US3745933A - Control system for individually driven vehicles in a train of such vehicles - Google Patents

Control system for individually driven vehicles in a train of such vehicles Download PDF

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Publication number
US3745933A
US3745933A US00167140A US3745933DA US3745933A US 3745933 A US3745933 A US 3745933A US 00167140 A US00167140 A US 00167140A US 3745933D A US3745933D A US 3745933DA US 3745933 A US3745933 A US 3745933A
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United States
Prior art keywords
bistable
vehicle
vehicle car
car
control signals
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US00167140A
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English (en)
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H Eisele
R Lewis
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Bombardier Transportation Holdings USA Inc
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Westinghouse Electric Corp
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Assigned to AEG WESTINGHOUSE TRANSPORTATION SYSTEMS, INC., A CORP. OF DE. reassignment AEG WESTINGHOUSE TRANSPORTATION SYSTEMS, INC., A CORP. OF DE. ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: WESTINGHOUSE ELECTRIC CORPORATION
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
    • H02P5/68—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more DC dynamo-electric motors
    • H02P5/685—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors controlling two or more DC dynamo-electric motors electrically connected in series, i.e. carrying the same current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • ABSTRACT Control system for trains of the type in which'each car in the train is powered by its own drive motor means (e.g., a commuter train).
  • Cars are addressed individually by train lines including an advance control train line which facilitates picking up an advance relay in each car successively by increasing the voltage on the advance train line in steps. The system minimizes the number of required train lines while insuring smooth acceleration and deceleration of the train.
  • a train of this type can be improved with a control system wherein the head-end can address each car individually in sequence. That is, a smoother ride can be effected by addressing cars individually with a so-called advance control train line which allows picking up advance relays successively in each car by increasing the voltage on an advance train line in steps. In this way, one car after another will move successively to the next higher power position; the smoothness of the ride will be improved; and the cars can only be apart by one step from any other car in the train.
  • An advance control train line system can be effected utilizing only two or three train lines, when three train lines are used one is an advance train line and the other two of which have steady-state voltages selectively applied thereto.
  • the problem with systems utilizing only two or three individual train lines is that they require perfect timing of the voltage signals applied to the main train lines and the advance control train line, combined with a guaranteed fast response of the advance train line relays and slow response of the main relays. In an actual application with many subway cars, for example, this represents an impractical solution because of the tight tolerances required.
  • a control system for addressing powered cars in a train individually in an advance control train line arrangement wherein the train lines need only be energized in a given sequence, without regard to accurate timing.
  • This requires the addition of a another train line which, while increasing the complexity of the system slightly, enables the cars of the train to be addressed in sequence without precise timing.
  • FIG. 1 is a schematic circuit diagram of a type of circuit for sequentially energizing electrical relays, usable in the circuitry of the invention
  • FIG. 2A is a schematic circuit diagram of one embodiment of the invention for addressing cars in a train sequentially;
  • FIG. 2B is a timing diagram showing the sequence of operation of the relays of FIG. 2A;
  • FIG. 3A is a schematic circuit diagram of another embodiment of the invention.
  • FIG. 38 illustrates the timing sequence of the relays for the embodiment of the invention shown in FIG. 3A.
  • a train control circuit or controller 10 is connected between a train line A and a common bus 12 as shown.
  • the train control circuit 10 is adapted to produce an output between line A and bus 12 which increases in steps, as hereinafter described in detail.
  • diode bridge circuits 14 and 16 each comprised of four diodes D1, D2, D3 and D4 placed around a relay R or R,,.
  • the relays R and R are connected in series with transistors 18 and 20 between the upper terminal 22 of each bridge 14 or 16 and the bus 12.
  • the upper terminal 22 of the bridge 14 is connected through a voltage divider arrangement comprising Zener diode Z1 and resistor 24 to the power bus 12, the junction of Zener diode Z1 and resistor 24 being connected to the base of transistor 18.
  • terminal 22 of bridge 16 is connected through Zener diode Z2 and a resistor 26 to the power bus 12, the junction of Zener diode Z2 and resistor 26 being connected to the base of transistor 20.
  • the circuit of FIG. 1 will operate to energize the relays R and R, in response to a voltage applied to either end of a string of such relays connected between conductors A and 12. It is necessary only that the train line A be positive with respect to bus 12 so as to reverse bias the Zener diodes Z1, Z2, and so on.
  • relays R, and R With no voltage applied across conductors A and 12 from the train control circuit 10, both relays R, and R, will be deenergized. However, if a step voltage from train control circuit 10 is applied across conductors A and 12, relay R, will be initially energized through diode D1 and transistor 18 until the point is reached where Zener diode Z1 breaks down, thereby cutting off the PNP transistor 18 because of the rise in voltage at its base. The current through relay R, is now diverted through diode D3 of bridge 14 and the diodeDl' in bridge 16 to relay R, and transistor 20, which is now conducting.
