US20160347315A1 - Electronic Speed Control for Locomotives - Google Patents
Electronic Speed Control for Locomotives Download PDFInfo
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- US20160347315A1 US20160347315A1 US14/722,831 US201514722831A US2016347315A1 US 20160347315 A1 US20160347315 A1 US 20160347315A1 US 201514722831 A US201514722831 A US 201514722831A US 2016347315 A1 US2016347315 A1 US 2016347315A1
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Classifications
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/10—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for automatic control superimposed on human control to limit the acceleration of the vehicle, e.g. to prevent excessive motor current
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Definitions
- This patent disclosure relates generally to a system and method for controlling a ground speed of a machine, and more particularly, to a system and method for controlling a ground speed of a locomotive using a controller operatively coupled to an engine and brake system.
- Closed-loop control is known for controlling the speed of machine transmission outputs, such as the ground speed of machines, swing speeds of machine components, or other speed-controlled machine elements.
- closed-loop speed control operates by minimizing a difference between a desired speed and an actual speed of the machine element in question.
- the actual speed of the controlled entity is fed back into a controller, which may implement a proportional-integral-derivative (PID) control scheme, to generate a power command signal.
- PID proportional-integral-derivative
- the controller typically generates the power command signal based on various gain parameters. While higher gains initially result in a more rapid response to speed change inputs, these gains may result in instability, such as continuous overshooting or ringing. For more stable speed control, a system may benefit from lower gain values. However, the resultant system may become less responsive to operator control inputs, which can lead to operator impatience and dissatisfaction, and in some cases, may also result in operator errors and inefficiencies.
- a drivetrain system for a machine comprises an engine operatively coupled to means for propelling the machine over a work surface, a brake operatively coupled to the means for propelling the machine over the work surface, and a controller operatively coupled to the engine and the brake.
- the controller is configured to generate a first speed error based on a first speed command signal and a first ground speed signal, generate a first engine speed command signal based on the first speed error, send the first engine speed command signal to the engine, compare the first speed error to an upper threshold, set a brake command signal to an engagement value when a magnitude of the first speed error is greater than a magnitude of the upper threshold, engage the brake in response to setting the brake command signal to the engagement value, and increase a speed of the engine in response to the first engine speed command signal while the brake command signal is set to the engagement value.
- a method for controlling a ground speed of a machine comprises generating a first speed error based on a first speed command signal and a first ground speed signal, generating a first engine speed command signal based on the first speed error, sending the first engine speed command signal from an engine speed controller to an engine of the machine, comparing the first speed error to an upper threshold via a brake controller, setting a brake command signal to an engagement value, via the brake controller, when a magnitude of the first speed error is greater than a magnitude of the upper threshold, engaging a brake of the machine in response to the setting the brake command signal to the engagement value, and increasing a speed of the engine in response to the first engine speed command signal while the brake command signal is set to the engagement value.
- an article of manufacture comprises non-transient machine-readable instructions encoded thereon for causing a controller to generate a first speed error based on a first speed command signal and a first ground speed signal, generate a first engine speed command signal based on the first speed error, send the first engine speed command signal from an engine speed controller to an engine of a machine, compare the first speed error to an upper threshold via a brake controller, set a brake command signal to an engagement value, via the brake controller, when a magnitude of the first speed error is greater than a magnitude of the upper threshold, engage a brake of the machine in response to setting the brake command signal to the engagement value, and increase a speed of the engine in response to the first engine speed command signal while the brake command signal is set to the engagement value.
- FIG. 1 is a side view of a machine, according to an aspect of the disclosure.
- FIG. 2 is a schematic diagram of a drivetrain system, according to an aspect of the disclosure.
- FIG. 3 is a schematic diagram of a controller, according to an aspect of the disclosure.
- FIG. 4 is a flowchart for a process of the drivetrain system, according to an aspect of the disclosure.
- FIG. 5 is a flowchart for a process of an engine speed controller, according to an aspect of the disclosure.
- FIG. 1 illustrates a machine 100 , according to an aspect of the disclosure.
- the machine 100 can be a railroad vehicle; an “over-the-road” vehicle, such as a truck used in transportation; an off-road vehicle; or may be any other type of machine that performs an operation associated with an industry such as mining, construction, farming, transportation, or any other industry known in the art.
- the machine 100 may be an off-highway truck, a railroad locomotive, and earth-moving machine, such as a wheel loader, an excavator, a dump truck, a backhoe, a motor grader, a material handler, or the like.
- the specific machine 100 illustrated in FIG. 1 is a railroad locomotive.
- the machine 100 includes an engine 102 operatively coupled to a controller 104 .
- the engine 102 may be an internal combustion engine including a reciprocating piston engine, such as a compression ignition engine or a spark ignition engine, a turbomachine such as a gas turbine, combinations thereof, or any other internal combustion engine known in the art.
- the engine 102 may be configured to generate a mechanical output that drives a main generator 108 to produce electric power.
- the electric power from the main generator 108 may be used to propel the machine 100 along a work surface 110 via one or more traction motors 112 operatively coupled with wheels 114 .
- the traction motors 112 and/or wheels 114 may be operatively coupled to brakes 116 to provide a retarding force on the traction motors 112 and/or wheels 114 .
- the engine 102 may also be operatively coupled to other means known in the art for propelling the machine 100 across the work surface 110 .
- the electric power from the main generator 108 may also be directed to other auxiliary loads within the machine 100 , such as control systems, heating, lights, fans, etc.
- the machine 100 may include an operator cab 118 that includes one or more control input devices 120 that are operatively coupled to the controller 104 .
