RU218478U1 - Rail transport control controller - Google Patents

Abstract

The utility model relates to a railway transport control controller. The technical result is to ensure the compactness and minimum overall dimensions of the controller, while ensuring its high reliability and maintainability in operation. The technical result is achieved by a controller that includes a frame containing a housing made in the form of plates connected to each other at a distance from each other, and a cover. In this case, the body consists of three bearing metal plates connected to each other by bolts and screws through remote racks. Steel threaded bushings are pressed into the frame components, as well as plain bearing bushings; additionally, a thread is cut in the metal frame components. Technological holes are made in the body plates, providing the necessary access to the structural elements and the installation of fasteners between two adjacent body plates. The lid is a flat metal carrier plate that can be put on the body from above, positioned along the technological spikes of the body plates and fastened to the body with screws through the connecting posts. Moreover, one of the fixing screws is made longer with the possibility of installing a metal clamp on its threaded part to fix the flexible wiring harness of the controller. The cover has a hole for placing the drive disk, which ensures its operation with a minimum gap with the cover; a load-bearing mounting top panel is installed on top of the cover. 6 w.p. f-ly, 20 ill.

Description

The utility model relates to the electrical equipment of rail traction vehicles and can be used as a device that sets the operating modes of power equipment at the command of the driver, in particular in the form of a controller for the driver of the head car of the RA-3 "Orlan" rail bus (autonomous diesel passenger train model 753) or the controller of the driver of the head cars of the subway electric trains of models 81-775 "Moscow 2020" manufactured by JSC "METROVAGONMASH". The device is a group switching electromechanical apparatus designed to generate signals for setting the traction and braking forces of the motion control systems of rail traction vehicles. The design of the device is made in the form of a multi-type complex multi-position mechanism with manual control, mounted on a metal frame, which, when the drive handle is moved, acts on the contactor elements and, in a certain sequence, turns on and off the control circuits of electrical devices, and also generates signals for setting traction and braking forces of control systems depending on the position of the drive handle. The presented controller is installed on the panel of the control panel located in the cab of the railway transport driver.

A known controller for controlling a vehicle, see RF patent No. 2210127 dated 17.04.2001. This device includes a body, a cover and a handle. A shaft is installed in the housing, on which a rotor with a gear rim is fixed, a code disk, a disk with a shaped groove connected to the handle, and a sensor unit installed with the possibility of adjusting the position, an excitation coil rigidly fixed in the controller housing, an armature with a gear a crown and a cover, and a spring-loaded latch passing through a figured groove with an excitation coil located on the latch body is installed in the body.

In the specified device, magnetic fixation and non-contact switching of electrical circuits is carried out.

The disadvantages of this device are increased requirements for the electromagnetic compatibility of devices (EMC), the need for a closed shielded housing that provides adequate protection (isolation) from dust, moisture and light radiation (high degree of protection of the shell - IP). Limited scope due to the small number of possible fixed positions (positions) of the control handle.

Known block positioner contactless controller driver, see RF patent No. 118116 dated 07.12.2011. This device consists of a housing with a mechanism for fixing the positions of the main handle with elastic fixing and supporting elements, a mechanism for fixing the positions of the reversing handle, sensors for the positions of the main and reversing handles protruding from the casing, interconnected by a mechanism for mutual locking of the handles. The mechanism for fixing the positions of the main handle contains at least one additional elastic fixing element, and the supporting element is made with additional recesses, the total number and location of the recesses corresponds to the number and location of the positions of the main handle.

In this device, the functionality of the contactless controller positioner unit is expanded by increasing the number of fixed positions of the main handle as a result of using a locking mechanism with several elastic locking elements and generating a signal from each position using an encoder, which simultaneously reduces the dimensions and material consumption of the unit.

This device has disadvantages similar to those considered in the patent of the Russian Federation No. 2210127 dated April 17, 2001. In addition, the disadvantages of these devices in connection with the use of optoelectronic switches in the devices under consideration include: significant power consumption and low efficiency, since double energy conversion is necessary; sensitivity of parameters to the influence of climatic factors (in particular, elevated temperature), high contact resistance in the open state, significant limitation of switched power and voltage.

The closest analogue is the well-known controller for controlling the modes of movement of rail traction vehicles, see RF patent No. 2720597 dated 03/11/2019. This device includes a housing, a shaft, a disc rocker, a mounting frame, a cover, a control handle, an actuating disc mechanism and a locking mechanism (position locking mechanism).

