a traction motor is not needed to provide motivating force, it can be reconfigured (via power switching devices) so that the motor operates as a generator. So configured, the traction motor generates electric energy which has the effect of slowing the locomotive. In prior art locomotives, the energy generated in the dynamic braking mode is typically transferred to a resistance grid mounted on the locomotive. Thus, the dynamic braking energy is converted to heat and dissipated from the system. In other words, electric energy generated in the dynamic braking mode is typically wasted. Motor voltage and current are controlled to set a desired braking effort.

FIG. 2 is an electrical schematic of the locomotive of FIG. . The output of the alternator and rectifier is connected to the DC bus which supplies DC power to the plurality of traction motors, of which only two, A and B, are shown for convenience. The DC bus may also be referred to as a traction bus because it carries the power used by the traction motor subsystems. As explained above, a typical prior art diesel-electric locomotive includes four or six traction motor subsystems.

During braking, the power generated by the traction motors is dissipated through the dynamic braking grid subsystem . As illustrated in FIG. 2, a typical prior art dynamic braking grid includes a plurality of contactors (e.g., DB-DB) for switching a plurality of power resistive elements between the positive and negative rails of the DC bus . Each vertical grouping of resistors may be referred to as a string. One or more power grid cooling blowers (e.g., BL and BL) are normally used to remove heat generated in a string due to dynamic braking.

In FIG. 2, two traction motor subsystems comprising an inverter (e.g., inverter A) and a corresponding traction motor (e.g., traction motor A) are shown. Each traction motor subsystem also comprises a speed sensor (e.g., speed sensor A, referred to generally as speed sensor ). Speed sensors are used to provide speed signals representative of the rotational speeds in revolutions per minute (RPM) of the shafts of the traction motors . These rotational speed signals are readily converted to wheel speed in a well-known manner. The speed sensors are used to monitor for locked axle conditions as is known in the art. However, the speed sensor systems have high failure rates due to the treacherous environment in which they operate. Co-assigned U.S. Pat. No. 5,990,648 entitled “Method for Detecting Locked-Axle Conditions Without a Speed Sensor” (hereinafter “the '648 patent”) issued to Kumar et al., which is hereby incorporated by reference in its entirety, describes a method of detecting locked axle conditions without the use of speed sensors.

Controller (see FIG. 1) further includes a speed sensor failure detection processor for distinguishing between potential locked-axle conditions and actual locked axle conditions in the presence of faulty sensor data. As shown in FIG. 3, processor receives the following input signals: a signal representative of locomotive speed , such as may be readily obtained from one or more radar sensors or other speed sensors connected to axles not suspected of being subject to a locked axle condition; a signal representative of motor torque feedback ; a signal representative of a potential locked-axle condition ; and a signal indicative of the maximum flux level which the processor will be allowed to command. FIG. 3 further shows that processor supplies information in connection with the status of the potentially locked axle . Such information may be displayed by a suitable display (not shown) to inform an operator of the presence of the potential locked axle condition so that appropriate corrective measures can be promptly implemented. In addition, such information may be transmitted to a fault storage unit for maintaining fault history in a given locomotive. Other output signals supplied by processor include a signal representative of a motor speed command which may be supplied to the inverter driving the motor coupled to the potentially locked axle; and a signal representative of a flux command , which is supplied to the aforementioned inverter. Processor is shown in FIG. 3 as including a memory , an arithmetic logic unit and a timer .

FIGS. 4A-4B, which are interconnected through connecting circle labeled A, collectively show a flow chart useful for describing one embodiment of a method of operating the processor in order to detect a locked-axle condition. In this embodiment, the wheels connected to the suspected locked axle are presumed to be turning freely at or near the locomotive speed. Thus, when a frequency value corresponding to a speed slightly below locomotive speed is applied to the induction motor, if the motor is turning at a speed corresponding to the locomotive speed, then the motor will produce braking torque; and hence a locked axle condition would not be indicated. Conversely, if the axle is locked, then the motor will be at zero speed, and the torque produced by the motor will be a motoring torque.