- the control input devices 120 may include manual control input devices configured to communicate manual control inputs form an operator in the cab 118 to the controller 104 ; automatic control input devices such as open-loop controllers, closed-loop controllers, programmable logic controllers, and the like; remote control input devices such as wired or wireless telemetry devices; combinations thereof; or any other control input device known in the art.
- the machine 100 may also include at least one engine speed sensor 122 in electronic communication with the controller 104 .
- the engine speed sensor 122 may be operatively coupled to the engine 102 and configured to determine a speed of the engine 102 , such as a crankshaft speed of the engine 102 , a camshaft speed of the engine 102 , or a combination thereof.
- the engine speed sensor 122 may be a crankshaft position sensor, a camshaft position sensor, a Hall effect sensor, an optical sensor, an inductive sensor, or another type of sensor known in the art.
- the engine speed sensor 122 may periodically provide an engine speed signal 238 (see FIG. 3 ) to controller 104 .
- the engine speed sensor 122 may output the current engine speed to the controller 104 every 20 milliseconds.
- the engine speed sensor 122 may also be configured to send an engine speed signal 238 when it receives a request signal from the controller 104 .
- the machine 100 may also include at least one ground speed sensor 124 in electronic communication with the controller 104 .
- the ground speed sensor 124 may be operatively coupled to the traction motors 112 and/or wheels 114 and configured to determine a ground speed of the machine 100 .
- the ground speed sensor 124 may be a wheel speed sensor including bearingless wheelset speed sensors, optical sensors, magnetic sensors, or other sensors known in the art.
- the ground speed sensor 124 may also periodically provide a ground speed signal 216 (see FIG. 2 ) to the controller 104 .
- the ground speed sensor 124 may also be configured to send a ground speed signal 216 when it receives a request signal from the controller 104 .
- FIG. 2 is a schematic diagram of a drivetrain control system 200 , according to an aspect of the disclosure.
- the drivetrain control system 200 may include a control module 202 operatively connected to the engine 102 .
- the control module 202 may include an engine speed controller 204 and a brake controller 206 .
- the drivetrain control system 200 may also include a throttle 208 and a vehicle dynamics module 210 operatively coupled to the engine 102 .
- the control module 202 , the engine speed controller 204 , the brake controller 206 , and the vehicle dynamics module 210 may be modules programmed on and/or in communication with the controller 104 .
- the drivetrain control system 200 may receive a speed command signal 212 at a summation block 214 .
- the speed command signal 212 may represent a desired speed value of the machine 100 across the work surface 110 .
- the speed command signal 212 may be superimposed at the summation block 214 with a ground speed signal 216 generated by the vehicle dynamics module 210 .
- the summation block 214 may inverse a sign of the ground speed signal 216 before superimposing the ground speed signal 216 with the speed command signal 212 .
- the vehicle dynamics module 210 may be operatively connected to one or more ground speed sensors 124 in order to determine the ground speed signal 216 .
- the summation block 214 determines a speed error signal 218 from the speed command signal 212 and the ground speed signal 216 .
- the speed error signal 218 may represent the difference between the current ground speed of the machine 100 and a desired ground speed of the machine 100 .
- FIG. 2 illustrates that the speed error signal 218 is generated by superimposing the speed command signal 212 with the inverse of the ground speed signal 216 .
- the speed error signal 218 may be generated by other combinations of the speed command signal 212 and ground speed signal 216 .
- superposition of the speed command signal 212 and the inverse of the ground speed signal 216 may be achieved by direct superposition of analog signals, or arithmetic operations based on magnitudes of analog signals, digital signals, or combinations thereof, for example.
- the speed error signal 218 may be received by the engine speed controller 204 , and the engine speed controller 204 may generate an engine speed command signal 220 based on the speed error signal 218 .
- the engine speed command signal 220 may correspond to a desired speed of the engine 102 , such as a particular revolutions per minute (RPM) of a crankshaft and/or a camshaft of the engine 102 .
- RPM revolutions per minute
- the process for generating the engine speed command signal 220 is subsequently described in more detail with respect to FIG. 3 .
- the engine speed command signal 220 is received by the engine 102 and used to control a speed of the engine 102 .
- a throttle 208 may be operatively coupled to the engine 102 and configured to send a fuel command signal 222 to the engine 102 .
- the fuel command signal 222 may regulate a quantity of fuel injected into the engine 102 .
- the fuel command signal 222 may be used to control a speed of the engine 102 .
- the engine speed command signal 220 may override the fuel command signal 222 .
- the speed error signal 218 may also be received at the brake controller 206 .
- the brake controller 206 may generate a brake command signal 224 from the speed error signal 218 .
- the brake command signal 224 may correspond to an engagement value or a disengagement value configured to engage or disengage, respectively, the brakes 116 .
- the brake command signal 224 may also correspond to a variable braking force signal. For example, a magnitude of the braking force applied by the brakes 116 may be proportional to a magnitude of the brake command signal 224 .
- the brake controller 206 may toggle the braking force between two discrete states, namely a disengaged state and an engaged state. The process for generating the brake command signal 224 is subsequently described in more detail with respect to FIG. 3 .
- the brake command signal 224 is then sent from the brake controller 206 to the vehicle dynamics module 210 to control the brakes 116 .
- the ground speed of the machine 100 may change due to the engine speed command signal 220 and the brake command signal 224 .
- the ground speed of the machine 100 may increase as a result of increased engine 102 power output, for example.
