RU174021U1 - MACHINE CONTROLLER - Google Patents

Abstract

The utility model relates to the field of electronics, in particular to control devices for railway rolling stock, and can be used to convert the actions of the driver into electrical signals and switching control circuits of the locomotive. The technical result of the claimed utility model is to expand the functionality of the controller of the driver, which is achieved by increasing the control actions on the electrical circuits connected to the controller when the driver moves the controller handles. The technical result is achieved by the fact that the driver’s controller, comprising a traction and braking handle made in the traction and braking mechanism, a reverse handle made in the movement direction setting mechanism, a mechanism for interlocking the traction and braking handle and the reverse handle, a mechanism for fixing the positions of the traction handle and braking, the block of sensors for positioning the handle of traction and braking connected to the microcontroller, the driver of the output signal corresponding to the position of the handle of traction and braking, contains um the speed handle, made in the speed setting mechanism, a block of position sensors of the handle of the speed connected to the input of another microcontroller, to the output of which is connected a shaper of the output signal corresponding to the position of the handle of speed, an additional block of sensors of the position of the handle of traction and braking connected to the input of the additional microcontroller, the output of which is connected to an additional driver of the output signal corresponding to the position of the traction and braking knobs on the shafts of the handle the top and the traction and braking handles are made of command cams configured to act on the respective control switches for the direction of movement and traction or braking, while each command cam is made with two protrusions with the possibility of acting on two switches at the same time, all the driver’s controller mechanisms are attached to the carrier the details. 4 s.p. f-ly, 7 ill.

Description

The utility model relates to the field of electronics, in particular to control devices for railway rolling stock, and can be used to convert the actions of the driver into electrical signals and switching control circuits of the locomotive.

The driver’s controller is a switching device used to control the operation of traction electric motors or diesel engines in the traction and braking modes of an electric locomotive, electric train, diesel locomotive (hereinafter referred to as rolling stock), as well as to change the direction of movement of the rolling stock.

Known controller of the driver (RF Patent No. 2318264, H01H 19/60, publ. 02/27/2008), containing a base on which are fixed mechanisms for setting speed and reverse with handles mounted on shafts, command cams with switches, a mechanism for interlocking the handle of the reverse and speed handles, speed handle position sensor.

Disadvantages: the functionality of the analog is reduced, because there is no smooth signal for setting traction or braking, mechanical connection of the shaft of the handle with the speed sensor based on a potentiometer is used, which reduces the reliability of the device.

Known block adjuster positions of the contactless controller of the driver (RF Patent No. 85743, H01H 19/60, publ. 08/10/2009), comprising a reverse handle, a traction and braking handle, a mechanism for interlocking the handles, a mechanism for fixing the positions of the traction and braking handle, position sensor blocks handles of a reverse and handles of draft and braking.

Disadvantages: the functionality of the controller of the driver is reduced, because there is no speed reference signal; there is no duplication in the formation of control signals and switching control circuits; there is no possibility of smooth regulation of speed and traction (braking).

There is also a known block of the positioner unit for the contactless controller of the driver (RF Patent No. 118116, Н01Н 19/60, published on July 10, 2012), comprising a mechanism for fixing the positions of the traction handle and braking, a mechanism for fixing positions of the handle of the reverse, sensors for the positions of the handle of the reverse and the handle for setting the traction and brakes interconnected by a mechanism for interlocking the handles, an encoder is used as sensors for the positions of the traction and braking handles.

Disadvantages: the functionality of the device is reduced, because no speed reference signal; there is no possibility of smoothly setting the speed and traction (braking); there is no duplication in the formation of control signals and switching control circuits.

The closest technical solution (prototype) to the claimed technical solution is the controller of the driver for controlling the motor-car rolling stock of the driver (RF Patent No. 101578, Н01Н 19/60, published on 01.20.2011), containing a pull and brake handle, a reverse handle, a mechanism mutual locking of the traction and braking handle and the reverse handle, the mechanism for fixing the positions of the traction and braking handle, the block of sensors for the position of the traction and braking handle connected to the microcontroller, the output driver corresponding to the position of the traction and braking handles, switches, switching control circuits.

