RU2503558C2 - Temperature controller of automatic combined microprocessor-based heat machine with blower electric drive - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway transport, particularly, to brake system control. Pressure control system comprises induction squirrel-cage pole-reversing four-speed motor with pole-reversing stator winding including 24 coil sets (A1-A8, B1-B8, C1-C8) connected with eight coil set switches (9-16) and switch to connect the engine with AC source, movable contact sets with drives (17-24) incorporated with control device. Air pressure controller 1 of pneumatic system is connected with 1st comparator while suction air pressure controller 4 is connected with 4th comparator. Air consumption transducer 2 and suction air temperature gage 3 are connected with 2nd and 3rd comparators via first and second correctors of their static characteristics. First, second, third and fourth comparators are connected with first, second, third and fourth masters and with adder connected in their turn with compressor drive. Compressor drive incorporates the algorithm of combined relay 8-position microprocessor-based air pressure controller.

EFFECT: higher quality of pressure control and compressor reliability, lower costs and oil consumption.

10 dwg

Description

FIELD OF THE INVENTION

The present invention relates to the field of improving reciprocating compressor units of traction rolling stock, for example, diesel traction rolling stock, on which the compressors are driven by a heat engine. The following compressor drives are used on diesel traction rolling stock: mechanical non-disconnectable from the main heat engine; electric; hydrodynamic with adjustable clutch; hydrodynamic with an unregulated coupling; drive from auxiliary heat engine (non-disconnectable) [Diesel locomotives. Design, theory and calculation. / Ed. N.I. Panova. - M.: Mechanical Engineering, 1976. - 544 p.].

The operation of compressor units on locomotives is significantly different from their operation in stationary conditions. Due to the specifics of train work, the design features of locomotives and types of compressor drives, this difference is characterized by variable shaft speeds, discharge pressure, temperature conditions, frequent starts and stops or changes of working and idling [Sharunin A.A. Operational tests of locomotive compressors PK-35 and PK-3,5. Trudy TsNII MPS, 1970, Issue 413].

It is known that of all the methods used to change the supply Q ₂ and pressure p _to compressors, the method of changing them by changing the speed of rotation of the compressor shaft ω _k is the most effective. However, to maintain air pressure p _k in the pneumatic system of a traction vehicle, relay automatic pressure control systems (ASRD) are widely used, in which the functions of executive-control devices (IRA), i.e. executive mechanisms (IM) in conjunction with regulatory authorities (RO), perform the drive of the compressor and the compressor itself. The pneumatic system of the traction vehicle itself is an object of pressure regulation (ARD). The automatic pressure regulator (ARD) contains, in addition to the executive-regulating device, a control body (UO), consisting of a measuring device (IU), a master (ZU), a comparing (SU) and an amplifier-converting device [N. Lukov Kosmodamiansky A.S. Automatic control systems for locomotives. - M .: GOU "Educational and methodological center for education in railway transport", 2007, p.342-343]. The external disturbing influences λ ₁ , λ ₂ and λ ₃ act on the pressure regulating object of the pressure regulator: air flow from the pneumatic system Q ₁ , temperature T a _and atmospheric (intake) air pressure p _a . Changes in these disturbing effects lead to changes in the controlled variable φ - pressure p _k [PI Plastinin Piston compressors. T. 1. Theory and calculation. - M .: KolosS, 2006. - p.114-119]. To maintain the pressure p _k in a given range, an automatic pressure regulator changes the air supply Q ₂ to the pneumatic system. Automatic relay on-off pressure regulator has static characteristics in the form of a loop (see figure 1. Static characteristics of an automatic relay on-off pressure regulator) at maximum ω _k1 and minimum ω _k2 compressor shaft speed. In operation, the automatic pressure regulating system _for the value of p varies from p to p _{k1 k2.} The increase in pressure p _k from p _k1 to p _{k2 is} carried out during operation of the compressor with a maximum shaft rotation speed ω _{to max} and a maximum supply of Q _{2 max} . At the same time, the maximum wear rate of parts of the cylinder-piston group of the compressor and increased lubricant consumption are observed. [Bannikov V.A., Manshin A.P. The influence of compressor operating modes on the wear of cylinder-piston group parts and lubricant consumption. - Kolomna, Proceedings of VNITI, 1983, Iss. 58]. The test results show that the wear rate of the compressor parts increases both with an increase in ω _k and with an increase in p _k , and the pressure p _k has a stronger effect on the increase in the wear rate [Tsykunov Yu.I. Wear test results for PK-35 and PK-3,5 compressors. - M.: NIIINFORMTYAZHMASH, Transport Engineering, 1968, Issue 13]. With increasing ω _to and the discharge pressure p _{to the} lubricant consumption increases [Bannikov V.A., Manshin A.P. The influence of compressor operating modes on the wear of cylinder-piston group parts and lubricant consumption. - Kolomna, Proceedings of VNITI, 1983, Iss. 58]. To reduce the wear of the parts of the cylinder-piston group of the compressor and to reduce the consumption of lubricant, it is necessary to apply smooth regulation of the pressure p _{to the} most effective way - by changing ω _k , at which the compressor running time decreases at ω _{k max} and p _{k max} . Analysis of the properties of automatic regulators pressure relay-off and continuous shows that with continuous compressor pressure regulation operates longer at a lower ω _k and reduced p _k, which contributes to a reduction of wear and tear of cylinder-piston group and a decrease in lubricant flow rate (the value of which is much higher the cost of diesel fuel) [Tsykunov Yu.I., Lesin V.I. Test results of prototypes of locomotive compressors PK-3.5 and PK-1.75. - M .: NIIInformTyazhMash, Transport Engineering, 1968, Issue 5-67-14].