As illustrated in FIG. 4A, upon start of operations at step , a detection step comprises detecting a potential locked axle condition on a locomotive operating in an isolate mode. For example, if the speed sensor value goes to zero while the locomotive system is moving, then this could indicate that either the speed sensor has failed or that in fact the axle is locked. The method described in FIGS. 4A-D reliably distinguish between either of such conditions without having to stop the locomotive system and check the operational status of the speed sensor or other burdensome procedure.

In the example described with respect to FIGS. 1 and 2, locomotive B is operated in the isolated mode. Engine on locomotive B is not available to power the alternator and rectifier is not available to power the DC bus . Therefore, initially the DC bus may be substantially deenergized. For purposes of this example, it is assumed that the speed sensor A associated with the traction motor subsystem comprising inverter A and corresponding traction motor A has failed and the traction motor subsystem comprising inverter B and corresponding traction motor B has an operating speed sensor B. The selection of these traction motor subsystems is for illustrative purposes, and one skilled in the art will recognize that any of the traction motor subsystems can be used as the controlling subsystem.

Step comprises placing an initial voltage on the DC bus with an alternate source of power. The initial voltage can be a voltage substantially less than the voltage normally present on the bus when the engine is supplying the alternator and rectifier . In one embodiment, a low voltage control battery is used to provide the initial voltage. As illustrated in FIG. 2, a BJ+ contactor and a BJ− contactor are connected across the DC bus . The BJ+ and BJ− contactors , connect the low voltage control battery that is typically used to move the locomotive around, especially in buildings or train yards without the use of the diesel engine. Typically the battery is a 75VDC battery, however other low voltage batteries are contemplated. With the BJ+ and BJ− contactors , closed, an initial DC voltage is selectively placed on the DC bus .

Often there is a residual voltage stored in the alternator as is understood by one skilled in the art. In another embodiment, this residual voltage is selectively applied to provide the initial voltage on the DC bus. In another embodiment, the alternator can be used to selectively supply power from the isolated diesel engine operating at the low speeds. Typically, less than about 5% and more particularly, less than about 1% of the rated power of the diesel engine or about 4 horsepower is necessary to bootstrap the traction motor B.

In step , the initial voltage on the DC bus is used to create a small flux on the traction motor with the working speed sensor (in this example, traction motor B is associated with the working speed sensor) to bootstrap the traction motor B.

Step comprises regulating the DC voltage on the DC bus with the traction motor B operating as a generator and inverter B.

In step , the inverter frequency is set for the inverter associated with the speed sensor providing the potential locked axle condition (in this example, inverter A) to the to a value that is sufficiently low relative to a calculated motor synchronous speed so as to induce a sufficiently large braking slip. Those skilled in the art will appreciate that the calculated synchronous motor speed can be calculated in controller using well known techniques using information regarding wheel diameter, gear ratio and locomotive speed. By way of example, in one application it has been found that setting the inverter frequency to a value equivalent to 200 RPM below the calculated motor synchronous speed is sufficient to induce a relatively large braking slip.

Step comprises varying the level of electromagnetic flux in the motor associated with the speed sensor providing the potential locked axle contrition (in this example, motor A). The flux variation may occur in the form of ramping the level of flux from a level of about zero to a level which is a predetermined fraction of a full flux level normally used by the motor. The motor B regulating the voltage on the DC bus is used to control the flux variation. Such fractional level flux selection ensures that a high torque is not produced by the traction motor even if the frequency value selected in step is slightly off. By way of example, in that the same application referenced above, the predetermined fractional level was conveniently chosen to have a value of about 10% of the normal full flux level used by the motor.

At step , the torque produced during the flux ramping step is measured by the torque sensor. Step comprises comparing any measured torque, such as motoring torque, against a predetermined motoring torque limit, which may be conveniently stored in circuit memory (FIG. ). The comparing step can be readily performed in arithmetic logic unit (FIG. ). As illustrated in FIG. 4C, step allows for making at least an initial determination based on the measured motoring torque as to whether the potential or suspected locked-axle condition is an actual locked axle condition. In particular, if the motoring torque measured in step exceeds the motoring torque limit then this would indicate that the axle is not rotating; and an actual locked axle condition would be indicated in step .