  • FIG. 2A a complete train control system is shown which again includes the train control circuit 10 having four train lines 1, 2, A and D.
  • Relays RA for car Nos. 1 and 2 in FIG. 2A correspond to and perform the same function as relays R and R respectively in FIG. 1. That is, successive ones of the relays in the Zener diode sequential firing circuitry of FIG. 1 are carried on successive cars on the train the relay R in car ii and car 2 respectively is shown connected directly to the lower bus bar for ease of illustration only. Also carried on each car are additional relays RD, R3, R2, and R1. Relay R1 is connected between train line 1 and common bus 12 and is energized when train line 1 is energized.
  • the relay R2 is connected between train line 2 and common bus 112 through diode 32 in each car and can be energized through that diode when train line 2 is energized or when relays RA and RD are energized and train line 1 is energized. That is, when relays RA and RD are energized, contacts A-11 and D-il will close, thereby enabling energization of relay R2 through the aforesaid contacts A-H and D-1 and diode 34.
  • Relay RD is energized in each car only when train line D is energized.
  • Relay R3 can be energized when train line 2 is energized and when relays RA and RD are energized, thereby closing contacts A-2 and D-2. In this case, the relay R3 in any car is energized through contacts A-2 and D-2 and diode 36.
  • the drive motor system for each car is simplified in FIG. 2A for purposes of explanation.
  • the drive motors for each car in a train are identified in FIG. 2A as M1, M2, M3 and M4. These can be connected in series through normally closed contacts 3-4; or, when contacts 3-4 open and contacts 33 and 3-5 close, motors M1 and M2 will be connected in parallel with motors M3 and M4.
  • the armatures of all motors Nil-M4 are connected in series with resistors 38, dd and $2, with resistors 38 and 40 being shunted by normally open contacts 2-3 and 2-4 of relay R2. Power is initially supplied to the motors Ml through M4 when relay R1 is energized and contacts 1-1 close.
  • the train line 1 must be energized, thereby energizing relay R1. This, then, closes contacts H'-li in each car. Additionally, when it is desired to increase torque and accelerate, the relay RD must be energized; however during deceleration when torque is decreasing, relay RD'is deenergized, as is the train line D.
  • train line D will be energized as will relay RD, thereby closing contacts D-1 and D-2.
  • a step voltage is applied to train line A, thereby causing the circuit 28, similar to one of the diode bridge circuits of FIG. I, to energize the relay RA in car 1.
  • contacts A] close and relay R2 is energized through train line 1, contacts A-1 and D-1 and diode 34.
  • relay R2 is energized, contacts 2-3 and 2-4 are closed, thereby shorting out resistors 38 and 40 in series with the motors Ml-M4 as the counterelectromotive force of the motor increases.
  • relay R3 When relay R3 becomes energized, contacts 3-4 open and contacts 3-3 and 3-5 close, thereby connecting the motors M1-M4 in a series-parallel arrangement whereby the torque of the car is increased while its speed increases.
  • the voltage on train line A is increased, whereupon relay IRA for car 2 becomes energized and motors Ml-M4 for car 2 are connected in a series-parallel arrangement similar to the motors for car 1. This progresses down the string of cars from one car to another in succession until all of the motors in the respective cars are connected in a series-parallel arrangement.
  • the train line D is deenergized. Thereafter, at time t the voltage on train line A is decreased; whereupon relay RA for car 2 becomes deenergized as does relay R3 for car 2 such that the motors Nil-M4 for car 2 are again connected in series. At time train line A is deenergized, which deenergizes relay RA for car 1, causing relay R3 for car 1 to drop out and connecting motors M 1-M4 for car 1 in series.
  • FIGS. 3A and 38 an arrangement similar to that of FIGS. 2A and 2B is shown, except that instead of providing a directional train line, a hold train line H is provided.
  • relay R1 is energized from train line I as in the embodiment of FIG. 2A.
  • Relay R2 in any car can be energized through diode 43 from train line 2 or through diode and hold line H when contacts 2-11 of relay R2 are energized.
  • relay R2 can be energized from train line 1, assuming that contacts A-l of relay RA are closed.
  • Relay R3 can be energized from hold line H through diode 46 and contacts 3-1 of relay R3 or from train line 2 through contacts A-2 if relay RA is energized.
  • the relays RA in each car are again energized from train line A through circuits 48 and 50 which compriseZener diode delay circuits similar to those shown in FIG. 1.
  • the motor circuits for the respective cars are not shown in FIG. 3A; however it will be appreciated that the relays R1, R2 and R3 perform the same functions as they did in the embodiment of FIG. 2A.
  • train line 1 is energized, as are relays R1 in each car 1 and 2.
  • train line A is energized to energize relay RA for car 1.
  • relay RA becomes energized, contacts A-l close, thereby energizing relay R2.
  • the same action occurs for car 2 in response to an increase in voltage on train line A, thereby energizing relay R2 for car 2.
  • relay RA in car 2 becomes deenergized as does relay R2.
  • relay RA for car 1 becomes deenergized, and so also does the relay R2 for car 1 because contacts A1 are now open.
  • control means for providing at least one vehicle control signal