State of the art

Known automatic pressure control system [RF Patent No. 2254249], in which the compressor shaft is connected to the shaft of the induction motor, the stator winding of which is connected to a synchronous generator driven by the shaft of the heat engine, and the rotor winding is connected to the anchor winding of the DC regulating machine, the field winding of which is connected to the first control unit connected to the first digital-to-analog converter connected to the first output of the microprocessor control RA, the pressure sensor in the pneumatic system is connected to the first input of which by means of the first analog-to-digital converter, and the compressor shaft speed sensor is connected to the second input of the microprocessor controller, the second output of the microprocessor controller is connected to the control unit via the second digital-to-analog converter contactor connecting an induction motor to a synchronous generator, and the third output of a microprocessor control Ller through the third digital-to-analog converter is connected to the control unit of the traction vehicle.

Known asynchronous multi-speed motors with squirrel-cage rotor, in which the stator winding has pole-switched windings:

1. For two-speed engines: p = 5: 3, ω ₁ = 600 and ω ₂ = 1000 rpm [A.S. USSR No. 995212]; p = 12: 3, ω ₁ = 250 and ω ₂ = 1000 rpm [A.S. USSR No. 1721731]; p = 8: 4, ω ₁ = 375 and ω ₂ = 750 rpm [RF Patent No. 2345463].

2. For three-speed engines: p = 5: 2: 1, ω ₁ = 600, ω ₂ = 1500 rpm and ω ₃ = 3000 rpm [A. S. USSR No. 884039]; p = 10: 4: 2, ω ₁ = 300, ω ₂ = 750 rpm and ω ₃ = 1500 rpm [A. S. USSR No. 1086511]; p = 5: 2: 1, ω ₁ = 600, ω ₂ = 1,500 rpm and ω ₃ = 3,000 rpm [RF Patent No. 2285994]; p = 7: 5: 3, ω ₁ = 430, ω ₂ = 600 rpm and ω ₃ = 1000 rpm [RF Patent No. 2298273].

3. For four-speed engines: p = 8: 4: 2: 1, ω ₁ = 375, ω ₂ = 750 rpm, ω ₃ = 1500 rpm and ω ₄ = 3000 rpm [RF Patent No. 20144711] ; p = 8: 4: 2: 1, ω ₁ = 375, ω ₂ = 750 rpm, ω ₃ = 1500 rpm and ω ₄ = 300 rpm [RF Patent No. 2020693].

Five-speed engines are also known for which: p = 10: 6: 4: 3: 2, ω ₁ = 300, ω ₂ = 500 rpm, ω ₃ = 750 rpm, ω ₄ = 1000 rpm and ω ₅ = 1500 rpm

Thus, there is the possibility of a wide selection of three-phase pole-switchable windings for multi-speed asynchronous motors.