- the engine speed command signal 220 is less than a current engine speed of the engine 102 and the brake command signal 224 is set at an engagement value
- the ground speed of the machine 100 may decrease as a result of a retarding force of the brakes 116 , a decrease in engine 102 power output, or combinations thereof.
- the vehicle dynamics module 210 may determine the ground speed of the machine 100 across the work surface 110 using ground speed sensors 124 and send the ground speed signal 216 to the summation block 214 .
- FIG. 3 is a schematic diagram of the control module 202 , according to an aspect of the disclosure.
- the control module 202 includes an engine speed controller 204 and a brake controller 206 .
- the engine speed controller 204 may include a PD control module 226 and a variable gain module 228 .
- the PD control module 226 may receive the speed error signal 218 from the summation block 214 .
- the speed error signal 218 may be scaled by a proportional gain (Kp) 230 at the PD control module 226 .
- the speed error signal 218 may also be scaled by a derivative gain (Kd) 232 at the PD control module 226 .
- the proportional gain 230 and the derivative gain 232 may be stored in a memory of the control module 202 .
- the proportional gain 230 and the derivative gain 232 may be configured by a user.
- the control module 202 may determine the proportional gain 230 and the derivative gain 232 based on various parameters of the machine 100 .
- the PD control module 226 may generate an adjusted speed error signal 234 .
- the PD control module 226 may be a PID controller that is configured to generate the adjusted speed error signal 234 with an integral gain (Ki) in addition to the proportional gain 230 , the derivative gain 232 , or combinations thereof.
- the variable gain module 228 may receive the adjusted speed error signal 234 from the PD control module 226 .
- the variable gain module 228 may adjust the adjusted speed error signal 234 into an engine speed adjustment signal 236 that may be processed by the engine 102 .
- the adjusted speed error signal 234 corresponds to a ground speed error of the machine 100 and has units of speed.
- the engine speed adjustment signal 236 may have units of engine speed, such as revolutions per minute (RPM).
- RPM revolutions per minute
- the variable gain module 228 may change the units of the adjusted speed error signal 234 to a corresponding engine speed value. This scaling may be based on a number of calibration factors of the machine 100 , including a gear ratio, a machine load, or other properties of the machine 100 .
- the engine speed adjustment signal 236 may be superimposed with an engine speed signal 238 at the summation block 240 to generate the engine speed command signal 220 .
- the engine speed command signal 220 may be a desired engine speed of the engine 102 .
- the engine speed signal 238 may be received from an engine speed sensor 122 operatively connected to the engine 102 .
- the engine speed command signal 220 may be contained in a speed data field of a Torque/Speed Control # 1 (TSC 1 ) message of an SAE J1939 data bus communication standard.
- TSC 1 Torque/Speed Control # 1
- the control module 202 in FIG. 3 further includes a brake controller 206 . Similar to the engine speed controller 204 , the brake controller 206 may receive the speed error signal 218 from the summation block 214 . An inverse gain module 242 may be applied to the speed error signal 218 to generate a modified speed error signal 244 . The modified speed error signal 244 may be received at the brake controller 206 . In other aspects, the inverse gain module 242 may not be implemented. The brake controller 206 may also receive an upper threshold value 246 and a lower threshold value 248 . The brake controller 206 may be configured to generate the brake command signal 224 based on a comparison between the modified speed error signal 244 and the upper/lower threshold values 246 , 248 .
- the brake controller 206 may set the brake command signal 224 to an engagement value when a magnitude of the modified speed error signal 244 is greater than a magnitude of the upper threshold 246 .
- the brake controller 206 may set the brake command signal 224 to a disengagement value when a magnitude of the modified speed error signal 244 is less than a magnitude of the lower threshold 248 . Further, the brake command signal 224 may remain unchanged from the previous value when the magnitude of the modified speed error 244 is between the lower threshold 248 and the upper threshold 246 .
- the drivetrain control system 200 may effect a hysteresis loop that may help avoid instability potentially caused by switching the brake ON and OFF too rapidly.
- the upper threshold value 246 and lower threshold value 248 may be pre-programmed values within the control module 202 . In other aspects, the upper threshold value 246 and lower threshold value 248 may be configured based on user input received at the control input devices 120 .
- the present disclosure is applicable to apparatus and methods for controlling a ground speed of a machine 100 , and more particularly, to a system and method for controlling a ground speed of a locomotive using a controller operatively coupled to an engine 102 and brake system 116 .
- the machine 100 may be configured to be propelled along a work surface 110 via one or more traction motors 112 associated with wheels 114 .
- the traction motors 112 may be directly or indirectly powered by mechanical output from the engine 102 . It will be appreciated that the traction motors 112 may be indirectly powered by mechanical output form the engine 102 when the traction motors 112 receive electrical power from a generator that is driven by shaft power from the engine 102 , for example.
- the machine 100 may have a steady-state idle ground speed that corresponds to the engine 102 being operated at an idle condition and the brakes 116 being disengaged.
- the machine 100 may have a steady-state idle ground speed of 5 km/hr when the engine 102 idles at 700 rpm and the brakes 116 are disengaged.
- FIG. 4 is a flowchart of a process 400 for the drivetrain control system 200 , according to an aspect of the disclosure.
- the process 400 may be executed by the controller 104 .
- the process 400 starts at step 402 .
- a speed error signal 218 is determined.
- the speed error signal 218 may be determined based on a difference between the speed command signal 212 and the ground speed signal 216 at the summation block 214 .
