RU163166U1 - RAILWAY VEHICLE DRIVER CRANE CONTROL DEVICE - Google Patents

Abstract

1. The control device of the crane driver of the brake of a railway vehicle, comprising a housing, a control handle with the positions of the control positions for charging, train, floor, braking, rigidly connected to the position fixation disk, made with recesses for interacting with spring-loaded stops and mounted inside the housing on the shaft, which is rotatably mounted on supports fixed to the side walls of the housing, and a switching device configured to connect to relay control pressure of the driver’s crane of a duplicate pneumatic signal in the event of an electric control signal failure, characterized in that command cams are installed on the shaft, which are capable of acting upon moving the control handle on the roller followers of the corresponding pneumatic valves, connected by signal pneumatic lines to the pneumatic valve block with the possibility of transmitting a control valve to them pneumatic signal, and the control handle is connected by means of a rotation angle sensor with microcontrol an scooter configured to transmit a digital signal corresponding to the handle position to the control unit, configured to recognize the received signal, process it and selectively supply a corresponding electric control signal to the control electro-pneumatic valves designed to control the pressure switch of the crane operator. 2. The control device according to claim 1, characterized in that the upper part of the housing is a front panel on which decorative pads are installed, on

Description

Technical field

The utility model relates to the field of railway transport, mainly to the control devices of the crane driver’s crane rolling stock, and is intended for remote control of the Executive part of the crane operator, which along with the main electronic control provides backup pneumatic control.

State of the art

A control device for a crane driver of a brake of a railway vehicle according to copyright certificate No. 2228867, IPC B60T 15/04, 05/20/2004, comprising a housing, a rotating control handle with a central core in the form of a magnetic concentrator with positions of control positions, transmission organs of the electrical control signal from a power source to control electro-pneumatic valves of each brake position with magnetically controlled circuits, electronic interface elements and logic elements, troystvo enable electrical control signal transfer bodies from the power supply to the electro-pneumatic control tap driver body in the form W-shaped yoke with coils bias.

The disadvantage of this device is the complex construction of the magnetic circuit, the use of special materials for its manufacture, as well as the need to adjust the gap between the central core in the form of a magnetic concentrator and the transmission organs of the electrical control signal. Pneumatic control signals are not provided in this control device.

A control device for a crane driver of a brake of a railway vehicle according to patent No. 118929, IPC B60T 15/04, 08/10/2012, which contains a housing with balanced atmospheric and feed valves placed therein, a control handle mounted on the shaft with a cam fixed to it as an eccentric, on the working surfaces of which rollers are mounted to act on the valves. The handle is mounted on the shaft by means of a position fixing disk made with recesses for interacting with spring-loaded stops.

The disadvantage of this device is that in its design only three fixed positions are implemented - vacation, overlapping and braking with a rotation angle between the positions of 90 °. Control electrical signals in this device is not provided.

The closest in the set of essential features of the claimed control device to the crane driver of a railway vehicle is the device according to patent No. 2444454, IPC B60T 15/04, 03/10/2012, in which the combination of two devices according to patents No. 118929, IPC B60T 15/04, 08/10/2012 and No. 2228867, IPC B60T 15/04, 05/20/2004, comprising a housing, a brake control handle with positions of control positions for charging, train, overlapping, braking, rigidly connected to a position fixing disk, which is made with recesses to interact with spring-loaded stops and mounted inside the housing on the shaft. The shaft is placed in the housing with the possibility of rotation on bearings made in the side walls of the housing. The handle is connected to the central core in the form of a magnetic hub moving with it from one brake position to another, transmitting a command via a magnetically controlled circuit to actuate one of the transmission organs of the electrical control signal from the power source to the control electro-pneumatic valves of each control position. The body also houses balanced atmospheric and supply valves. At the same time, a cam in the form of an eccentric is fixed on the control handle, on the working surfaces of which rollers are mounted to interact with the ends of the valves. The cam of the handle of the brake control device acts on the atmospheric and feed valves when manually switching the corresponding lever of the switching device provided for connecting the backup pneumatic signal in case of loss of the electric control signal to the pressure switch of the crane operator. With pneumatic control, three fixed positions of the handle are realized - vacation, overlapping and braking with a rotation angle between the 90 ° positions.

The disadvantage of this device is the limited functionality in standby control, as a result of which various train control modes in standby pneumatic control are implemented on different devices.