The disadvantages of the prototype: functionality is reduced, because the quantity and quality of control signals for the movement of rolling stock, formed when moving the speed, traction and braking and reverse handles, is reduced, because there is no speed reference signal, there are no command cams acting on the switches; no duplication of control signals and switching control circuits.

The technical problem solved by the creation of a utility model is that when controlling a rolling stock, the driver has to continuously adjust the traction or braking force and the speed of movement in accordance with the actual resistance to movement and the effectiveness of the brakes. A change in traction force and speed in a wide range refers to the main traction characteristics of the locomotive, while transients should have a minimum duration. When the rolling stock moves, the load changes continuously, not only due to fluctuations in external influences and the peculiarities of the organization of train movement, but also as a result of the operation of devices that regulate the load of power and control units of the locomotive, especially in diesel locomotives. All these changes constantly require a response from the driver, which consists in setting certain levels of speed, traction or braking to regulate the fuel supply to the diesel generator and the rotational speed of the crankshaft of the diesel locomotive. When a passenger train moves, it becomes necessary to provide certain comfort (smoothness of movement) for passengers in both traction and braking modes.

The technical result of the claimed utility model is to expand the functionality of the controller of the driver, which is achieved by increasing the control actions on the electrical circuits connected to the controller when the driver moves the controller handles.

The technical result is achieved by the fact that the driver’s controller, comprising a traction and braking handle made in the traction and braking mechanism, a reverse handle made in the movement direction setting mechanism, a mechanism for interlocking the traction and braking handle and the reverse handle, a mechanism for fixing the positions of the traction handle and braking, the block of sensors for positioning the handle of traction and braking connected to the microcontroller, the driver of the output signal corresponding to the position of the handle of traction and braking, contains um the speed handle, made in the speed setting mechanism, a block of position sensors of the handle of the speed connected to the input of another microcontroller, to the output of which is connected a shaper of the output signal corresponding to the position of the handle of speed, an additional block of sensors of the position of the handle of traction and braking connected to the input of the additional microcontroller, the output of which is connected to an additional driver of the output signal corresponding to the position of the traction and braking knobs on the shafts of the handle the Versa and the traction and braking handles are made command cams, made with the possibility of influencing the respective switches control the direction of movement and traction or braking, while each command cam is made with two protrusions with the possibility of acting on two switches simultaneously the details.

Moreover, an encoder can be used as sensors for the blocks of sensors for the positions of the traction and braking knobs and the speed handle. Moreover, the position signals of the traction and braking handles and speed handles are made analog. Moreover, the sensors of all blocks are made contactless. Moreover, the supporting part is the basis.

The salient features of the claimed utility model are the following features:

- the implementation of the speed handle in the speed setting mechanism;

- the implementation of the block of sensors for the position of the speed handle connected to the input of another microcontroller, the output of which is connected to the output driver, corresponding to the position of the speed handle;

- the implementation of an additional block of sensors for the position of the traction and braking knobs connected to the input of the additional microcontroller, the output of which is connected to an additional driver of the output signal corresponding to the position of the traction and braking knobs;

- execution of command cams on the shafts of the reverse handle and the traction and braking knobs made with the possibility of influencing the respective switches for controlling the direction of movement and traction or braking;

- each command cam is made with two protrusions with the possibility of acting on two switches simultaneously;

- the implementation of all the mechanisms of the controller of the driver attached to the supporting part.

Unlike the prototype, the specified set of distinctive essential features of the claimed technical solution along with the well-known from the prior art features enhances the functionality of the driver controller by increasing the control actions on the electrical circuits connected to the controller when the driver moves the controller handles.