- step 406 the brake controller 206 determines whether a magnitude of the speed error signal 218 is greater than a magnitude of the upper threshold value 246 . If the magnitude of the speed error signal 218 is greater than the magnitude of the upper threshold value 246 , the process 400 proceeds to step 408 , and the brake controller 206 sets the brake command signal 224 to an engagement value. If the magnitude of the speed error signal 218 is less than the magnitude of the upper threshold value 246 , the process 400 proceeds to step 410 . At step 410 , the brake controller 206 determines whether the magnitude of the speed error signal 218 is less than a magnitude of the lower threshold value 248 .
- step 412 If a magnitude of the speed error signal 218 is less than the magnitude of the lower threshold value 248 , the process 400 proceeds to step 412 , and the brake controller 206 sets the brake command signal 224 to a disengagement value. If the magnitude of the speed error signal 218 is not less than the magnitude of the lower threshold value 248 , the process proceeds to step 414 , and the brake controller 206 may not change the brake command signal 224 . In other aspects, the brake controller 206 may complete step 410 before step 406 .
- step 416 the controller 104 may proceed to step 416 .
- the engine speed controller 204 generates the engine speed command signal 220 .
- the process for generating the engine speed command signal 220 has been described previously with reference to FIG. 3 .
- step 416 may be completed independently from steps 404 - 414 .
- the controller 104 may generate the engine speed command signal 220 before or while generating the brake command signal 224 .
- the process 400 then proceeds to step 418 .
- step 418 the ground speed of the machine 100 may be adjusted by the engine speed command signal 220 , the brake command signal 224 , or both.
- the controller 104 may engage the brakes 116 and simultaneously increase or decrease a speed of the engine 102 when the target ground speed of the machine 100 is less than a steady-state idle ground speed of the machine 100 .
- the process 400 ends at step 420 .
- FIG. 5 is a flowchart of a process 500 for the engine speed controller 204 , according to an aspect of the disclosure.
- the process 500 starts at step 502 .
- a speed error signal 218 may be received at a PD control module 226 .
- the speed error signal 218 may be determined based on a difference between the speed command signal 212 and the ground speed signal 216 at the summation block 214 .
- the engine speed controller 204 applies the proportional gain 230 and the derivative gain 232 to the speed error signal 218 to generate the adjusted speed error signal 234 .
- variable gain module 228 may apply various parameters to the adjusted speed error signal 234 to generate an engine speed adjustment signal 236 .
- the engine speed command signal 220 may be generated by superimposing the engine speed adjustment signal 236 with an engine speed signal 238 .
- the process 500 ends at step 512 .
- Process 400 and process 500 may be executed by the controller 104 .
- the controller 104 may be a solid state device having a processor and optionally other resources such as memory, converters, or the like to implement one or more control functions.
- the controller 104 may receive one or more signal and/or command inputs, which may be digital or analog, and provide one or more output control signals in keeping with the control process implemented by the controller 104 .
- the controller 104 may be a processor-based device that operates by executing computer-executable instructions read from a non-transitory computer-readable medium.
- the non-transitory computer-readable medium may be a hard drive, flash drive, RAM, ROM, optical memory, magnetic memory, combinations thereof, or any other machine-readable medium known in the art.
- the controller 104 may be single device or a plurality of devices. Further, the controller 104 may be a dedicated controller or may be implemented within an existing controller also serving one or more other functions, e.g., engine or machine speed control. It will be appreciated that any of the processes or functions described herein may be effected or controller by the controller 104 .
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Abstract
Description
- This patent disclosure relates generally to a system and method for controlling a ground speed of a machine, and more particularly, to a system and method for controlling a ground speed of a locomotive using a controller operatively coupled to an engine and brake system.
- Closed-loop control is known for controlling the speed of machine transmission outputs, such as the ground speed of machines, swing speeds of machine components, or other speed-controlled machine elements. Generally, closed-loop speed control operates by minimizing a difference between a desired speed and an actual speed of the machine element in question. Often, the actual speed of the controlled entity is fed back into a controller, which may implement a proportional-integral-derivative (PID) control scheme, to generate a power command signal. When applied, the power command signal may reduce the difference between the actual speed and the desired speed.
- The controller typically generates the power command signal based on various gain parameters. While higher gains initially result in a more rapid response to speed change inputs, these gains may result in instability, such as continuous overshooting or ringing. For more stable speed control, a system may benefit from lower gain values. However, the resultant system may become less responsive to operator control inputs, which can lead to operator impatience and dissatisfaction, and in some cases, may also result in operator errors and inefficiencies.
- U.S. Patent Application Publication No. 2014/0316664 (the '664 publication), entitled “Aggressive and Stable Speed Control,” purports to address the problems of stability in control systems. The system described in the '664 publication includes a PID control module configured to periodically change the proportional, derivative, and integral gain values based on a speed error value. However, the system described in the '664 publication may not be well suited to speed control for some types of machines or some machine operating conditions. Accordingly, there is a need for improved ground speed control systems and methods to address the aforementioned problems and/or other problems known in the art.
- It will be appreciated that this background description has been created to aid the reader, and is not to be taken as a concession that any of the indicated problems were themselves known in the art.
- According to an aspect of the disclosure, a drivetrain system for a machine comprises an engine operatively coupled to means for propelling the machine over a work surface, a brake operatively coupled to the means for propelling the machine over the work surface, and a controller operatively coupled to the engine and the brake. The controller is configured to generate a first speed error based on a first speed command signal and a first ground speed signal, generate a first engine speed command signal based on the first speed error, send the first engine speed command signal to the engine, compare the first speed error to an upper threshold, set a brake command signal to an engagement value when a magnitude of the first speed error is greater than a magnitude of the upper threshold, engage the brake in response to setting the brake command signal to the engagement value, and increase a speed of the engine in response to the first engine speed command signal while the brake command signal is set to the engagement value.