  • means in a given one of said vehicle cars, including an electronically controlled series conduction path between said given one of said vehicle cars and a second vehicle car with a given one of said plurality of bistable devices being included in said series conduction path and being responsive to said one vehicle control signal being at a first predetermined level for changing the state of said given one of said plurality of bistable devices for increasing the torque exerted by said one vehicle car, said means being responsive to said one vehicle control signal being at a second predetermined level for changing the condition of said series conduction path from open to closed for transmitting said one vehicle control signal from said one vehicle car to said second vehicle car for increasing the torque exerted by said second vehicle car.
  • control means for providing a plurality of control signals to each of said vehicle cars
  • a first one of said plurality of bistable devices on each of said vehicle cars being responsive to the provision of a first one of said plurality of control signals for initially increasing the torque exerted by each of said vehicle cars;
  • signal means in a given vehicle car, including an electronically controlled series conduction path between said given vehicle car and a second vehicle car with a second one of said plurality of bistable devices being included in said series conduction path and being responsive to a second one of said plurality of control signals being at a first predetermined step of signal level for changing the state of said second one of said bistable devices for further increasing the torque exerted by said given vehicle car, said signal means being responsive to said second one of said plurality of control signals being at a second predetermined level for changing the condition of said series conduction path from open to closed for transmitting said second one of said plurality of control signals from said given vehicle car to said second vehicle car for increasing the torque exerted by said second vehicle car.
  • control means for providing a plurality of control signals to each of said vehicle cars
  • a first one of said plurality of bistable devices on each of said vehicle cars being responsive to the provision of a first one of said plurality of control signals for changing from a first bistable state to a second bistable state for initially increasing the torque exerted by each of the respective vehicle cars;
  • signal means in a given vehicle car including an electronically controlled series conduction path between said given vehicle car and a second vehicle car, with a second one of said plurality of bistable devices in said given vehicle car being included in said series conduction path and being responsive to a second one of said plurality of control signals for changing from a first bistable state to a second bistable state for further increasing the torque exerted by said given vehicle car, said signal means in said given vehicle car being responsive to said second one of said plurality of control signals being at a predetermined step of signal level for changing the condition of said series condduction path from open to closed for applying said second one of said plurality of control signals to said second vehicle car.
  • the combination claimed in claim 4 including a third one of said plurality of bistable devices on said given vehicle car being responsive to either one of (a) a third one of said plurality of control signals or (b) said first one of said plurality of control signals and said second one of said plurality bistable devices being in the second bistable state, for changing from a first bistable state to a second bistable state for further increasing the torque exerted by said given vehicle car.
  • the combination claimed in claim 5 including a fourth one of said plurality of bistable devices on said given vehicle car being responsive to said third one of said plurality of control signals and said second one of said plurality of bistable devices being in the second bistable state, for changing from a first bistable state to a second bistable state for further increasing the torque exerted by said given vehicle car.
  • the combination claimed in claim 6 including a fourth one of said plurality of control signals, which functions as a holding signal and is applied to said third and fourth ones of said plurality of bistable devices when said third and fourth ones of said plurality of bistable devices are respectively in the second bistable state for maintaining said bistable devices in the second bistable state.
  • the combination claimed in claim 8 including a fourth one of said plurality of bistable devices on said given vehicle car being responsive to a fourth one of said plurality of control signals for changing from a first bistable state to a second bistable state for further increasing the torque exerted by said given vehicle car, and including means for maintaining said fourth bistable device in said second bistable state in response to said first one of said plurality of control signals and either one of said second or third ones of said plurality of bistable devices, being in the second bistable state.
  • the combination claimed in claim 9 including a fifth one of said plurality of bistable devices on said given vehicle car being responsive to (a) said fourth one of said plurality of control signals and (b) said second and third ones of said plurality of bistable devices being concurrently in the second bistable state, for changing from a first bistable state to a second bistable state for further increasing the torque exerted by said given vehicle car.
  • the combination claimed in claim 10 including means for maintaining said fifth one of said plurality of bistable devices in said second bistable state in response to either one of said second and third ones of said plurality of bistable devices being in the second bistable state.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Multiple Motors (AREA)
US00167140A 1971-07-29 1971-07-29 Control system for individually driven vehicles in a train of such vehicles Expired - Lifetime US3745933A (en)