The essence of the utility model, its feasibility and the possibility of industrial application are illustrated by the drawings presented in FIG. 1-7, where:

in FIG. 1 is a view of the controller of the driver in axonometric projection;

in FIG. 2 - functional diagram of the controller;

in FIG. 3 - a mechanism for interlocking the handle of the reverse and the handle of traction and braking in the context;

in FIG. 4 - command cams and switches of the mechanism for setting the direction of movement;

in FIG. 5 - command cams and switches of the mechanism for setting traction and braking;

in FIG. 6 - mechanism for fixing the positions of the traction and braking handle;

in FIG. 7 - speed setting mechanism.

In FIG. 1, 2, 3, 4, 5, 6, 7, the numbers indicate the following positions:

1 - handle traction and braking;

2 - shaft handle traction and braking;

3 - mechanism for setting traction and braking;

4 - reverse handle;

5 - shaft of the reverse handle;

6 - mechanism for setting the direction of movement;

7 - a mechanism for interlocking the handle of the reverse and the handle of traction and braking;

8 - mechanism for fixing the positions of the traction handle and braking;

9 - a block of sensors for the position of the handle of traction and braking;

10 - microcontroller;

11 - shaper output signal;

12 - speed handle;

13 - shaft of the speed handle;

14 - speed setting mechanism;

15 is a block of position sensors of the speed handle;

16 - another microcontroller;

17 - shaper output signal;

18 is an additional block of sensors for positioning the handle of traction and braking;

19 - an additional microcontroller;

20 - additional driver of the output signal;

21 - command cams;

22 - switches;

23 - supporting part (base);

24 - connector;

25 - ledge of the command cam.

The driver’s controller contains a handle 1 (Fig. 1, 2, 6) for traction and braking mounted on the shaft 2 (Fig. 5) of the mechanism 3 (Fig. 1, 3, 6) for setting traction and braking, a handle 4 (Fig. 1, 2) reverse mounted on the shaft 5 (Fig. 3, 4) of the mechanism 6 (Fig. 1, 3, 5) of setting the direction of movement, mechanism 7 (Fig. 1, 3) of the mutual locking of the handle 1 (Fig. 1, 2, 6) traction and braking and the handle 4 (Fig. 1, 2) reverse, mechanism 8 (Fig. 6) fixing the positions of the handle 1 (Fig. 1, 2, 6) traction and braking, block 9 (Fig. 1, 2) sensors of the position of the handle 1 (Fig. 1, 2, 6) traction and braking connected to the input of the microcontrol Weller 10 (FIGS. 1, 2), which is connected to the output of generator 11 (FIGS. 1, 2) an output signal corresponding to the position of the handle 1 (Figs. 1, 2, 6) and braking traction. The driver’s controller also includes a speed knob 12 (Fig. 1, 2, 7) mounted on the shaft 13 (Fig. 7) of the speed setting mechanism 14 (Fig. 1, 7), block 15 (Fig. 1, 2) of the handle position sensors 12 (Fig. 1, 2, 7) speeds connected to the input of another microcontroller 16 (Fig. 1, 2), the output of which is connected to the driver 17 of the output signal corresponding to the position of the handle 12 (Fig. 1, 2, 7) of speed the driver’s controller also contains an additional block 18 (Fig. 1, 2) of the position sensors of the handle 1 (Fig. 1, 2, 6) of traction and braking connected to the input of the additional ikrokontrollera 19 (FIGS. 1, 2), which is connected to the output of the additional generator 20 output signal corresponding to the position of the handle 1 (Figs. 1, 2, 6) and braking traction. In the controller of the driver on the shafts 2.5 (Fig. 3, 4, 5) of the handle 1 (Fig. 1, 2, 6) of the traction and braking and the handle 4 (Fig. 1, 2) of the reverse mounted command cams 21 (Fig. 1 , 4, 5), which are configured to act on the respective switches 22 (Fig. 1, 2, 4, 5) to control the direction of movement and traction or braking when moving the handles 1, 4 (Fig. 1, 2, 6), with this each cam 21 (Fig. 1, 4, 5) is made with two protrusions 25 (Fig. 4, 5), which provide an impact on two switches 22 (Fig. 1, 2, 4, 5) at the same time. As sensors of blocks 9, 15, 18 (Fig. 1, 2) of the position of the handle 1 (Fig. 1, 2, 6) of the traction and braking and the handle 12 (Fig. 1, 2, 7) of the speed, an absolute angular encoder is used. The position signals of the handle 1 (Fig. 1, 2, 6) of the traction and braking and the handle 12 (Fig. 1, 2, 7) of the speed are made analog. Shapers 11, 17, 20 (Fig. 1, 2) of the output signals are made in the form of digital-to-analog converters that generate signals from microcontrollers 10, 16, 19 into signals of a standard interface, for example, a current loop according to GOST 26.011-80. The sensors of the unit 9 sensors position of the handle of the traction and braking, block 15 sensors of the position of the handle of the speed, the additional unit 18 sensors of the position of the handle of the traction and braking made non-contact.