This device achieves the implementation of various motion control schemes with the possibility of redundant electrical control circuits, simplified manufacturing and installation, compactness and minimum overall dimensions, comfortable operation, high reliability and maintainability of the device in operation. The technical result of this device is achieved due to the original layout, open housing and mechanical switching of electrical circuits through the use of universal double-circuit instantaneous switches with a drive roller lever, positive opening and self-cleaning double contacts.

The disadvantages of this device are the lack of continuous, synchronized in accordance with the instantaneous position of the control handle, the issuance of electrical signals to the onboard control system due to the lack of a reader, which limits the application. The complexity of the implementation of circuits (diagrams) for switching electrical circuits that provide the issuance of continuous electrical control signals due to the low accuracy of mechanical switching, due to the direct drive of the actuator.

The proposed technical solution is designed to solve the above disadvantages of analogues.

The objective of the utility model is to create a railway transport control controller, the design of which provides maximum functionality and reliability, with its relative simplicity.

The technical result is to ensure the compactness and minimum overall dimensions of the controller, while ensuring its high reliability and maintainability in operation.

The technical result is achieved by a railway transport control controller, which includes a frame containing a body made in the form of plates connected to each other at a distance from each other and a cover.

The device includes:

A body consisting of three load-bearing metal plates interconnected by bolts and screws through spacers. Steel threaded bushings are pressed into the frame components, as well as plain bearing bushings; additionally, a thread is cut in the metal frame components. Technological holes are made in the body plates, providing the necessary access to the structural elements and the installation of fasteners between two adjacent body plates. The lid is a flat metal carrier plate that can be put on the body from above, positioned along the technological spikes of the body plates and fastened to the body with screws through the connecting posts. Moreover, one of the fixing screws is made longer with the possibility of installing a metal clamp on its threaded part to fix the flexible wiring harness of the controller. The cover has a hole for placing the drive disk, which ensures its operation with a minimum gap with the cover; a load-bearing mounting top panel is installed on top of the cover.

Moreover, the frame is made collapsible.

Remote racks connecting the body plates are made of square and hexagonal sections.

Sleeves of plain bearings are made of antifriction material.

The cover is attached to the housing with countersunk screws.

The connecting posts are made of square section.

The mounting top panel is made of metal with printed marking of the operating positions of the control handle and a soft insert.

The essence of the claimed technical solution is illustrated by images Fig.1-20.

Brief description of pictures and drawings:

fig. 1 General view of the controller (version 1) from behind and to the right (relative to the installation position of the device and the direction of movement of the vehicle);

fig. 2 General view of the controller (version 2) from behind and to the right (relative to the installation position of the device and the direction of movement of the vehicle);

fig. 3 General view of the controller (version 1) on the left and front (relative to the installation position of the device and the direction of movement of the vehicle);

fig. 4 General view of the controller (version 2) on the left and front (relative to the installation position of the device and the direction of movement of the vehicle);

fig. 5 View of the controller (version 1) from above (in the direction of vehicle movement);

fig. 6 View of the controller (version 1) from below (the wiring harness with the connector is conventionally not shown);

fig. 7 View of the controller (version 1) from the front (the wiring harness with the connector is conventionally not shown);

fig. 8 Rear view of the controller (version 1) (the wiring harness with the connector is conventionally not shown);

fig. 9 View of the controller (version 1) rotated by 90° on the left (the wiring harness with the connector is conventionally not shown);

fig. 10 View of the controller (version 1) rotated by 90° on the right (the wiring harness with the connector is conventionally not shown);

fig. 11 Controller frame (version 1) assembled (general top and bottom views);

fig. 12 Controller frame (version 2) assembled (general top and bottom views);

fig. 13 Section A-A (version 1) (wire harness with connector not shown conventionally);

fig. 14 Driver disk assembly;

fig. 15 Detailing the mechanisms of SM and MRS;

fig. 16 Gear detailing;

fig. 17 Detailing DM;

fig. 18 View of the controller (version 1) disassembled (the wiring harness with the connector is conventionally not shown);

fig. 19 Variant execution of the commutation diagram;

fig. 20 Schematic electrical circuit.