The analogue of the invention, the closest to it in the aggregate of essential features (prototype)

A known automatic pressure control system in the pneumatic system of a traction vehicle [RF Patent No. 2283252], comprising a compressor connected to a shaft of a DC regulating machine, characterized in that the compressor shaft is connected to a shaft of an induction motor, the stator winding of which is connected to an AC source, and the rotor winding by means of a rectifier is connected to the anchor winding of the regulating DC machine, the excitation winding of which is connected to the first control unit, connected to the first output of the microprocessor controller, the pressure sensor in the pneumatic system is connected to the first input of the compressor, and the compressor shaft speed sensor is connected to the second input of the microprocessor controller, the second output of the microprocessor controller is connected to the control unit of the contactor connecting the asynchronous motor to the synchronous generator, and the third output the microprocessor controller is connected to the control unit of the traction vehicle.

This automatic pressure control system in the pneumatic system of the traction vehicle, as well as the analogue of the present invention [RF Patent No. 2254249], has a significant drawback. The use in the system of an asynchronous engine with a phase rotor, a rotating rectifier and a DC machine greatly complicates the electric drive of the compressor, increases the cost and reduces its reliability and efficiency.

SUMMARY OF THE INVENTION

The proposed automatic combined microprocessor-based pressure control system in the pneumatic system of a traction vehicle does not have the disadvantages inherent in known automatic pressure control systems [RF Patents No. 2254249, 2283252], since it contains an automatic combined eight-position relay microprocessor-based pressure regulator with an electric compressor drive, which contains an asynchronous pole-switched four-speed squirrel-cage motor in a cat The stator winding has pole switchable windings (the number of pairs of motor poles: 8, 4, 2 and 1).

The disadvantages of an automatic relay controller can be significantly reduced by converting it from on-off to multiposition. The more positions a relay controller has, the more a relay control system with such a controller approaches a continuous system in terms of performance.

In this asynchronous pole-switched motor, the three-phase stator winding is made up of 24 coil groups with leads from their beginnings and ends. The switching switches of the coil groups (7 three-pole switches and one two-pole switch) connect the coil groups so that they form phase zones on the motor stator bore with an integer number of coils per zone (see Fig. 2. Schematic diagram of an asynchronous pole-switched four-speed squirrel-cage motor with a squirrel-cage rotor switches of stator winding coil groups).

When a three-phase voltage is applied to the input terminals of the winding, the latter creates a magnetic field in the air gap, the first spatial harmonic of which rotates in the same direction with a frequency of rotation depending on the number of pole pairs. Depending on the position of the switches, the angular velocity of the field is 375 rpm when turned on for 8 pairs of poles, 750 rpm when turned on for 4 pairs of poles, 1500 rpm when turned on for 2 pairs of poles and 3000 rpm when inclusion on one pair of poles. Thus, the stator winding provides a stepwise change in the frequency of rotation of the magnetic field in relation to ω ₁ : ω ₂ : ω ₃ : ω ₄ = 8: 4: 2: 1.

This three-phase pole-switched winding for four numbers of pole pairs (two-layer, three-zone, connected to a star with one parallel branch in each phase for all numbers of pole pairs) consists of the same uniformly distributed coils included in the coil groups with numbers A1 - A8, B1 - B8 , C1 - C8. With the initial position of the switches indicated in Fig. 2, the circuit is prepared to turn on the winding by 8 pairs of poles (the moving contacts of the coil group switches are located at the top), and switching on is performed by applying a three-phase voltage to the input terminals of the winding indicated by the letters A, B and C.