Mechanism 3 (Fig. 1, 3, 6) for setting traction and braking, mechanism 6 (Fig. 1, 3, 5) for specifying the direction of movement, mechanism 14 (Fig. 1, 7) for specifying speed and connector 24 (Fig. 1) in the proposed controller of the driver made attached to the supporting part (base) 23 (Fig. 1, 3) using standard fasteners, which allows when installing it in the control panel of the locomotive to close the controller of the driver with the top (front) panel of the specified panel, because the proposed controller of the driver is made without the upper (front) panel (cover). All controller signals are output to connector 24 (Fig. 1), made in the form of a standard terminal block or a standard connector.

The device operates as follows.

The driver's controller is a device that converts the position of the handles 1 (Fig. 1, 2, 6), 4 (Fig. 1, 2), 12 (Fig. 1, 2, 7) into electrical signals and switching control circuits of the locomotive. Depending on the position of the handle 4 (Fig. 1, 2) of the reverse mounted in the mechanism 6 (Fig. 1, 3, 5) for setting the direction of movement, the command cams 21 (Fig. 1, 4) act on the switches 22 (Fig. 1 , 4), switching control circuits (not shown in Fig.), Specifying the direction of motion of the locomotive. To increase the reliability of the device, the switches 22 and the electrical circuits connected to them (not shown in Fig.) Are duplicated, i.e. command cams 21 (Fig. 1, 4) act simultaneously on two switches 22 (Fig. 1, 4). The handle 4 (Fig. 1, 2) of the reverse is removable (in the neutral position), which provides protection against unauthorized control of the controller (locomotive) during the absence of the driver, since the mechanism 7 (Fig. 1, 3) of the mutual locking of the handle 1 (Fig. . 1, 2, 6) of the traction and braking and the handle 4 (Fig. 1, 2) of the reverse does not allow the handle 1 (Fig. 1, 2, 6) of the traction and braking installed in the mechanism 3 (Fig. 1, 3, 5) the task of traction and braking, in any position other than neutral.

In the process of controlling the locomotive’s movement, the driver moves the handle 4 (Fig. 1, 2) of the reverse to the “FORWARD” or “BACK” position to unlock the handle 1 (Fig. 1, 2, 6) of traction and braking. The handle 12 of the speed installed in the mechanism 14 (Fig. 1, 7) set the speed, the driver sets the speed of the locomotive. The handle 1 (Fig. 1, 2, 6) of traction and braking, the driver controls the traction or braking of the locomotive. When the driver moves the handle 1 traction and braking simultaneously with the formation of the output signals corresponding to the position of the handle 1, switching control circuits traction and braking. Switching control circuits of traction and braking is carried out by switches 22 (Fig. 1, 5), which are affected by command cams 21 (Fig. 1, 5) when moving the handle 1 (Fig. 1, 2, 6) of traction and braking between its fixed a also extreme positions (see Fig. 6), Each command cam 21 has two protrusions 25 (Fig. 4, 5), acting on two switches 22 simultaneously (Fig. 4, 5).