In Fig.1-20 positions indicate the following components of the device:

1 - housing plate;

2 - remote rack housing;

3 - threaded sleeve;

4 - plain bearing bushing;

5 - drive (primary) shaft;

6 - setting disk;

7 - key of the drive shaft;

8 - lower rod;

9 - upper rod;

10 - emphasis;

11 - guide rod;

12 - pusher;

13 - stock MPX;

14 - small spring MPX;

15 - power spring SM;

16 - threaded plug;

17 - stopper;

18 - gear sector;

19 - pin;

20 - middle spring MPX;

21 - thrust nut;

22 - latch;

23 - circlip;

24 - guide nut;

25 - stroke limiter;

26 - flange;

27 - encoder;

28 - encoder gear;

29 - clamp;

30 - driven (secondary) shaft;

31 - switching coding disk;

32 - retaining ring KD;

33 - thrust washer KD;

34 - remote spacer;

35 - hexagon stand;

36 - retaining ring DM;

37 - gear wheel of the driven shaft;

38 - key of the driven shaft;

39 - countersunk screw;

40 - thrust washer;

41 - position encoding disk;

42 - pressure washer;

43 - bolt;

44 - axis of the lever;

45 - MFP spring stop;

46 - clamping washer of the lever;

47 - bearing axis;

48 - rolling bearing;

49 - MFP spring;

50 - switching switch DM;

51 - dielectric distance plate;

52 - bolt for fastening the switching switch DM;

53 - self-locking nut;

54 - adjusting plate;

55 - switching switch MPX;

56 - KM cover version 1;

57 - KM cover version 2;

58 - clamp;

59 - flexible wiring harness;

60 - plate;

61 - top panel;

62 - hairpin;

63 - friction plate;

64 - brake shoe;

65 - clamp TM;

66 - washer TM;

67 - self-locking adjusting nut ТМ;

68 - spring TM;

69 - round handle;

70 - axis of the round handle;

71 - T-handle;

72 - screw terminals of contactor elements;

73 - cable tie;

74 - flexible wiring harness connector.

The design of the controller is a compact high-precision multi-stage motion conversion mechanism that provides continuous output of electrical signals to the on-board system with program control of the vehicle in the entire range of operating positions of the control handle due to the synchronous interaction of the mechanical and electronic components of the device according to a certain algorithm. The presented controller performs mechanical switching of electrical circuits through the use of universal two-circuit snap action microswitches with various actuators, positive opening and self-cleaning double contacts, which makes it possible to redundant electrical control circuits. The continuous output of electrical signals during switching of control circuits is ensured by the implementation in the device of a mechanism for individual adjustment of the advance angle of operation of the contact groups of each position microswitch. The instantaneous position of the control handle is determined by a reader - a rotation angle sensor (encoder). Increased accuracy (synchronization) of switching electrical circuits is provided due to the implementation of stepped mechanical transmissions of increased accuracy in the device. The force of transferring the control handle to an arbitrary position is regulated by a special built-in brake mechanism. In addition, thanks to the integrated mechanisms for releasing the stroke and fixing the operating positions (positions) of the control handle, the maximum safe operation of the device in operation is ensured. The components of the controller are mounted in an open case, which provides ease of installation, visual control of the operation of the mechanisms and minimum requirements for protection from external influences.

The rail transport control controller - the driver controller (hereinafter referred to as KM) (Fig.1-4) is a design in the form of a multi-type complex multi-position mechanism with manual control, mounted on a metal frame, which, when the drive handle is moved, acts on the contactor elements and in a certain sequences turns on and off the control circuits of electrical devices, and also generates signals for setting the traction and braking forces of the control systems, depending on the position of the drive handle. KM is designed for remote control of power plants in traction and braking modes of the vehicle. The design of the KM provides a smooth setting of the values of the traction and braking forces. KM is installed on the panel of the control panel located in the cab of the railway transport driver.

The frame of the device is steel, collapsible and consists of a body, a cover, a flange and mounting plates. The body is made of three bearing metal plates (1) (Fig.11, 12) interconnected at a distance with bolts and screws through spacers (2) (Fig.11, 12) of square and hexagonal section. Steel threaded bushings (3) (Fig. 18) are pressed into the components of the frame for fastening parts and assembly units of the mechanism, as well as sleeve bearings made of anti-friction material (4) (Fig. 11, 12, 18). Additionally, for fastening structural elements in the metal components of the frame, a thread is cut. For ease of assembly and wiring of the KM, technological holes are made in the housing plates, providing the necessary access to the structural elements and installation of fasteners. The controller housing design described above provides improved maintainability, and also allows the units to be placed in the most compact manner while ensuring minimum overall dimensions. This achieves high operational reliability.