Utility Model Disclosure

The inventive control device of the crane driver of the brake of a railway vehicle solves the problem of facilitating and simplifying the control processes of the crane operator, improving the safety of the train.

The technical result that will be obtained in the implementation of the proposed utility model is to expand the functionality of the control device through the use of a set of pneumatic valves with command cams that generate pneumatic control signals for the pneumatic reserve.

The specified technical result is achieved by the fact that the claimed control device of the crane driver of the brake of a railway vehicle contains a housing, a control handle with the positions of the control positions of charging, train, overlap, braking, rigidly connected with the position fixation disk made with recesses for interaction with spring-loaded stops, and mounted inside the housing on a shaft, which is rotatably mounted on supports fixed to the side walls of the housing, and a switching device in, made with the possibility of connecting to the control of the pressure switch of the crane driver a backup pneumatic signal in case of loss of the electric control signal. In this case, according to the utility model, command cams are mounted on the shaft, which are configured to act upon the movement of the control handle on the roller followers of the corresponding pneumatic valves, connected by signal pneumatic lines to the pneumatic valve block with the possibility of transmitting a control pneumatic signal to them, and the control handle is connected via an angle sensor rotation with a microcontroller, ensuring the transmission of the digital signal corresponding to the position of the handle to the block control made with the possibility of recognizing the received signal, processing it and selectively supplying the corresponding electrical control signal to the control electro-pneumatic valves designed to control the pressure switch of the crane operator.

In this case, the upper part of the body is a front panel on which decorative plates are installed, on which the control positions of the control handle are marked with electronic and pneumatic controls, and the positions of the handle with pneumatic control coincide with the corresponding positions with electronic control.

At the same time, the switching device is made in the form of a pneumatic valve connected to the control electro-pneumatic valve with the possibility of connecting the pneumatic valve block connected to the equalization tank to control the pressure switch in case of a power failure to the control electro-pneumatic valve.

At the same time, the switching device is located at a distance from the control handle.

At the same time, the control unit contains a microcontroller, which performs operational elements representing the functions distributed for each control mode, by selectively acting on electro-pneumatic valves.

In this case, the spring-loaded stops are made in the form of roller clamps.

In this case, the command cam is made in the form of a rotating sector with a protrusion.

Currently, on modern rolling units of railway rolling stock, electronic brake control is preferred, which ensures the operation of the train's brake system with high accuracy. To prevent failures in electronic control, for example, due to failure of electronic equipment or power failure, in order to exclude in such cases the uncontrolled brake system of the locomotive and the train as a whole, a redundant backup pneumatic control is provided in the driver’s crane, which is connected to the brake control in case of emergency.

The inventive control device of the crane driver generates simultaneously two types of control signals: electrical signals that control the electro-pneumatic valves, and pneumatic, controlling the pneumatic valves of the backup backup control. When the main electrical signal disappears, the train is controlled by supplying duplicate pneumatic signals while maintaining the main brake control modes. At the same time, the train is driven by the same control handle as with the main electronic control, which increases the safety of the train.

At the same time, the use of a set of pneumatic valves allows you to get the necessary number of control modes of the crane operation, depending on the purpose of the rolling stock of the railway transport, taking into account the features of its brake system.

With basic electronic control, the pneumatic control signals do not affect the control of the brakes of the train, since the switching device cuts off the pneumatic signals from the control of the pressure switch, determining the electrical control signals as active.

Brief Description of the Drawings

The utility model is illustrated by a description of a specific example of its implementation and the accompanying graphic materials, which show:

FIG. 1 is a general view of a control device of a crane operator without a switching device;

FIG. 2 is a functional diagram of a control device for a crane driver with a switching device remote from the handle and associated with a control device control electro-pneumatic valves and a block of pneumatic valves. The following abbreviations are adopted in the designation of the scheme:

ADC - analog-to-digital converter;

ТМ - brake line;

PM - nutrient line;

UR - surge tank;

atm. - exit to the atmosphere.

Utility Model Implementation

The railway vehicle brake control device comprises a housing 1, including side walls 2, a front panel 3 and a mounting plate 4. Outside, the entire housing 1 except the front panel 3 is closed by a protective casing 5, which protects the control device elements from damage, as well as from getting foreign particles and moisture (Fig. 1).

The control handle 6 is installed in the housing 1, which is rigidly connected with the position fixation disk 7 located inside the housing 1 on the shaft 8. The shaft 8 is mounted in the housing 1 with the possibility of rotation on the supports 9, mounted on the side walls 2 of the housing 1.