When changing the position of the handle 1 for traction and braking and the handle 12 (Fig. 1, 2, 7) of the speed, the proximity sensors of blocks 9 (Fig. 1, 2), 15, 18 sensors transmit a signal about the position of the corresponding handle 1 (Fig. 1, 2 6) or 12 (Fig. 1, 2, 7) to the microcontrollers 10 (Fig. 1, 2), 16 and 19, respectively, which, using the shapers 11, 17, 20 of the output signals, depending on the software recorded in the microcontrollers and the preliminary settings of the controller of the driver form the output signals of the position of the handle 1 (Fig. 1, 2, 6) traction and braking and p koyatki 12 (FIGS. 1, 2) speed. Signals of the position of the handle 1 (Fig. 1, 2, 6) of traction and braking are generated by two independent (duplicated) channels: block 9 (Fig. 1, 2) of the sensors, microcontroller 10 and driver 11 of the output signal and an additional block of 18 sensors, additional a microcontroller 19 and an additional driver 20 of the output signal, which allows the use of signals to connect additional external devices, which increases the reliability of the controller of the driver.

The movement of the handle 1 (Fig. 1, 2, 6) of the traction and braking between the fixed and extreme positions is carried out smoothly (Fig. 6). The handle 1 (Fig. 1, 2, 6) of traction and braking is made with the possibility of smooth (Fig. 6) movement (change of position) in the mode of setting traction and braking - between the fixed and extreme positions. The handle 12 (Fig. 1, 2, 7) of the speed is made with the possibility of smooth movement (change of position) in the entire range (Fig. 7) of regulation. The handles 1, 12 (Fig. 1, 2, 6, 7) are tactilely distinguishable. The movement of the handles 1, 12 is carried out in parallel vertical planes (Fig. 6, 7). The movement of the handle 4 (Fig. 1, 2) of the reverse is carried out in a horizontal plane (not shown in Fig.).

The smooth movement of the speed handle 12 and handle 1 (Fig. 1, 2, 6) of traction and braking, as well as the use of encoders as sensors of blocks 9 (Fig. 1, 2), 15, 18, microcontrollers 10, 16, 19 allows you to form smoothly changing signals for setting speed and traction or braking of the locomotive, respectively. The smooth nature of the change in the analog signals of speed reference and the task of traction or braking of the locomotive ensures a smooth change in the electrical modes of the traction equipment and the mechanical load on the rolling stock.

All output signals from the controller mechanisms are output to connector 24 (standard terminal block or standard connector) - in FIG. 1, to which external electric circuits of the locomotive are connected. The locomotive speed command signal in combination with the traction (braking) command signal allows the driver to set the optimal rolling stock mode depending on the terrain, route schedule, weather conditions, train weight and design.

Mechanism 3 (Fig. 1, 3, 6) for setting traction and braking, mechanism 6 (Fig. 1, 3, 5) for setting the direction of movement, mechanism 14 (Fig. 1, 7) for specifying speed and connector 24 (Fig. 1) made attached to the carrier part (base) 23 (Fig. 1, 3) of the driver’s controller, which is made without the upper (front) panel (cover), which allows it to be installed under the upper (front) panel of the locomotive control panel (not shown in Fig. ), placing the handles 1, 4, 12 (Fig. 1, 2, 6, 7) in the corresponding slots (not shown in Fig.) of the remote control panel.

Unlike the prototype, the proposed technical solution has a speed handle made in the speed setting mechanism.

In contrast to the prototype, the proposed technical solution has a block of speed handle position sensors connected to the input of another microcontroller, to the output of which a shaper of the output signal corresponding to the position of the speed handle is connected.

In contrast to the prototype, the proposed technical solution has an additional block of sensors for the position of the traction and braking knobs, connected to the input of an additional microcontroller, to the output of which an additional output driver corresponding to the position of the traction and braking knobs is connected.