Between two adjacent plates of the housing there is a leading (primary) shaft of circular cross section (5) (Fig.13, 16, 18). The hollow (hollow) stepped drive shaft has external thrust bosses (local bulges) and is installed in plain bearings of adjacent housing plates. Thrust bosses limit the axial travel of the shaft in operation. The central part of the drive shaft is thickened with a through transverse hole and a keyway. The shaft has an internal thread on one side and an external thread on the other. A drive disk (6) (FIGS. 13, 14, 18) is installed on the drive shaft through a parallel key (7) (FIGS. 18). Inside the setting disk there are mechanical drives of the locking mechanism for limiting the stroke and the mechanism for releasing the stroke with the drive of the contactor element for releasing the stroke. The locking mechanism for limiting the travel (hereinafter referred to as SM) telescopic spring-loaded consists of a lower rod (8) (Fig.13, 15) with a stopper, an upper rod (9) (Fig.13, 15, 18) with a latch and a power return spring. The travel release mechanism with the travel release contactor element drive (hereinafter referred to as MPX) is linear, spring-loaded, integrated (built-in) into the locking mechanism. MPX consists of a stop (10) (Fig.13, 15), a guide rod (11) (Fig.13, 15), a pusher (12) (Fig.13, 15), and a rod (13) (Fig.13, 15) with return springs, which transmits a rectilinear movement between its moving sliding parts.

CM and MPX are mounted in the master disk as follows.

Before mounting the CM and MKM, the drive disk is installed on the drive shaft. Next, an intermediate assembly is performed: a guide rod is inserted into the through longitudinal hole of the lower rod SM, which is wrapped up to the stop with its small threaded part into the pusher, previously installed in the longitudinal running lodgement of the lower rod, and oriented with a sharp edge down. A small return cylindrical helical compression spring (14) (Fig. 13, 15) is installed in the upper blind hole of the lower rod CM. A cylindrical stop with an upper hemisphere is screwed onto the protruding threaded part of the guide rod. The assembled unit is installed in the drive from the bottom through a through hole, pressed by a power return cylindrical helical compression spring (15) (Fig.13, 15) and fixed with a round threaded plug (16) (Fig.13, 15). Further, on the side of the drive disk, opposite to the location of the longitudinal running lodgement of the lower rod CM, a transverse cylindrical stopper (17) is attached to the threaded hole of the lower rod (17) (Fig.13, 15). Then, identical flat gear sectors (18) (Fig. 13, 14, 16) are symmetrically installed on the sides of the drive disk, which, in addition to the function of transmitting torque in the gear train, are also limiters of the working stroke of the transverse stopper CM using radial oval through holes. To ensure maximum positioning accuracy and synchronous operation, the gear sectors are fixed between themselves by smooth cylindrical pins (19) (Fig. 14) and threaded fasteners. Next, the assembled unit is mounted in the housing. From the side of the central plate of the housing, the MPX drive rod is loaded into the hole of the main shaft, oriented with a sharp edge in the same direction as the pusher. Then the average return cylindrical compression spring (20) (Fig.13, 15) is installed and fixed with a special round thrust nut (21) (Fig.13, 15). Next, the upper rod is put on the lower rod assembly CM, where the latch (22) (Fig.13, 15) is pre-installed, fixed inside with an O-ring (23) (Fig.13, 15). The upper rod assembly in the drive disk is fixed with a round nut (24) dressed on top (Fig. 13, 15).

Before installation in the housing compartment of the master disk assembly assembly, travel stops (25) (Fig. 18) are mounted on the housing plates, with the help of a flat flange (26) (Fig. 11, 12.1 8) an encoder (27 ) (Fig.13, 16, 18), on the smooth shaft of which a gear with a split hub (28) (Fig.13, 16, 18) is pre-put on and fixed with a special clamp (29) (Fig.13, 16, 18) in half ring shape. In addition, the disk switching mechanism is pre-assembled.