In the proposed automatic combined microprocessor system for regulating the pressure in the pneumatic system of a traction vehicle, the electric drive of the compressor has higher reliability, since the compressor is activated only in first gear, which provides a reduced compressor speed ω _to , for example, 0.125 of the nominal value. Then, the next increase in the compressor speed ω _k during the transition from the first to the second speed (0.25 of the nominal value) is also small and is carried out without first turning off the compressor. The increase in the rotation frequency ω _k during the transition from the second to the third rotation frequency (0.5 of the nominal value) is also small and is carried out without first turning off the compressor. These conditions cause reduced dynamic loads in the compressor drive elements and a significant increase in its reliability. The use of lower compressor rotation speeds provides a significant reduction in energy costs for compressor drive, increase the reliability of the drive and compressor and decrease the amplitude and frequency of pressure fluctuations p _k , which leads to a decrease in fuel consumption by a traction vehicle and to increase the reliability of a compressor installation.

An automatic combined microprocessor pressure regulator in the pneumatic system of a traction vehicle with an electric compressor drive (see Fig. 3. A schematic block diagram of an automatic combined microprocessor pressure regulator in a pneumatic system of a traction vehicle) contains an air pressure sensor (DDV1) in the pneumatic system, air flow sensor (DRV) from the pneumatic system Q ₁ , atmospheric (intake) air temperature (DTV) sensor 3 and pressure sensor 4 I atmospheric (intake) air (DDV2), compressor (K) 5, heat engine 6, synchronous generator (power source) 7, microprocessor controller (MPC) 8, four-speed asynchronous motor with pole-switched stator winding containing 24 coil groups: A1 - A8, B1-B8 and C1 - C8 connected to eight switches 9-16, the movable contact groups of which have actuators 17-24, a switch 25 for turning on the engine with a drive 26, a rotor 27 of the engine.

An automatic microprocessor six-position pressure regulator with a mechanical drive of the compressor is combined, because in it, in addition to a signal of adjustable magnitude φ - pressure p _{k, the} signals of external disturbing influences λ ₁ , λ ₂ and λ ₃ : air flow from pneumatic system Q ₁ , the temperature of the atmospheric (intake) air T _a , the pressure of the atmospheric (intake) air p _a . As a result, the regulatory effect of µ on the regulatory object is determined by the expression (the algorithm of the combined temperature controller) [Lukov N.M. Fundamentals of automation and automation of diesel locomotives. - M.: Transport, 1989, p. 19. Lukov I.M., A.S. Kosmodamiansky. Automatic control systems for locomotives. - M .: GOU UMTS by education on the railway. transport, p.22].

where k _p , k _pλ1 , k _pλ2 , k _pλ3 are the transfer coefficients of the controller through the channels of action of the controlled variable and disturbing influences.

The automatic combined microprocessor-based pressure control system in the pneumatic system of a traction vehicle (see Fig. 4. Schematic diagram of an automatic combined microprocessor-controlled pressure control system in the pneumatic system of a traction vehicle) contains a DDV1 air pressure sensor 1 in the pneumatic system 28, a DRV air flow sensor 2 from pneumatic system, temperature sensor 3 of atmospheric (intake) air DTV and pressure sensor 4 of atmospheric (intake) air a DDV2, compressor 5, heat engine 6, synchronous generator (electric power source) 7, microprocessor controller MPK 8, asynchronous four-speed motor with a pole-switched stator winding containing 24 coil groups: A1-A8, B1-B8 and C1-C8 connected to eight switches 9-16, the movable contact groups of which have drives 17-24, an engine start switch 25 with a drive 26, an engine rotor 27, a pneumatic system 28, an unloader (RU) 29 with a drive.