On the front panel 3 of the housing 1, decorative pads 10 are installed, on which the control positions of the control handle 6 for electronic and pneumatic control provided for by the device are marked with divisions. Moreover, the positions of the control handle 6 with pneumatic control coincide with the corresponding positions with electronic control.

The position fixation disk 7 is equipped with at least one spring-loaded stop, for example, a roller lock 12, made with the latch roller 12 entering into the recesses 13 of the fixing disk 7, located around the entire perimeter of the disk.

The use of several roller clips 12 (in our example there are two) ensures smooth switching of the control handle 6 and reliable operation in the event of a spring break in one of them. The number of fixed positions of the handle 6 corresponds to the required number of control modes of the device for driving the train and depends on the characteristics of the brake equipment of the rolling stock of the railway transport.

On the shaft 8 is installed a rotation angle sensor 14 of the control handle 6, which is fixed on the side wall 2 of the housing 1 using fixing bolts. The angle sensor 14 of the control handle 6 is connected to the electronic circuit board 15 via an external connector 16. As the electronic angle sensor 14, various types of angle sensors can be used with a measurement angle of at least the angle of rotation of the control handle 6, for example, a angle sensor of type 981HEOB4WA8H01 .

The electronic board 15 includes an analog-to-digital converter 17 and a microcontroller 18 (Fig. 2). The angle sensor 14 is connected to the analog-to-digital converter 17 and is configured to generate electrical signals of a certain voltage depending on the position of the control handle 6. The analog-to-digital converter 17 is connected to the microcontroller 18 and is configured to convert the analog signal of the angle sensor 14 to digital the signal and its transmission to the microcontroller 18. The non-volatile memory of the microcontroller 18 is programmatically stored codes corresponding to certain positions of the handle 6, and a program compiled on the basis of an algorithm for comparing the signals received from the angle sensor 14 with the encoded position codes of the handle 6 and issuing a command via the CAN interface 19 to the control unit 20 in accordance with the position of the control handle 6. The non-volatile memory of the microcontroller 18 has a capacity sufficient to store the required number of preset parameters for a predetermined time, taking into account previously stored data in it. The RAM of the microcontroller 18 stores the variable data received from the analog-to-digital converter 17. The non-volatile memory is connected to the RAM with the ability to continuously monitor data changes in the RAM.

The electronic angle sensor 14 of the control handle 6 and the non-volatile memory of the microcontroller 18 of the electronic board 15 provide an operating environment for entering various operating instructions into the microcontroller 18, for example, of the STM32F103RBT6 type, which implements a programmable sequence of microcommands, the result of which is transmitted as a coded digital signal via CAN interface 19 to the control unit 20.

Thus, the electronic board 15 is configured to recognize commands received from the angle sensor 14 when moving the control handle 6 and generating the corresponding digital signals to the control unit 20.

The signals arriving via the CAN interface 19 from the electronic board 15 are recorded in the random access memory of the microcontroller 21 (for example, type ADUC7026BSTZ) of the control unit 20 and stored there until the next command signal is received from the electronic board 15. The control unit 20 is connected through the output circuit 22 to the control electro-pneumatic valves of the inlet 23 and the outlet 24 through electric cables. The operating elements performed by the microcontroller 21 of the control unit 20 are functions distributed for each control mode by selectively influencing the electro-pneumatic valves of the air inlet 23 and air outlet 24 to adjust the pressure in the equalization cavity 25 of the pressure switch 26, by which pressure is regulated in brake line.

Thus, the electronic board 15 and the non-volatile memory of the microcontroller 21 of the control unit 20 provide an operating environment for entering various operating instructions into the microcontroller 21, which implements a programmed sequence of commands, the result of which in the form of electrical signals through the output circuit 22 is supplied to the control electro-pneumatic valves 23 or 24.

Thus, the control unit 20 is configured to recognize the commands received from the electronic board 15 in the form of digitally encoded signals, process them and provide the corresponding commands in the form of electrical signals to turn on the control electro-pneumatic valves 23 or 24, which set the necessary pressure in the equalizing cavity 25 of the relay pressure 26.