The disk switching mechanism (hereinafter referred to as DM) is a collapsible assembly consisting of a driven (secondary) hexagonal shaft (30) (Fig.13, 16, 17) and switching cam coding disks (hereinafter referred to as CD) (31) (Fig. .13, 17), which, from axial displacement, are fixed on the shaft with retaining rings (32) (Fig.13, 17) through thrust washers (33) (Fig.13, 17) and spacers (34) (Fig.13, 17 ). Additionally, to prevent free play of the mating parts, all CD are interconnected by bolts through the thrust hex rack (35) (Fig.17). KD can be made of metal or polymeric materials, have the form of a flat circle with a central through hole and cut out curved sections in the form of radial depressions along the perimeter of the outer contour, are marked and have technological holes for manufacturing, correct orientation during installation and measurement of the applied force for operation mechanism in the process of product manufacturing and repair. The central hexagonal through hole in the CD provides a reliable connection with the driven driven shaft. The symmetrical hexagonal driven metal shaft of the regular shape has support necks at the edges for installation in bearings, grooves for mounting retaining rings and threaded holes in the ends for fixing parts with threaded fasteners. The DM assembly is installed in the housing compartment between adjacent plates and is fixed in the plain bearings with the help of retaining rings (36) (Fig.13). On the reverse side of the central plate of the body, a toothed gear (37) is put on the DM shaft (Fig.13, 16, 17), which is fixed on the shaft with a small parallel key (38) (Fig.17) and a countersunk screw (39) (Fig.17) through the thrust washer (40) (Fig.17) with a conical central hole. On the opposite side, outside the case, there is a mechanism for fixing positions (positions).

The mechanism for fixing positions (positions) (hereinafter referred to as MFP) consists of an additional positional coding cam disk, a rocking lever with a bearing and a return spring. Position cam coding disk (hereinafter referred to as PKD) (41) (Fig.7, 9, 13) is installed outside the housing on the driven shaft and fixed with a small feather key, clamping washer (42) (Fig.7,9,13) and bolt (43) (Fig.7, 9, 13). On the body plate in the threaded holes installed the axis of the lever (44) (Fig.7, 9) and the stop of the spring (45) (Fig.7, 9). The drive lever is dressed on the axis, fixed on the outside with a retaining ring through the pressure washer (46) (Fig.7, 9) and cottered. In the lever on the axle (47) (Fig.8, 9) a single-row ball bearing (48) (Fig.8, 9) is installed, which, like the lever, is fixed with a retaining ring and cottered. The lever bearing is rolled along the external curvilinear contour of the PKD, which has sections in the form of radius recesses, fixing it with the help of a spring-loaded drive lever. The original torsion return spring (49) (Fig. 9), which is mounted on the lever axis between the lever and the housing plate, presses the lever against the disk with its hook. The shank of the spring is filled with a cylindrical stop. The return spring is put on the axle before the lever is installed.

Neighboring plates of the body of the DM placement compartment have horizontal slots (grooves) and threaded holes for fixing fasteners. In these seats installed contactor elements (electromechanical switching microswitches) (50) (Fig.7,18). As these devices, universal double-circuit instantaneous microswitches with a drive roller lever, forced opening and self-cleaning contacts are used, operating in a wide range of currents and voltages and making it possible to switch electrical circuits. Each microswitch has two groups of contacts: one group with normally closed contacts, the second group with normally open contacts. In the used microswitch, mechanically combined and at the same time galvanically isolated contact bridges allow you to simultaneously switch two circuits with different electrical parameters. The snap action mechanism ensures a consistently high switching speed, since the switching speed is independent of the speed of the drive element.

Switching microswitches are fixed on the inner sides of the housing plates through remote dielectric plates (51) (Fig.8, 18) and fixed with bolts (52) (Fig.8, 18) with self-locking nuts (53) (Fig.8, 18), and connections are made through adjusting metal plates (54) (Fig.9, 18), which are rigidly attached to the body plates. Due to the oversized holes in the adjusting plates, the positions of the switching microswitches are fine-tuned in accordance with the switching diagram (Fig. 19).

An additional switching switch with direct drive (55) (Fig.9, 18), which is responsible for turning on the travel unblocking signal, is installed on the bottom of the KM cover and is actuated by the MPX rod.

The KM cover isp.1 (56) (Fig.11, 18) and isp.2 (57) (Fig.12) flat metal bearing is put on the body from above, positioned on the technological spikes of the body plates and fastened to the body with countersunk screws through connecting racks of square section, and one of the fixing screws has a large length for installation on its threaded part of the metal clamp (58) (Fig.9), with which the flexible cable harness KM (59) is fixed (Fig.1-4). The cover has a hole for placing the drive disk, which ensures its operation with a minimum gap with the cover. The overall dimensions and configuration of the cover may vary depending on the modification of the KM. A decorative information plate (60) (Fig. 18) is glued on the cover in version 1 (KM modification) or in version 2 a load-bearing mounting metal top panel (61) (Fig. 2) with a soft insert is installed to increase the rigidity of the structure and its reliability. On the indicated plate and panel, the operating positions (positions) of the control handle are marked.