An automatic combined microprocessor-based pressure control system in a pneumatic system of a traction vehicle, containing an automatic combined eight-position relay microprocessor-based pressure regulator with an electric compressor drive, contains the following functional elements (see Fig. 5. Functional diagram of an automatic combined microprocessor-based pressure control system in a pneumatic system of a traction vehicle ): object of pneumatic pressure regulation system OR 28 (pneumatic system of the traction vehicle), the first measuring device (IU1) 1 (pressure sensor p _to air in the pneumatic system) with the output signal x _d1 , the second measuring device (IU2) 2 (air flow sensor Q ₁ from the pneumatic systems) with an output signal x _d2 , the third measuring device (IMS) 3 (temperature sensor T _{a of} atmospheric (intake) air) with an output signal x _d3 , the fourth measuring device (IU4) 4 (pressure sensor of atmospheric (intake) air _a ) with exit signal, x _d4 , regulatory body (PO) 5 (compressor K), actuator (MI) 30 with the output signal h _them (electric drive of the compressor PC), four driving devices 31, 32, 33 and 34 - (ЗУ1), (GC2), (GC3) and (GC4) with reference signals η ₁ , η ₂ , η ₃ , and with output signals x _ss1 , x _ss2 and x _ss3 , four comparison devices 35, 36, 37 and 38 - (S1) , (СУ2), (СУ3) and (СУ4) with the output signals _{Δх Sou1} , Δ Дх _Su2 , _{Δх Su3} and _{Δх Su4} , two correction devices 39 and 40 (УК1) and (УК2) of the static characteristics of measuring devices ИУ2 and ИУ3 with output signals x _yk1 and x _yk2 , device summation 41 (US) with the output signal x _{mustache of the} output signals of the comparing devices SU1, SU2, SU3 and SU4, the unloading device 29 RUi controlling 42 (SU) with the output signal x _yy .

The unloading device is used in a microprocessor-based automatic pressure control system to reduce the acceleration time of the compressor and the current load when starting the electric drive of the compressor. When you turn on the coil groups of the stator winding of the motor to a new (smaller) number of pole pairs, the control device turns on the RU unloading device for several (3-5) seconds, which disconnects the pneumatic system from the compressor and connects its output to the atmosphere.

Correction devices UK1 and UK2 of the static characteristics of measuring devices ИУ2 and ИУЗ are designed to determine the degree of influence of disturbing signals λ ₁ and λ ₂ on the regulatory action µ. The degree of influence is determined by the values of the transmission coefficients of correction devices _UK1 and _UK2 : k _UK1 and k _UK2 (static controller settings). For example, the air pressure in the pneumatic system p _k changes in proportion to the pressure of the atmospheric (intake) air p _a , and the proportionality coefficient (transmission coefficient of the pneumatic system for the pressure of the atmospheric (intake) air p _a ) is equal to one. Therefore, in order to reduce the influence of atmospheric (intake) air pressure p _a on the regulating effect µ, and therefore on the air pressure in the pneumatic system p _k , it is necessary to make the value of the transmission coefficient of the correction device UK2 less than unity.

The output signal of the summing device US is determined from the expression

Automatic combined microprocessor-based pressure control system in the pneumatic system of a traction vehicle contains four regulators (figure 5). The pressure regulator p _to its deviation from the set value together with the object of regulation forms a closed control loop and contains functional elements: IU1, SU1, ZU1, US, UU, IM AND RO. The pressure regulator p _{to the} air flow rate from the pneumatic system Q ₁ together with the control object forms the first open loop control and contains functional elements: IU2, UK1, SU2, ZU2, US, UU, IM AND RO. The pressure regulator p _to the temperature of the intake air T a _and together with the control object forms a second open loop control and contains functional elements: IU3, UK2, SU3, ZU3, US, UU, IM AND RO. The pressure regulator p _to the pressure of the intake air p _a together with the control object forms a third open control loop and contains functional elements: IU4, SU4, ZU4, US, UU, IM AND RO.

The automatic combined microprocessor-based pressure control system in the pneumatic system of the traction vehicle (see Fig. 6. The block diagram of the automatic combined microprocessor-based pressure control system in the pneumatic system of the traction vehicle) contains a pressure sensor p _to air in the pneumatic system - DDV1, sensor 2 air flow rate Q ₁ of a pneumatic system - RTD sensor temperature T 3 _and the intake air - DTV, the pressure sensor 4 _and an intake air p - DDV2, device corrections 39 and 40 - UK1 and UK2, master devices 31, 32, 33 and 34 - ZU1, ZU2, ZU3 and ZU4, comparing devices 35, 36, 37 and 38 - SU1, SU2, SU3 and SU4, summing devices 41 - US and control 42 - UU, compressor drive 30 - PC, compressor 5 - K and pneumatic system 28 - PS. The functions of UK1, UK2, ZU1, ZU2, ZU3 and ZU4, SU1, SU2, SU3 and SU4, US and UU devices are performed by the microprocessor controller MPK.