Duplicate pneumatic control is connected to the pressure switch 26 in case of an emergency using the switching device 27. The switching device 27 is made, for example, in the form of a shut-off pneumatic valve 28 connected to one control electro-pneumatic valve 29, and configured to disconnect the block of pneumatic valves 30 and equalizing tank 31 with equalizing cavity 25 of the pressure switch 26 when applying voltage from the control unit 20 to the control electro-pneumatic to apan 29. When the electronic control unit 20 continuously performs the control voltage supply to control the electro-pneumatic valve 29, thus cutting off air supply to the pneumatic shutoff switch 28. The valve is located remotely from the control handle 6 In this example, the switching device 27.

The pneumatic valve block 30 is connected to the equalization tank 31 and includes: a charge pressure reducer 32 with a switching pneumatic valve 33, a pneumatic pressure feedback valve 34 for pressure reducer 32 with the equalizing tank 31; stabilizer 35 with a pneumatic switching valve 36; Executive pneumatic valve 37 position "Service braking" with a throttle hole, the cross section of which provides the rate of air release from the surge tank 31 during service braking; Executive pneumatic valve 38 position "Emergency braking" with a throttle hole, the cross section of which ensures the rate of release of air from the surge tank 31 during emergency braking. Pneumatic valves 33, 34, 36, 37 and 38 are connected via signal pneumatic lines 39 with the corresponding valve 40.

The control handle 6 is rigidly connected through the shaft 8 with the command cams 41 located on the shaft 8 (Fig. 1), each of which is made in the form of a rotating sector with a protrusion 42. By means of the protrusions 42, the force from the control handle 6 is transmitted to mechanical organs when moving it control valves 40, made, for example, in the form of roller pushers 43. The valves 40 are mounted on the mounting plate 4 of the housing 1 and connected to it by pneumatic tubes 44. The number of valves 40 is equal to the number of ndnyh cams 41, the required number of modes of operation of the crane operator to conduct the train, depending on the characteristics of the braking system of railway vehicles. Command cams 41 are located on the shaft 8 so that when setting the control handle 6 to the desired position, one of them can act on the roller follower 43 of the corresponding valve 40 (in the positions "Train", "Service braking", "Emergency braking") or not act on the valve 40 in general (in the "Overlap with power" position). When exposed to the command cams 41, the pneumatic valves 40 allow compressed air to pass from the supply line through the signal pneumatic lines 39 to the pneumatic valves of the pneumatic valve block 30 (Fig. 2).

The signal pneumatic lines 39 are connected to the mounting plate 4 of the housing 1 using the fitting connections (Fig. 1). Air is supplied to the pneumatic distributors 40 from the feed line through the supply pneumatic line 45, connected via a fitting to the mounting plate 4 of the housing 1. Air is released to the atmosphere from the signal pneumatic lines 39 through the pneumatic distributors 40 and the common exhaust pipe 46 connecting them.

The control device for the crane operator is installed in the cab of the locomotive in the niche intended for installation and fixed through the holes in the front panel 3 of the housing 1 with screws. After that, the corresponding outputs of the mounting plate 4 of the housing 1 are connected by signal pneumatic lines 39 to the pneumatic valve block 30, the supply pneumatic line 45 to the supply line, and the control unit 20 is connected to the external connector 16 (Fig. 1, 2).

When setting the control handle 6 to one of the "Train", "Service" or "Emergency" positions, being guided by the information on the scale on the cover plate 10, the handle 6 with the position fixing dial 7 is fixed in the required position by the spring-loaded clamps 12 fixed on the side wall 2 of the housing 1 (Fig. 1).

The sensor 14 determines the angle of rotation of the control handle 6, corresponding to a given position, and generates a corresponding voltage pulse, which is generated using an analog-to-digital converter 17 and microcontroller 18 of the electronic board 15 in a digital code unique to each position of the control handle 6 (Fig. 1, 2). The digital code via CAN interface 19 is transmitted to the control unit 20, which, according to the incoming signal, determines the control mode specified by the control handle 6 and gives an electrical signal to activate the corresponding control electro-pneumatic valve 23 or 24 (Fig. 2), by means of which the pressure in the equalization cavity is adjusted 25 pressure switch 26.

Simultaneously with the issuance of an electric signal, one of the command cams 41 corresponding to the position set by the control handle 6, by means of the protrusion 42 acts on the roller follower 43 of one of the pneumatic valves 40 (Fig. 1, 2), which, switching, provides compressed air from the supply line through one of the signal pneumatic lines 39 to the corresponding pneumatic valves 33, 34, 36, 37 or 38. When the pneumatic valves 33, 34 and 36 are turned on, the gearbox 32 is connected to the equalization tank 31 and a tabulator 35 for filling the equalization tank 31 with compressed air from the feed line and then maintaining a certain pressure therein.