This design of the cover provides improved maintainability and compact placement of units. At the same time, due to rigid positioning with minimal clearances, high reliability of the controller is ensured.

On the side of the KM housing, where the encoder is installed, a brake mechanism is mounted that regulates the force of transferring the control handle to an arbitrary angular position. The brake mechanism (hereinafter TM) consists of a pin (62) (Fig.13, 18), a friction plate (63) (Fig.13, 18), a brake shoe (64) (Fig.13, 18), a clamp ( 65) (Fig.13, 18), elastic element and locking threaded fasteners. The pin, which is the axis of the mechanism, is wrapped all the way into the threaded hole of the drive shaft and simultaneously rotates with it. The friction plate is fixed to the body with screws. A brake shoe, a clamp, an elastic element, a flat washer (66) (Fig. 13, 18) and a self-locking adjusting nut (67) (Fig. 13, 18) are put on the pin in series. A Belleville spring (68) is used as an elastic element (Fig. 13, 18).

A control handle is installed on the upper part of the upper stem of the SM, the shape of the handle of which can be different. The handle can be mounted directly to the stem, in which case the axis of the control handle will be the upper stem. Fixation is carried out using threaded fasteners. Due to the symmetrical shape of the upper part of the upper stem of the SM, the control handle with a complex geometric shape of the shell can be installed with a 180-degree turn. In addition, the design of the CM allows you to turn, if necessary, by 180 degrees the upper rod itself, which does not affect the performance of the mechanism. The installed control handle in all working positions has only an axial radial working stroke, while there is a minimum technological backlash (free play) of rotation relative to its axis of rotation, which is due to the design of the mechanism. The handle of the manual drive of the mechanism in a variant version is used in the form of a simple pear-shaped handle (69) (Fig.13, 18), which is screwed onto an axle (70) rigidly connected to the upper rod CM (Fig.13, 18), or in the form of an ergonomic curved T-handle symmetrical shape (71) (figure 2, 4) with a comfortable grip in any working position. Moreover, the handle mount provides the ability to orient the T-shaped handle in the opposite direction, which makes it possible to choose an alternative option for comfortable control. The T-handle is a non-separable cast assembly unit made of a molded shell with a steel hexagonal sleeve embedded inside with an internal smooth through hole, the end of which is closed with a metal flat plug to prevent material from getting inside during manufacture.

Wiring of the KM is carried out in accordance with the circuit diagram of connections (Fig.20) by connecting to the screw terminals of the contactor elements (72) (Fig.7, 9) crimped wires with sleeve lugs in accordance with the scheme of work, which are combined into a single flexible bundle. The wiring harness is fixed to the KM body with a clamp and plastic cable ties (73) (Fig.7, 8, 18). The flexible encoder cable is also fixed on the housing and ends with a mounting plug and socket. To exclude mechanical contact between low-voltage and power circuits at their intersections and common routes, the circuits are isolated using a protective wraparound cuff (shell). Direct connection of the KM to external electrical circuits is carried out through a common connector of the flexible wiring harness (74) (figure 1, 2) or using the prepared ends of the wires removed from the harness and installed in the terminal block of the vehicle control panel. The power supply of the KM is carried out from the on-board network of the vehicle.

KM is installed on the control panel of the control panel located in the driver's cab with the support elements of the frame (cover or top panel) on the tabletop of the control panel and is fixed with countersunk screws.

The movement of the KM control handle is carried out in positions. The positions are indicated on the top plate (or directly on the top panel in the variant) by marking the operating positions of the control handle. In the presented version of the KM, a total of 4 working positions are indicated: "X" - travel (traction mode); "0" - coast (neutral); "T" - braking and "E" - emergency braking, however, there can be much more of them depending on the tasks solved by the device. In addition, for better information content of the image, a symmetrical graduation has been added, narrowing towards the neutral position of the control handle, at which it occupies a vertical position and expanding towards the extreme angular positions, informing the operator that traction and braking forces are maximum in these positions. The KM installed on the control panel with working positions is oriented along the direction of movement of the vehicle. Traction positions are set in the "X" position (from the driver), starting from "0", in ascending order of the stacked traction positions (traction force) when switching to the "away from the driver" position or descending - when switching to the "to the driver" position. The brake positions are set in the "T" position "toward the driver", starting from "0", in ascending order of the set brake positions (braking force) when switching to the "toward the driver" position or descending - when switching to the "away from the driver" position. Moreover, the range "0" has a fixed position in the center of the range and two fixed positions at the edges of the range. Thus, the entire "0" range has three fixed positions. In addition, the extreme position "E" is also fixed and the transfer of the control handle to it is accompanied by increased effort.