Automatic combined microprocessor-based pressure control system in the pneumatic system of a traction vehicle operates as follows. When disconnected sensors DRV, DTV, DDV2 and four-drive compressor microprocessor controller provides off (when the pressure p _a to p _k2, p _k4, p _k6 and p _k8) of the compressor or the inclusion (by lowering the pressure p _k to the values of p _k1, p _k3 , p _k5 and P _k7 ) at the corresponding speed stage. As a result, an automatic microprocessor eight-position relay pressure regulator in a pneumatic system with an electric drive of the compressor has the static characteristics shown in Fig.7 (Fig.7 Static characteristics of an automatic eight-position relay microprocessor-based pressure regulator in a pneumatic system). With such a pressure regulator, the field of static characteristics of an automatic microprocessor-based pressure control system in a pneumatic system with an electric drive of the compressor will look like that shown in Fig. 8 (Figure 8. Field of static characteristics of an automatic combined microprocessor-based pressure control system). On Fig shows that with a decrease in air flow from the pneumatic system Q _{1, the} amplitude and amplitude of the pressure fluctuations p _to increase. This also increases the period of pressure fluctuations p _k and residual non-uniformity Δ p _k . This is due to the fact that with a decrease in the air flow from the pneumatic system Q ₁ and the temperature of the intake air T _a , the time constant and the transmission coefficient of the pneumatic system as an object of pressure regulation increase [Popov EP Automatic regulation and control. - M .: Nauka, 1966, pp. 309-311. V.S. Prusenko. Pneumatic systems for automatic control of technological processes. - M.: Mechanical Engineering, 1987, p. 164, 165, 180-181]. The decrease in the average pressure p _{to a} decrease in air flow from the pneumatic system Q ₁ leads to a decrease in the accuracy of regulation of pressure p _to , that is, to reduce the quality of the control system. The increase in the amplitude and period of pressure fluctuations p _k negatively affects the technical and economic performance of the compressor and the pneumatic system.

When the sensors DRV, DTV and DDV2 are turned on, the microprocessor controller, in accordance with the program embedded in the control unit of the control unit (Figs. 5 and 6), turns on and off the corresponding number of pairs of motor poles, depending not only on the pressure signal p _k , but also on signals on the air flow from the pneumatic system Q ₁ , the temperature of the intake air T _a , the pressure p _{a of the} intake air. Moreover, the automatic combined eight-position relay microprocessor-based pressure regulator has static characteristics (Fig. 9. Static characteristics of the automatic combined microprocessor-based pressure regulator), different from the characteristics shown in Fig.7. At the same time, the algorithm (law) of the operation of the control device of the UE drive of the PC compressor is:

ω _a = ω _{c4 uu8} when x _<y, x <x _uu7 - contact groups all switches are in the down position;

ω _a = ω _{e3 uu6} when x _<y, x <x _uu5 - 3 switch contact groups are in the upper position and the switches 10 and 11, 13-17, - in the lower position;

ω _a = ω _{e2 uu4} when x _<y, x <x _uu3 - contact groups switches 10-13 are in the upper position, and the contact group of switches 14-17 are in the lowered position;

ω _a = ω _{c1 N2} for x _<y, x <x _MA1 - contact groups all switches are in the upper position.

These switches of the stator coil groups of the motor are made in accordance with table 1.

Table 1 Table and algorithms for triggering switches and switching coil groups of the stator motor winding R Switches of stator winding coil groups and algorithms for their switching and position ω _in ω _in , rpm 10 eleven 12 13 fourteen fifteen 16 17 8 AT AT AT AT AT AT AT AT ω _b1 375 four AT AT AT AT N N N N ω _B2 750 2 N N AT N N N N N ω _b3 1500 one N N N N N N N N ω _b4 3000

This table indicates:

B - movable contact groups of switches located at the top;

H - movable contact groups of switches are located below.

As can be seen from table 1, to transfer the engine from the first stage of the rotational speed (p = 8) to the second stage of the rotational speed (p = 4), 14-17 switches are switched; to transfer the engine from the second stage of the rotational speed to the third stage of the rotational speed (p = 2) 10, 11 and 13 switches are switched; and to transfer the engine from the third stage of the rotational speed to the fourth stage of the rotational speed (p = 1), a 12 switch is switched. When switching coil groups and changing the number of pole pairs, there is no disruption of the power flow to the compressor drive [V. Vinokurov, D. A. Popov Electric railway vehicles. - M .: Transport, 1986, p. 369-372].