At the same time, other pneumatic valves, on which the command cams 41 are not affected, remain closed and signal pneumatic lines 39 corresponding to these pneumatic valves are connected through the exhaust line 46 to the atmosphere.

Since certain control modes in electronic and pneumatic modes are the same, when the control handle 6 is in the “Train”, “Overlap with power”, “Service braking”, “Emergency braking” positions, simultaneously supplying electric and pneumatic control signals independently from each other, equal pressure is ensured in the control cavity 25 of the pressure switch 26 and the surge tank 31 (Fig. 2). In this case, in the case of electronic control, the surge tank 31 is separated from the control cavity 25 the switching device 27 and does not affect the operation of the pressure switch 26.

In case of power failure of the electronic control or its failure, the control unit 20 ceases to provide an electric signal to the control electro-pneumatic valve 29 of the switching device 27. The control electro-pneumatic valve 29 in a de-energized state supplies compressed air from the supply line to the shut-off pneumatic valve 28, which connects the pneumatic valve block 30 and the associated equalization tank 31 with the equalization cavity 25 of the pressure switch 26.

As a result, the pressure in the equalization cavity 25 of the pressure switch 26 is adjusted using the equalization tank 31, in which the necessary pressure is uninterruptedly provided by the operation of the reducer 32 and the stabilizer 35 when the pneumatic valves 33, 34 and 36 are turned on in the position of the control handle 6 “Train”, by the pneumatic valve 37 position "Service braking" and pneumatic valve 38 position "Emergency braking".

Thereby, independent formation by the control device of controlling pneumatic and electric signals is achieved in accordance with a predetermined control handle of the operating mode of the crane operator. A malfunction in one of the control systems does not affect the other, and the actuator can continue to work using one of the control signals. So, in the event of a power failure of the electronic control or failure, the control functions of the brakes of the rolling stock will be assigned to the backup pneumatic control system of the crane operator, which works continuously and independently of the electronic control system. At the same time, the number of pneumatic distributors corresponds to the required number of control modes of the driver’s crane operation during backup pneumatic control and may vary depending on the purpose of the rolling stock of the railway transport, taking into account the features of its brake system.

Claims (7)

1. The control device of the crane driver of the brake of a railway vehicle, comprising a housing, a control handle with the positions of the control positions for charging, train, floor, braking, rigidly connected to the position fixation disk, made with recesses for interacting with spring-loaded stops and mounted inside the housing on the shaft, which is rotatably mounted on supports fixed to the side walls of the housing, and a switching device configured to connect to relay control pressure of the driver’s crane of a duplicate pneumatic signal in the event of an electric control signal failure, characterized in that command cams are installed on the shaft, which are capable of acting upon moving the control handle on the roller followers of the corresponding pneumatic valves, connected by signal pneumatic lines to the pneumatic valve block with the possibility of transmitting a control valve to them pneumatic signal, and the control handle is connected by means of a rotation angle sensor with microcontrol an scooter configured to transmit a digital signal corresponding to the position of the handle to the control unit, configured to recognize the received signal, process it and selectively supply a corresponding electric control signal to the control electro-pneumatic valves designed to control the pressure switch of the crane operator. 2. The control device according to claim 1, characterized in that the upper part of the housing is a front panel on which decorative plates are installed, on which the control positions of the control handle are marked with electronic and pneumatic controls, and the positions of the handle with pneumatic control coincide with the corresponding positions in electronic control. 3. The control device according to claim 1, characterized in that the switching device is made in the form of a pneumatic valve connected to a control electro-pneumatic valve with the possibility of connecting a block of pneumatic valves connected to a surge tank to control a pressure switch in case of a power failure to the control electro-pneumatic valve. 4. The control device according to claim 1, characterized in that the switching device is located at a distance from the control handle. 5. The control device according to claim 1, characterized in that the control unit comprises a microcontroller that performs operational elements that are functions distributed for each control mode by selectively acting on electro-pneumatic valves. 6. The control device according to claim 1, characterized in that the spring-loaded stops are made in the form of roller clips. 7. The control device according to claim 1, characterized in that the command cam is made in the form of a rotating sector with a protrusion.

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