When the handle is moved, command signals are generated on the output circuits of the controller (relative to the common circuit) by switching the supply voltage on the switches.

CM in the vehicle operates as follows.

The KM actuator is set in motion by the driver manually with the help of a control handle rigidly connected to the setting disk. To exclude accidental unauthorized transfer of the control handle to the traction mode as a result of external influence, the KM design provides for a CM that blocks spontaneous transition to the traction mode. This blocking is implemented mechanically. In addition, the design provides for the issuance of a control electrical signal about unlocking the travel to the vehicle control system using the MPX mechanism, which is responsible for controlling the transfer of the control handle to the travel mode by converting the mechanical action on the control handle into an electrical signal. The MPX drive is implemented mechanically and operates in all modes of vehicle movement, including during a stop (parking). The control signal to unlock the travel is issued to the system at the moment when the driver presses the KM control handle along the axis, applying a minimum effort. The handle through the upper rod acts on the stop, which drives the pusher through the guide rod, overcoming the resistance of the small and medium return springs. The MPX pusher imparts a transverse movement to the rod, which presses the switch rod, ensuring the operation of its contact groups. When the axial force is removed from the control handle, the MPX returns to its original position automatically. To start the movement of the vehicle, it is required to unlock the KM actuator, for which the driver needs to activate the SM. By pressing the KM control handle along its axis, the driver applies an increased force to trigger the protective mechanism. Overcoming the resistance of the MRH return springs, the stop touches the lower SM rod and sets it in motion, while the pusher pushes the drive rod to the side to the maximum distance. Further, the upper rod and the lower rod of the CM move down simultaneously, while the drive rod MPX stops in the extreme working position, and the pusher continues to move and slides down, contacting its side surface with the end face of the drive rod. This design feature of the mechanism prevents damage to the microswitch. On the drive rod MPX there are special flats, with which it enters into constant engagement with the longitudinal axial lodgement of the lower rod SM, which prevents it from turning around the axis and failure of the mechanism. Moving down the lower rod, overcoming the resistance of the power return spring, disengages the transverse stopper from the travel limiters and unlocks the transfer of the control handle to the traction mode. When the KM is operating in traction mode, the transverse stopper slides along the guide raceways of the travel stops. Lateral travel stops are installed on adjacent housing plates, inside the drive disk compartment they are metal segmental elements in the form of a semicircle and are designed to limit and block the travel (movement) of the drive disk. When the control handle is moved to the neutral position (zero mode), the SM returns to its original position automatically. The SM rods carry out the working stroke only in the axial direction, they are interconnected by means of a spline connection, which excludes their rotation relative to each other. The lower rod at the base has lateral flats that prevent its rotation in the setting disk. In addition, this degree of freedom is further limited by a transverse stopper, the course of which is limited by holes in the toothed sectors.

In the variant version of the KM MPX, it can perform the function of monitoring the presence of the driver in the control cabin and his wakefulness (excluding the movement of an uncontrolled train in case the driver falls asleep). In this case, it is assumed that the on-board safety system, according to the instructions, obliges the driver, under certain conditions in all driving modes, to press the signal control button, which in the presented CM is implemented in the form of a contactor element, actuated by the MPX when the driver presses the control handle, otherwise it will happen stopping the vehicle (auto braking).

When the KM control handle is switched to the selected motion mode, the setting disk, rotating on the drive shaft, simultaneously drives the encoder shaft and the auxiliary driven shaft of the DM drive. Communication is carried out using a gear transmission. The torque is transmitted from the gear sectors to the gears. The gear transmission is a step-up (accelerating) one for expanding the range of settings for the values of the angular positions of the rotating interacting elements of the design of the actuators, providing increased switching accuracy in the DM. In the presented version of the KM, the gear connection is made cylindrical spur with an involute tooth profile.