If the measured motoring torque does not exceed the motoring torque limit, then step allows for ramping the frequency value toward a value which is close to the calculated motor synchronous speed but is not equal to or above the calculated motor synchronous speed. Step then allows for measuring torque, such as motoring or braking torque produced during frequency ramping step . Step allows for comparing whether the measured torque, such as motoring torque, exceeds the motoring torque limit; if it does, then a locked axle condition is indicated in step . Step allows for comparing whether the measured torque, such as braking torque, exceeds the braking torque limit which may be conveniently stored in memory (FIG. ). If the measured braking torque does not exceed the braking torque limit, then step indicates that the axle is locked. However, if the measured braking torque exceeds the braking torque limit, then step indicates that the suspected locked axle condition does not correspond to an actual locked axle condition; i.e., the axle is actually rotating.

Step allows for resetting various signals representative of parameters such as motor flux and speed command. Prior to end of operations in step , step allows for calculating, using timer circuit (FIG. ), a suitable time to wait before restarting the method at step .

It will be appreciated by those skilled in the art that this alternative embodiment is not limited to detection of axle rotation about a zero speed since any given rotational speed of the axle may be conveniently detected, without use of a speed sensor coupled to that axle, by choosing suitable first and second inverter frequency values. For example, if the given speed is 100 RPM, then one could choose a first frequency value of about 30 RPM and a second frequency value of about 170 RPM to verify whether in fact the axle is rotating near 100 RPM.

Alternately, other methods of detecting locked-axle conditions without speed sensors, such as the additional methods identified in the '648 patent, can be used.

As the prime mover power is supplied by traction motor B operating as a generator, when the locomotive system (FIG. 1) comes to a stop, the traction motor B stops generating power. Thus, the generator cannot maintain a voltage on the DC bus , voltage on the bus drops to substantially zero, ensuing an inherently safe condition on which to operate on the equipment associated with the DC bus .

When introducing elements of the present invention or the embodiment(s) thereof, the articles “a,” “an,” “the,” and “said” are intended to mean that there are one or more of the elements. The terms “comprising,” “including,” and “having” are intended to be inclusive and mean that there may be additional elements other than the listed elements.

It will be understood that the specific embodiments of the invention shown and described herein are exemplary only. Numerous variations, changes, substitutions and equivalents will now occur to those skilled in the art without departing from the spirit and scope of the present invention. Accordingly, it is intended that all subject matter described herein and shown in the accompanying drawings be regarded as illustrative only and that the scope of the invention be solely determined by the appended claims.

CLAIMS

1. A method for detecting the occurrence of an actual locked condition in one or more of a plurality of AC traction motors which are reconfigurable to operate as AC generators, wherein said AC traction motors connected to a common DC bus, said method comprising: detecting a potential locked condition in a first motor; energizing the DC bus with an initial voltage using an alternate source of power; regulating the DC bus voltage with a second motor of the plurality of AC traction motors by reconfiguring the second motor to operate as a generator; measuring torque produced by the first motor at a plurality of levels of electromagnetic flux in the first motor; and determining based on the measured torque whether the potential locked condition is an actual locked condition.

2. The method of claim 1 wherein energizing the DC bus is performed with a low-voltage battery.

3. The method of claim 2 wherein energizing the DC bus including selectively connecting the DC bus to the low-voltage battery until the second motor is operating as a generator then open-circuiting the battery.

4. The method of claim 1 wherein energizing the DC bus is performed with residual voltage from an alternator coupled to the DC bus.

5. The method of claim 1 wherein energizing the DC bus is performed with a diesel engine operating at less than 5% of it rated power.

6. The method of claim 5 wherein: detecting comprises detecting a potential locked axle condition in an axle coupled to the first motor; and wherein determining comprises determining based on the measured torque whether the potential locked-axle condition is an actual locked axle condition.