In order that the amplitude of pressure fluctuations p _k does not increase with decreasing air flow from the pneumatic system Q _{1 ,} the dead zone of the control device UU, and hence the pressure regulator p _k , decreases with decreasing speed ω _k of the compressor shaft. Dead zone of the control unit of the control unit: at ω _k = ω _k1 2ΔZ _nch1 = x _yy2- x _yy1 , at ω _k = ω _k2 2ΔZ _nch2 = x _yy4 - _yy3 , with ω _k = ω _k3 2ΔZ _nch3 = x _yy6 - _yy5 and when ω _k = ω _k4 2ΔZ _nch4 = x _yy8- x _yy7 . The ratio of dead zones: ΔZ _LF1 = k _z1 ΔZ _LF2 , ΔZ _LF2 = k _z2 ΔZ _LF3 ; k _z1 > k _z2 > 1. The deadband values ΔZ _LF1 and the coefficients k _z1 and k _z2 are the static settings of the controller. The intervals x _yy3- x _yy2 , x _yy5- x _yy4 and x _yy7- x _yy6 are 0.1-0.2 from the dead zone.

As a result, the characteristics field of an automatic combined microprocessor-based pressure control system containing an automatic combined eight-position relay microprocessor-based pressure regulator with an electric drive of the compressor will have the form shown in Fig. 10 (Fig. 10. Characteristics field of an automatic combined microprocessor-based pressure control system). Figure 10 shows that with a decrease in air flow from the pneumatic system Q ₁ , the average value of pressure p _k remains constant, the amplitude of pressure fluctuations p _k also remains constant, which indicates the high quality of the automatic combined microprocessor system for controlling the pressure in the pneumatic traction system vehicle.

The technical result that can be obtained by carrying out the invention.

The proposed automatic combined microprocessor-based pressure control system in the pneumatic system of a traction vehicle with an automatic microprocessor eight-position pressure regulator uses a simpler, more reliable and cheaper electric fan drive than in the regulators of known systems. It employs a squirrel-cage induction motor and eight switches (instead of motors with a phase rotor and direct current and a rotating rectifier). The implementation of the present invention will improve the quality of pressure regulation, increase reliability and reduce the cost of the electric drive of the compressor, increase the reliability of the compressor, reduce the consumption of oil by the compressor and fuel by the vehicle. The technical result is achieved due to the fact that the automatic combined microprocessor system for regulating the pressure in the pneumatic system of a traction vehicle contains a compressor connected to the shaft of a heat engine by means of an AC electric drive consisting of an AC source and an induction motor, an air pressure sensor in the pneumatic system. It uses a four-speed pole-switched asynchronous squirrel-cage motor with a squirrel-cage rotor, with a pole-switched stator winding containing 24 coil groups connected to eight coil group switches and a switch for connecting the motor to an alternating current source, the moving contact groups of which have drives that are part of the control device. The electric drive of the compressor is connected to the control device. The controller further comprises an air flow sensor from the pneumatic system, an intake air temperature sensor, and an intake air pressure sensor. The air pressure sensor in the pneumatic system is connected to the first comparison device, the intake air pressure sensor is connected to the fourth comparison device, the air flow sensor from the pneumatic system and the intake air temperature sensor are connected to the second and third comparison devices by means of the first and second static characteristics correction devices of these sensors . The first, second, third, and fourth comparators are connected respectively with the first, second, third, and fourth drivers and with a summing device, which in turn is connected to a compressor electric drive control device, whose operation program contains the operation algorithm of the combined eight-position relay microprocessor-based pressure regulator air.

Figure 1. Static characteristics of an automatic on-off pressure regulator.

Figure 2. Schematic diagram of an asynchronous pole-switched four-speed squirrel-cage motor with switches of stator coil groups.

Figure 3. Schematic diagram of an automatic combined microprocessor-based pressure regulator in the pneumatic system of a traction vehicle.