In the presented KM, a device is used that reads the instantaneous angular working position of the control handle - an encoder with a CAN interface. The encoder is designed to convert the angle of rotation of the shaft of the controlled object into a digital code. Code within 0-360° can be read via CAN interface. The absolute position of the shaft is determined after the power is turned on, as well as after the passage of electrical interference, shock or vibration. The converter is based on a magnetic Hall sensor, which makes it possible to use the device in difficult operating conditions - in a wide temperature range, with high humidity, vibration. The encoder shaft is driven by a gear mounted on it. The power supply of the device is carried out from the on-board network with program control. Setting (programming) of the encoder is performed on special bench equipment.

Simultaneously with the encoder, the gear drives the auxiliary driven shaft DM through the gear mounted on it. The torque is transmitted to the DM shaft as well as to the encoder shaft with an increase in the rotation speed in accordance with the gear ratio of the gear pair. An increase in the speed of rotation of the coding switching disks DM relative to the master disk provides a significant increase in the angular size of the disk sector to accommodate one or more cams of the required geometric shape in it at an acceptable distance from each other for normal operation, which, given the existing size restrictions, cannot be implemented in the case of a direct drive of the mechanism with a gear ratio of 1:1. The indicated design feature of the CM makes it possible to implement mechanically different switching diagrams with overlapping electrical signals, which ensures more accurate operation of the device and contributes to the expansion of its scope.

The DM coding discs act on the roller levers of the switches, as a result of which their contact groups actuate. For maximum fine tuning of electrical signal overlap angles, each switch has an individual positioning adjustment. Fixing the optimal location of the switches is carried out when adjusting the KM on the bench equipment.

Fixing the positions (positions) of the control handle, as well as the applied efforts to move it from one fixed position to another, is determined by the MFP located outside the CM body. PKD is mounted coaxially on the DM shaft and rotates synchronously with it. With its reverse cams, the position disc engages with the bearing of the spring-loaded lever, fixing it in certain positions.

Fixing the control handle in all non-fixed positions (positions) is carried out by TM. The TM pin rotates synchronously with the KM drive shaft. The brake shoe put on a hairpin through a clamp is pressed by a Belleville spring to a friction plate. Due to the friction of the parts, a braking torque is created, to overcome which it is necessary to apply an effort. The value of the specified force can be changed by adjusting the nut.

KM is installed with its body in the niche of the vehicle control panel, rests with its bearing cover or top panel on the tabletop and is fixed to it with fasteners. With the help of plug connectors, the KM is connected to the on-board system of the locomotive with program control.

The cover or top panel of the device, which performs protective and decorative functions, together with the handle of the control drive, gives the device an original appearance.

The use of connectors of the flexible wiring harness when mounting the device in the vehicle makes it much easier to connect it.

The technical result achieved by the entire set of features of the presented utility model is to ensure the compactness and minimum overall dimensions of the controller, while ensuring its high reliability and maintainability in operation.

The presented utility model, due to its design and principle of operation, has a universal industrial application for solving problems of implementing various schemes for controlling the movement of railway transport.

Claims (7)

1. Rail transport control controller, including a frame containing a body made in the form of plates connected to each other at a distance from each other, and a cover, characterized in that the body consists of three bearing metal plates connected to each other by bolts and screws through remote racks , steel threaded bushings are pressed into the frame components, as well as bushings of plain bearings, additionally, threads are cut in the metal frame components, technological holes are made in the body plates, providing the necessary access to the structural elements and installation of fasteners, between two adjacent body plates, the cover represents it is a flat metal carrier plate, made with the ability to be put on the body from above, positioned along the technological spikes of the body plates and fastened to the body with screws through the connecting posts, moreover, one of the fixing screws is longer with the possibility of installing a metal clamp on its threaded part to fix the flexible harness wires of the controller, a hole is made in the cover for accommodating the drive disk, ensuring its operation with a minimum gap with the cover, a load-bearing mounting top panel is installed on top of the cover. 2. The rail transport control controller according to claim 1, characterized in that the frame is collapsible. 3. The rail transport control controller according to claim 1, characterized in that the remote posts connecting the housing plates are made of square and hexagonal section. 4. The rail transport control controller according to claim 1, characterized in that the plain bearing bushings are made of anti-friction material. 5. The rail transport control controller according to claim 1, characterized in that the cover is attached to the body with countersunk screws. 6. The rail transport control controller according to claim 1, characterized in that the connecting posts are made of square section. 7. The rail transport control controller according to claim 1, characterized in that the mounting top panel is made of metal with marked operating positions of the control handle and a soft insert.

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