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US16714071A 1971-07-29 1971-07-29

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JP (1) JPS5316163B1 (fr)
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CA (1) CA957057A (fr)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4266485A (en) * 1978-08-03 1981-05-12 Vapor Corporation Control system for economic operation of multiple locomotive trains
EP1106468A1 (fr) * 1999-12-07 2001-06-13 Siemens Aktiengesellschaft Procédé et circuit pour supprimer la réponse non désirée de circuits de voie
US8380413B2 (en) 2011-07-14 2013-02-19 General Electric Company Method and system for rail vehicle control
US8532850B2 (en) 2009-03-17 2013-09-10 General Electric Company System and method for communicating data in locomotive consist or other vehicle consist
US8583299B2 (en) 2009-03-17 2013-11-12 General Electric Company System and method for communicating data in a train having one or more locomotive consists
US8798821B2 (en) 2009-03-17 2014-08-05 General Electric Company System and method for communicating data in a locomotive consist or other vehicle consist
US8935022B2 (en) 2009-03-17 2015-01-13 General Electric Company Data communication system and method
US9379775B2 (en) 2009-03-17 2016-06-28 General Electric Company Data communication system and method
US9513630B2 (en) 2010-11-17 2016-12-06 General Electric Company Methods and systems for data communications
US9637147B2 (en) 2009-03-17 2017-05-02 General Electronic Company Data communication system and method
US10144440B2 (en) 2010-11-17 2018-12-04 General Electric Company Methods and systems for data communications

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3601671A (en) * 1969-04-17 1971-08-24 Westinghouse Air Brake Co Plural motor train control with sequential or selective starting for speed control
US3623000A (en) * 1970-04-27 1971-11-23 Westinghouse Air Brake Co Trainline control system

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3601671A (en) * 1969-04-17 1971-08-24 Westinghouse Air Brake Co Plural motor train control with sequential or selective starting for speed control
US3623000A (en) * 1970-04-27 1971-11-23 Westinghouse Air Brake Co Trainline control system

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4266485A (en) * 1978-08-03 1981-05-12 Vapor Corporation Control system for economic operation of multiple locomotive trains
EP1106468A1 (fr) * 1999-12-07 2001-06-13 Siemens Aktiengesellschaft Procédé et circuit pour supprimer la réponse non désirée de circuits de voie
US8532850B2 (en) 2009-03-17 2013-09-10 General Electric Company System and method for communicating data in locomotive consist or other vehicle consist
US8583299B2 (en) 2009-03-17 2013-11-12 General Electric Company System and method for communicating data in a train having one or more locomotive consists
US8798821B2 (en) 2009-03-17 2014-08-05 General Electric Company System and method for communicating data in a locomotive consist or other vehicle consist
US8935022B2 (en) 2009-03-17 2015-01-13 General Electric Company Data communication system and method
US9379775B2 (en) 2009-03-17 2016-06-28 General Electric Company Data communication system and method
US9637147B2 (en) 2009-03-17 2017-05-02 General Electronic Company Data communication system and method
US9513630B2 (en) 2010-11-17 2016-12-06 General Electric Company Methods and systems for data communications
US10144440B2 (en) 2010-11-17 2018-12-04 General Electric Company Methods and systems for data communications
US8380413B2 (en) 2011-07-14 2013-02-19 General Electric Company Method and system for rail vehicle control

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Publication number Publication date
JPS5316163B1 (fr) 1978-05-30
CA957057A (en) 1974-10-29
JPS4823113A (fr) 1973-03-24
BE786877A (fr) 1973-01-29

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