- According to another aspect of the disclosure, a method for controlling a ground speed of a machine comprises generating a first speed error based on a first speed command signal and a first ground speed signal, generating a first engine speed command signal based on the first speed error, sending the first engine speed command signal from an engine speed controller to an engine of the machine, comparing the first speed error to an upper threshold via a brake controller, setting a brake command signal to an engagement value, via the brake controller, when a magnitude of the first speed error is greater than a magnitude of the upper threshold, engaging a brake of the machine in response to the setting the brake command signal to the engagement value, and increasing a speed of the engine in response to the first engine speed command signal while the brake command signal is set to the engagement value.
- According to yet another aspect of the disclosure, an article of manufacture comprises non-transient machine-readable instructions encoded thereon for causing a controller to generate a first speed error based on a first speed command signal and a first ground speed signal, generate a first engine speed command signal based on the first speed error, send the first engine speed command signal from an engine speed controller to an engine of a machine, compare the first speed error to an upper threshold via a brake controller, set a brake command signal to an engagement value, via the brake controller, when a magnitude of the first speed error is greater than a magnitude of the upper threshold, engage a brake of the machine in response to setting the brake command signal to the engagement value, and increase a speed of the engine in response to the first engine speed command signal while the brake command signal is set to the engagement value.
-
FIG. 1 is a side view of a machine, according to an aspect of the disclosure. -
FIG. 2 is a schematic diagram of a drivetrain system, according to an aspect of the disclosure. -
FIG. 3 is a schematic diagram of a controller, according to an aspect of the disclosure. -
FIG. 4 is a flowchart for a process of the drivetrain system, according to an aspect of the disclosure. -
FIG. 5 is a flowchart for a process of an engine speed controller, according to an aspect of the disclosure. - Aspects of the disclosure will now be described in detail with reference to the drawings, wherein like reference numbers refer to like elements throughout, unless specified otherwise.
-
FIG. 1 illustrates amachine 100, according to an aspect of the disclosure. Themachine 100 can be a railroad vehicle; an “over-the-road” vehicle, such as a truck used in transportation; an off-road vehicle; or may be any other type of machine that performs an operation associated with an industry such as mining, construction, farming, transportation, or any other industry known in the art. For example, themachine 100 may be an off-highway truck, a railroad locomotive, and earth-moving machine, such as a wheel loader, an excavator, a dump truck, a backhoe, a motor grader, a material handler, or the like. Thespecific machine 100 illustrated inFIG. 1 is a railroad locomotive. - The
machine 100 includes anengine 102 operatively coupled to acontroller 104. Theengine 102 may be an internal combustion engine including a reciprocating piston engine, such as a compression ignition engine or a spark ignition engine, a turbomachine such as a gas turbine, combinations thereof, or any other internal combustion engine known in the art. - The
engine 102 may be configured to generate a mechanical output that drives amain generator 108 to produce electric power. The electric power from themain generator 108 may be used to propel themachine 100 along awork surface 110 via one ormore traction motors 112 operatively coupled withwheels 114. Thetraction motors 112 and/orwheels 114 may be operatively coupled tobrakes 116 to provide a retarding force on thetraction motors 112 and/orwheels 114. In other aspects, theengine 102 may also be operatively coupled to other means known in the art for propelling themachine 100 across thework surface 110. The electric power from themain generator 108 may also be directed to other auxiliary loads within themachine 100, such as control systems, heating, lights, fans, etc. - The
machine 100 may include anoperator cab 118 that includes one or morecontrol input devices 120 that are operatively coupled to thecontroller 104. Thecontrol input devices 120 may include manual control input devices configured to communicate manual control inputs form an operator in thecab 118 to thecontroller 104; automatic control input devices such as open-loop controllers, closed-loop controllers, programmable logic controllers, and the like; remote control input devices such as wired or wireless telemetry devices; combinations thereof; or any other control input device known in the art. - The
machine 100 may also include at least oneengine speed sensor 122 in electronic communication with thecontroller 104. Theengine speed sensor 122 may be operatively coupled to theengine 102 and configured to determine a speed of theengine 102, such as a crankshaft speed of theengine 102, a camshaft speed of theengine 102, or a combination thereof. Theengine speed sensor 122 may be a crankshaft position sensor, a camshaft position sensor, a Hall effect sensor, an optical sensor, an inductive sensor, or another type of sensor known in the art. Theengine speed sensor 122 may periodically provide an engine speed signal 238 (seeFIG. 3 ) to controller 104. For example, theengine speed sensor 122 may output the current engine speed to thecontroller 104 every 20 milliseconds. Theengine speed sensor 122 may also be configured to send anengine speed signal 238 when it receives a request signal from thecontroller 104. - The
machine 100 may also include at least oneground speed sensor 124 in electronic communication with thecontroller 104. Theground speed sensor 124 may be operatively coupled to thetraction motors 112 and/orwheels 114 and configured to determine a ground speed of themachine 100. Theground speed sensor 124 may be a wheel speed sensor including bearingless wheelset speed sensors, optical sensors, magnetic sensors, or other sensors known in the art. Theground speed sensor 124 may also periodically provide a ground speed signal 216 (seeFIG. 2 ) to thecontroller 104. Theground speed sensor 124 may also be configured to send aground speed signal 216 when it receives a request signal from thecontroller 104. -