Unlike the prototype, where the control circuit switching is carried out by a single microcontroller that also generates a traction and braking signal, the proposed technical solution has command cams mounted on the shafts of the reverse handle and the traction and braking handles, which are capable of influencing the corresponding direction control switches and traction or braking. In this case, the switches are duplicated. In the proposed technical solution, each command cam is made with two protrusions with the possibility of acting on two switches simultaneously. Thus, in the proposed technical solution, along with the control carried out by microcontrollers (electronic control), mechanical control of the control switches for the direction of movement of the locomotive and traction or braking using command cams is provided, regardless of the quality of power and the presence of a supply voltage on the controller of the driver, failure of electronic control, which increases the reliability of the device, and therefore the safety of rolling stock, excluding uncontrolled vision

Unlike the prototype, where there is a top panel, in the proposed technical solution, the top (front) panel is absent, and all elements of the driver's controller are made attached to one supporting part (base), combining them into a single structure.

The claimed technical problem can be solved by implementing and using the claimed utility model, which could not be solved by implementing the prototype of the claimed technical solution.

By using the combination of essential distinguishing features in the proposed technical solution along with the features known from the prior art, the claimed technical result is provided - expanding the functionality of the driver’s controller, which is achieved by increasing the control actions on the electrical circuits connected to the controller when the controller handles the controller.

An increase in control actions is expressed in the formation of an output signal corresponding to the position of the speed handle when the operator moves the controller handles, an additional signal corresponding to the position of the traction and braking handles, and the execution of these signals with the possibility of smooth change; in the execution on the shafts of the handles of speed and traction and braking of the command cams, made with the possibility of impact when the operator moves the controller handles on the switches for controlling the direction of movement of the locomotive and traction or braking, as well as making switches duplicated. Moreover, each command cam is made with two protrusions and acts on two switches simultaneously. The output signals corresponding to the position of the speed handle and the position of the traction and braking handle, as well as the signals (control circuits) from the driver’s controller switches are output to the connector (standard terminal block or standard connector) to which the external electric circuits of the locomotive are connected.

In the prior art, no analogue was found, characterized by features identical to all the essential features of the claimed utility model.

The proposed utility model is technically feasible and industrially feasible at the instrument-making enterprise. Currently, prototypes of the claimed driver controller have been manufactured for use on a 2TE35A diesel locomotive. Tests of these samples confirm the achievement of the claimed technical result.

From the foregoing, we can conclude that the proposed technical solution meets the conditions of patentability of a utility model, i.e. is new and industrially applicable.

Claims (5)

1. The driver’s controller, comprising a traction and braking handle made in a traction and braking mechanism, a reverse handle made in a movement direction setting mechanism, a mechanism for interlocking the traction and braking handle and a reverse handle, a mechanism for fixing the positions of the traction and braking handle, a sensor unit the position of the traction and braking knobs connected to the microcontroller, an output signal shaper corresponding to the position of the traction and braking handles, characterized in that it comprises a speed knob and, executed in the speed setting mechanism, a block of speed handle position sensors connected to the input of another microcontroller, to the output of which an output signal generator corresponding to the position of the speed handle is connected, an additional block of traction and brake handle position sensors connected to the input of the additional microcontroller, to the output which is connected to an additional driver of the output signal corresponding to the position of the traction and braking knobs on the shafts of the reverse handle and the rod handle and the brakes are made of command cams configured to act on the respective control switches for the direction of movement and traction or braking, while each command cam is made with two protrusions with the possibility of acting on two switches at the same time, all the driver’s controller mechanisms are attached to the supporting part. 2. The controller according to claim 1, characterized in that an encoder can be used as sensors for the blocks of sensors for the positions of the traction and braking knobs and the speed handle. 3. The controller according to claim 1, characterized in that the position signals of the traction and braking handles and the speed handles are made analog. 4. The controller according to claim 1, characterized in that the sensors of all blocks are made non-contact. 5. The controller according to claim 1, characterized in that the supporting part is the base.

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