7. The method of claim 6 further comprising setting the frequency of an inverter which controls the first traction motor coupled to the potentially locked axle to a predetermined frequency value, whereby the level of electromagnetic flux in the first motor is varied, and wherein measuring the torque comprises measuring a torque produced by the first motor as the flux varies step.

8. The method of claim 6 further comprising setting the frequency of an inverter which controls the first motor coupled to the potentially locked axle to a predetermined first frequency value at a first frequency polarity, varying the level of electromagnetic flux in the first motor, measuring torque produced by the motor while operating at the predetermined frequency value and first polarity, setting the inverter frequency to a second value which is substantially the same as said predetermined first frequency value and at a second frequency polarity opposite to the first polarity, wherein measuring the torque comprises measuring torque produced by the first motor while operating at the second frequency value and polarity, and determining based on the respective values of torque measured during the measuring steps whether the potential locked-axle condition is an actual locked axle condition.

9. The method of claim 1 wherein measuring the torque comprises setting the frequency of an inverter which controls the first traction motor to a predetermined frequency value, varying the level of electromagnetic flux in the first motor, and measuring torque produced by the first motor during the flux varying step.

10. The method of claim 1 wherein measuring the torque comprises setting the frequency of an inverter which controls the first motor to a predetermined first frequency value at a first frequency polarity, varying the level of electromagnetic flux in the first motor, measuring torque produced by the first motor while operating at the predetermined frequency value and first polarity, setting the inverter frequency to a second value which is substantially the same as said predetermined first frequency value and at a second frequency polarity opposite to the first polarity, measuring torque produced by the first motor while operating at the second frequency value and polarity, and determining based on the respective values of torque measured during the measuring steps whether the potential locked-axle condition is an actual locked axle condition.

11. A system for detecting the occurrence of an actual locked-axle condition in an isolated vehicle having a plurality of AC traction motors which are reconfigurable to operate as AC generators, said AC traction motors connected to a common DC bus, said system comprising: a speed sensor detecting a potential locked axle condition in an axle coupled to a first motor of the plurality of AC traction motors; a power supply energizing the DC bus with an initial voltage using an alternate source of power; a voltage regulator regulating DC bus voltage with a second motor of the plurality of AC traction motors by reconfiguring the second motor to operate as a generator; a torque sensor measuring a torque produced by the first motor at a plurality of levels of electromagnetic flux in the first motor; and a processor determining based on the measured torque whether the potential locked-axle condition is an actual locked axle condition.

12. The system of claim 11 wherein the power supply comprises a low-voltage battery for energizing the DC bus.

13. The system of claim 12 wherein the power supply intermittently connects the low-voltage battery to the DC bus.

14. The system of claim 11 wherein the power supply comprises a residual voltage from an alternator coupled to the DC bus for energizing the DC bus.

15. The system of claim 11 wherein the power supply comprises a diesel engine operating at less than 5% of it rated power for energizing the DC bus.

16. The system of claim 11 wherein the power supply sets the frequency of an inverter which controls the first traction motor coupled to the potentially locked axle to a predetermined frequency value, wherein the voltage regulator varies the level of electromagnetic flux in the first motor, and wherein the torque sensor measures the torque produced by the first motor during the varying flux.

17. The system of claim 11 wherein the power supply sets the frequency of an inverter which controls an AC motor coupled to the potentially locked axle to a predetermined first frequency value at a first frequency polarity, wherein a voltage regulator varies the level of electromagnetic flux in the motor, and wherein the torque sensor measures the torque produced by the motor while operating at the predetermined frequency value and first polarity, wherein the power supply sets the inverter frequency to a second value which is substantially the same as said predetermined first frequency value and at a second frequency polarity opposite to the first polarity, wherein the torque sensor measures the torque produced by the motor while operating at the second frequency value and polarity, and wherein the processor determines based on the respective values of torque measured during the measuring steps whether the potential locked-axle condition is an actual locked axle condition.

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