FIG. 2 is a schematic diagram of adrivetrain control system 200, according to an aspect of the disclosure. Thedrivetrain control system 200 may include acontrol module 202 operatively connected to theengine 102. Thecontrol module 202 may include anengine speed controller 204 and abrake controller 206. Thedrivetrain control system 200 may also include athrottle 208 and avehicle dynamics module 210 operatively coupled to theengine 102. Thecontrol module 202, theengine speed controller 204, thebrake controller 206, and thevehicle dynamics module 210 may be modules programmed on and/or in communication with thecontroller 104. - The
drivetrain control system 200 may receive aspeed command signal 212 at asummation block 214. Thespeed command signal 212 may represent a desired speed value of themachine 100 across thework surface 110. Thespeed command signal 212 may be superimposed at thesummation block 214 with aground speed signal 216 generated by thevehicle dynamics module 210. According to an aspect of the disclosure, thesummation block 214 may inverse a sign of theground speed signal 216 before superimposing theground speed signal 216 with thespeed command signal 212. Thevehicle dynamics module 210 may be operatively connected to one or moreground speed sensors 124 in order to determine theground speed signal 216. - The
summation block 214 determines aspeed error signal 218 from thespeed command signal 212 and theground speed signal 216. Thespeed error signal 218 may represent the difference between the current ground speed of themachine 100 and a desired ground speed of themachine 100.FIG. 2 illustrates that thespeed error signal 218 is generated by superimposing thespeed command signal 212 with the inverse of theground speed signal 216. In other aspects, thespeed error signal 218 may be generated by other combinations of thespeed command signal 212 andground speed signal 216. Further, it will be appreciated that superposition of thespeed command signal 212 and the inverse of theground speed signal 216 may be achieved by direct superposition of analog signals, or arithmetic operations based on magnitudes of analog signals, digital signals, or combinations thereof, for example. - The
speed error signal 218 may be received by theengine speed controller 204, and theengine speed controller 204 may generate an enginespeed command signal 220 based on thespeed error signal 218. The enginespeed command signal 220 may correspond to a desired speed of theengine 102, such as a particular revolutions per minute (RPM) of a crankshaft and/or a camshaft of theengine 102. The process for generating the enginespeed command signal 220 is subsequently described in more detail with respect toFIG. 3 . The enginespeed command signal 220 is received by theengine 102 and used to control a speed of theengine 102. - As mentioned previously, a
throttle 208 may be operatively coupled to theengine 102 and configured to send afuel command signal 222 to theengine 102. Thefuel command signal 222 may regulate a quantity of fuel injected into theengine 102. Thefuel command signal 222 may be used to control a speed of theengine 102. When thedrivetrain control system 200 is active, the enginespeed command signal 220 may override thefuel command signal 222. - The
speed error signal 218 may also be received at thebrake controller 206. Thebrake controller 206 may generate abrake command signal 224 from thespeed error signal 218. Thebrake command signal 224 may correspond to an engagement value or a disengagement value configured to engage or disengage, respectively, thebrakes 116. Thebrake command signal 224 may also correspond to a variable braking force signal. For example, a magnitude of the braking force applied by thebrakes 116 may be proportional to a magnitude of thebrake command signal 224. Alternatively, thebrake controller 206 may toggle the braking force between two discrete states, namely a disengaged state and an engaged state. The process for generating thebrake command signal 224 is subsequently described in more detail with respect toFIG. 3 . Thebrake command signal 224 is then sent from thebrake controller 206 to thevehicle dynamics module 210 to control thebrakes 116. - The ground speed of the
machine 100 may change due to the enginespeed command signal 220 and thebrake command signal 224. For example, if the enginespeed command signal 220 is greater than a current engine speed of theengine 102 and thebrake command signal 224 is set at a disengagement value, the ground speed of themachine 100 may increase as a result of increasedengine 102 power output, for example. Alternatively, if the enginespeed command signal 220 is less than a current engine speed of theengine 102 and thebrake command signal 224 is set at an engagement value, the ground speed of themachine 100 may decrease as a result of a retarding force of thebrakes 116, a decrease inengine 102 power output, or combinations thereof. Thevehicle dynamics module 210 may determine the ground speed of themachine 100 across thework surface 110 usingground speed sensors 124 and send theground speed signal 216 to thesummation block 214. -
FIG. 3 is a schematic diagram of thecontrol module 202, according to an aspect of the disclosure. As described previously, thecontrol module 202 includes anengine speed controller 204 and abrake controller 206. Theengine speed controller 204 may include aPD control module 226 and avariable gain module 228. ThePD control module 226 may receive thespeed error signal 218 from thesummation block 214. Thespeed error signal 218 may be scaled by a proportional gain (Kp) 230 at thePD control module 226. Thespeed error signal 218 may also be scaled by a derivative gain (Kd) 232 at thePD control module 226. Theproportional gain 230 and thederivative gain 232 may be stored in a memory of thecontrol module 202. Further, theproportional gain 230 and thederivative gain 232 may be configured by a user. In other aspects, thecontrol module 202 may determine theproportional gain 230 and thederivative gain 232 based on various parameters of themachine 100. Based on both theproportional gain 230 andderivative gain 232, thePD control module 226 may generate an adjustedspeed error signal 234. In further aspects, thePD control module 226 may be a PID controller that is configured to generate the adjustedspeed error signal 234 with an integral gain (Ki) in addition to theproportional gain 230, thederivative gain 232, or combinations thereof. - The
variable gain module 228 may receive the adjustedspeed error signal 234 from thePD control module 226. Thevariable gain module 228 may adjust the adjustedspeed error signal 234 into an enginespeed adjustment signal 236 that may be processed by theengine 102. According to an aspect of the disclosure, the adjustedspeed error signal 234 corresponds to a ground speed error of themachine 100 and has units of speed. The enginespeed adjustment signal 236 may have units of engine speed, such as revolutions per minute (RPM). Thevariable gain module 228 may change the units of the adjustedspeed error signal 234 to a corresponding engine speed value. This scaling may be based on a number of calibration factors of themachine 100, including a gear ratio, a machine load, or other properties of themachine 100. - The engine
speed adjustment signal 236 may be superimposed with anengine speed signal 238 at the summation block 240 to generate the enginespeed command signal 220. As mentioned previously with respect toFIG. 2 , the enginespeed command signal 220 may be a desired engine speed of theengine 102. Theengine speed signal 238 may be received from anengine speed sensor 122 operatively connected to theengine 102. The enginespeed command signal 220 may be contained in a speed data field of a Torque/Speed Control #1 (TSC1) message of an SAE J1939 data bus communication standard. The enginespeed command signal 220 may be subsequently sent to theengine 102 to control the engine speed. - As mentioned previously, the
control module 202 inFIG. 3 further includes abrake controller 206. Similar to theengine speed controller 204, thebrake controller 206 may receive thespeed error signal 218 from thesummation block 214. Aninverse gain module 242 may be applied to thespeed error signal 218 to generate a modifiedspeed error signal 244. The modifiedspeed error signal 244 may be received at thebrake controller 206. In other aspects, theinverse gain module 242 may not be implemented. Thebrake controller 206 may also receive anupper threshold value 246 and alower threshold value 248. Thebrake controller 206 may be configured to generate thebrake command signal 224 based on a comparison between the modifiedspeed error signal 244 and the upper/lower threshold values brake controller 206 may set thebrake command signal 224 to an engagement value when a magnitude of the modifiedspeed error signal 244 is greater than a magnitude of theupper threshold 246. Thebrake controller 206 may set thebrake command signal 224 to a disengagement value when a magnitude of the modifiedspeed error signal 244 is less than a magnitude of thelower threshold 248. Further, thebrake command signal 224 may remain unchanged from the previous value when the magnitude of the modifiedspeed error 244 is between thelower threshold 248 and theupper threshold 246. - By having an
upper threshold 246 greater than thelower threshold 248, thedrivetrain control system 200 may effect a hysteresis loop that may help avoid instability potentially caused by switching the brake ON and OFF too rapidly. Theupper threshold value 246 andlower threshold value 248 may be pre-programmed values within thecontrol module 202. In other aspects, theupper threshold value 246 andlower threshold value 248 may be configured based on user input received at thecontrol input devices 120. - The present disclosure is applicable to apparatus and methods for controlling a ground speed of a
machine 100, and more particularly, to a system and method for controlling a ground speed of a locomotive using a controller operatively coupled to anengine 102 andbrake system 116. Referring toFIG. 1 , themachine 100 may be configured to be propelled along awork surface 110 via one ormore traction motors 112 associated withwheels 114. Thetraction motors 112 may be directly or indirectly powered by mechanical output from theengine 102. It will be appreciated that thetraction motors 112 may be indirectly powered by mechanical output form theengine 102 when thetraction motors 112 receive electrical power from a generator that is driven by shaft power from theengine 102, for example. - The
machine 100 may have a steady-state idle ground speed that corresponds to theengine 102 being operated at an idle condition and thebrakes 116 being disengaged. For example, themachine 100 may have a steady-state idle ground speed of 5 km/hr when theengine 102 idles at 700 rpm and thebrakes 116 are disengaged. - In some applications, it may be desirable to control the ground speed of the
machine 100 to a value below the steady-state idle ground speed. In the previous example, it may be desirable to control a ground speed of themachine 100 to a ground speed value of 4 km/hr, which is less than the exemplary idle ground speed of 5 km/hr. Accordingly, to control the ground speed of themachine 100 below the steady-state ground speed, it may be desirable to set thebrake command signal 224 to an engagement value and increase the engine speed of themachine 100 until the desired ground speed is reached. -
FIG. 4 is a flowchart of aprocess 400 for thedrivetrain control system 200, according to an aspect of the disclosure. Theprocess 400 may be executed by thecontroller 104. Theprocess 400 starts atstep 402. Instep 404, aspeed error signal 218 is determined. As illustrated inFIG. 3 , thespeed error signal 218 may be determined based on a difference between thespeed command signal 212 and theground speed signal 216 at thesummation block 214. - In
step 406, thebrake controller 206 determines whether a magnitude of thespeed error signal 218 is greater than a magnitude of theupper threshold value 246. If the magnitude of thespeed error signal 218 is greater than the magnitude of theupper threshold value 246, theprocess 400 proceeds to step 408, and thebrake controller 206 sets thebrake command signal 224 to an engagement value. If the magnitude of thespeed error signal 218 is less than the magnitude of theupper threshold value 246, theprocess 400 proceeds to step 410. Atstep 410, thebrake controller 206 determines whether the magnitude of thespeed error signal 218 is less than a magnitude of thelower threshold value 248. If a magnitude of thespeed error signal 218 is less than the magnitude of thelower threshold value 248, theprocess 400 proceeds to step 412, and thebrake controller 206 sets thebrake command signal 224 to a disengagement value. If the magnitude of thespeed error signal 218 is not less than the magnitude of thelower threshold value 248, the process proceeds to step 414, and thebrake controller 206 may not change thebrake command signal 224. In other aspects, thebrake controller 206 may completestep 410 beforestep 406. - From
step 408,step 412, and/or step 414, thecontroller 104 may proceed to step 416. Atstep 416, theengine speed controller 204 generates the enginespeed command signal 220. The process for generating the enginespeed command signal 220 has been described previously with reference toFIG. 3 . In other aspects,step 416 may be completed independently from steps 404-414. For example, thecontroller 104 may generate the enginespeed command signal 220 before or while generating thebrake command signal 224. Theprocess 400 then proceeds to step 418. Atstep 418, the ground speed of themachine 100 may be adjusted by the enginespeed command signal 220, thebrake command signal 224, or both. Accordingly, thecontroller 104 may engage thebrakes 116 and simultaneously increase or decrease a speed of theengine 102 when the target ground speed of themachine 100 is less than a steady-state idle ground speed of themachine 100. Followingstep 418, theprocess 400 ends atstep 420. -
FIG. 5 is a flowchart of aprocess 500 for theengine speed controller 204, according to an aspect of the disclosure. Theprocess 500 starts atstep 502. Instep 504, aspeed error signal 218 may be received at aPD control module 226. As illustrated inFIG. 3 , thespeed error signal 218 may be determined based on a difference between thespeed command signal 212 and theground speed signal 216 at thesummation block 214. Atstep 506, theengine speed controller 204 applies theproportional gain 230 and thederivative gain 232 to thespeed error signal 218 to generate the adjustedspeed error signal 234. - At
step 508, thevariable gain module 228 may apply various parameters to the adjustedspeed error signal 234 to generate an enginespeed adjustment signal 236. Atstep 510, the enginespeed command signal 220 may be generated by superimposing the enginespeed adjustment signal 236 with anengine speed signal 238. Followingstep 510, theprocess 500 ends atstep 512. -
Process 400 andprocess 500 may be executed by thecontroller 104. As will be appreciated, thecontroller 104 may be a solid state device having a processor and optionally other resources such as memory, converters, or the like to implement one or more control functions. Thecontroller 104 may receive one or more signal and/or command inputs, which may be digital or analog, and provide one or more output control signals in keeping with the control process implemented by thecontroller 104. - As used herein, the
controller 104 may be a processor-based device that operates by executing computer-executable instructions read from a non-transitory computer-readable medium. The non-transitory computer-readable medium may be a hard drive, flash drive, RAM, ROM, optical memory, magnetic memory, combinations thereof, or any other machine-readable medium known in the art. Thecontroller 104 may be single device or a plurality of devices. Further, thecontroller 104 may be a dedicated controller or may be implemented within an existing controller also serving one or more other functions, e.g., engine or machine speed control. It will be appreciated that any of the processes or functions described herein may be effected or controller by thecontroller 104. - It will be appreciated that the foregoing description provides examples of the disclosed system and technique. However, it is contemplated that other implementations of the disclosure may differ in detail from the foregoing examples. All references to the disclosure or examples thereof are intended to reference the particular example being discussed at that point and are not intended to imply any limitation as to the scope of the disclosure more generally. All language of distinction and disparagement with respect to certain features is intended to indicate a lack of preference for those features, but not to exclude such from the scope of the disclosure entirely unless otherwise indicated.
- Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context.
Claims (20)
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
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US14/722,831 US9517772B1 (en) | 2015-05-27 | 2015-05-27 | Electronic speed control for locomotives |
EP16001028.6A EP3098107B1 (en) | 2015-05-27 | 2016-05-06 | Electronic speed control for locomotives |
PL16001028T PL3098107T3 (en) | 2015-05-27 | 2016-05-06 | Electronic speed control for locomotives |
CN201610357210.5A CN106184192B (en) | 2015-05-27 | 2016-05-26 | Electronic speed control of a locomotive |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US14/722,831 US9517772B1 (en) | 2015-05-27 | 2015-05-27 | Electronic speed control for locomotives |
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US20160347315A1 true US20160347315A1 (en) | 2016-12-01 |
US9517772B1 US9517772B1 (en) | 2016-12-13 |
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US14/722,831 Active 2035-06-01 US9517772B1 (en) | 2015-05-27 | 2015-05-27 | Electronic speed control for locomotives |
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US (1) | US9517772B1 (en) |
EP (1) | EP3098107B1 (en) |
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RU2688245C1 (en) * | 2018-08-21 | 2019-05-22 | Акционерное общество "Научно-производственный комплекс "ВИП" | Device for measuring rotation speed of a railway transport vehicle wheel, static and mobile assemblies of device |
US11420629B2 (en) * | 2020-05-29 | 2022-08-23 | Cummins Inc. | Engine brake ramping |
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CN112793430A (en) * | 2019-12-27 | 2021-05-14 | 北京理工大学 | Double-shaft all-wheel distributed driving electric automobile torque distribution control method |
US20230035533A1 (en) * | 2021-07-29 | 2023-02-02 | Transportation Ip Holdings, Llc | Vehicle control system and method |
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RU2688245C1 (en) * | 2018-08-21 | 2019-05-22 | Акционерное общество "Научно-производственный комплекс "ВИП" | Device for measuring rotation speed of a railway transport vehicle wheel, static and mobile assemblies of device |
US11420629B2 (en) * | 2020-05-29 | 2022-08-23 | Cummins Inc. | Engine brake ramping |
Also Published As
Publication number | Publication date |
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EP3098107B1 (en) | 2019-11-06 |
US9517772B1 (en) | 2016-12-13 |
CN106184192A (en) | 2016-12-07 |
EP3098107A1 (en) | 2016-11-30 |
CN106184192B (en) | 2020-09-11 |
PL3098107T3 (en) | 2020-04-30 |
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