Figure 4. Schematic diagram of an automatic combined microprocessor-based pressure control system in the pneumatic system of a traction vehicle.

Figure 5. Functional diagram of an automatic combined microprocessor-based pressure control system in a pneumatic traction transport system.

6. Block diagram of an automatic combined microprocessor control system.

7. Static characteristics of an automatic eight-position relay microprocessor-based pressure regulator in a pneumatic system.

Fig. 8. The field of static characteristics of an automatic combined microprocessor-based pressure control system.

Fig.9. Static characteristics of an automatic combined microprocessor pressure regulator.

Figure 10. Field characteristics of an automatic combined microprocessor-based pressure control system.

The list of positions corresponding in the figures to the main elements of an automatic combined microprocessor-based pressure control system in the pneumatic system of a traction vehicle

Figures 3, 4, 5 and 6:

1 - air pressure sensor in the pneumatic system (first measuring device);

2 - air flow sensor from the pneumatic system (second measuring device);

3 - temperature sensor of atmospheric (intake) air (third measuring device);

4 - pressure sensor of atmospheric (intake) air (fourth measuring device);

5 - compressor (regulatory body);

6 - heat engine;

7 - synchronous generator;

8 - microprocessor controller;

9-16 - switches of the coil groups of the pole switchable stator winding of an asynchronous four-speed motor;

17-24 - actuators of the movable contact groups of the switches of the coil groups of the pole-switchable stator winding of an asynchronous four-speed motor;

25 - switch to turn on the induction motor;

26 - drive switch on the induction motor;

27 - rotor of an induction motor;

28 - pneumatic system (temperature control object);

29 - discharge device of the compressor;

30 - electric drive of the compressor (actuator);

31-34 - master devices;

35-38 - comparing devices;

39 and 40 are correction devices;

41 is a summation device;

42 - control device

List of Conditional Abbreviations

ASRD - automatic pressure control system

ARD - an object of pressure regulation

ARD - automatic pressure regulator

UO - governing body

IRA - executive-regulating device

IU, IU1, IU2, IU3 and IU4 - measuring device

ZU, ZU1, ZU2, ZU3 and ZU4 - the master device

UU - control device

UK1 and UK2 - correction devices

SU, SU1, SU2, SU3 and SU4 - a comparing device

IM - actuator

RO - regulatory authority

DDV1 - air pressure sensor in the pneumatic system

DRV - air flow sensor from the pneumatic system

DTV - temperature sensor of atmospheric (intake) air

DDV2 - pressure sensor of atmospheric (intake) air

MPK - microprocessor controller

PS - traction vehicle pneumatic system

K - compressor

PC - compressor drive

List of designations of quantities

p _{to the} air pressure in the pneumatic system of the traction vehicle

Q ₂ - compressor flow

ω _to - compressor shaft speed

λ ₁ , λ ₂ and λ ₃ - disturbing effects

Q ₁ - air flow from the pneumatic system

T _a - temperature of the atmospheric (intake) air

p _a - pressure of atmospheric (intake) air

φ - signal of adjustable size (air pressure in the pneumatic system)

x _d1 - output signal of the air pressure sensor in the pneumatic system (first measuring device)

x _d2 - output signal of the air flow sensor from the pneumatic system (second measuring device)

x _d3 - output signal of the temperature sensor of atmospheric (intake) air (third measuring device)

x _d4 - output signal of the pressure sensor of atmospheric (intake) air (fourth measuring device)

h _them - the output signal of the actuator (compressor drive)

η ₁ , η ₂ , η ₃ and η ₄ - reference signals

x _zu1 , x _zu2 , x _zu3 and x _zu4 - output signals of the master

x _yk1 and x _yk2 - output signals of correction devices

Δx _sou1 , Δx _su2 , Δx _su3 and Δx _su4 - output signals of the comparison devices

x _us - the output signal of the device for summing the output signals of the comparison devices

x _yy - the output signal of the control device

k _UK1 and k _UK2 - transmission coefficients of correction devices

k _p , k _pλ1 , k _pλ2 , and k _pλ3 are the transmission coefficients of the controller through the channels of action of the controlled variable and disturbing influences

k _z1 and k _z2 are the coefficients characterizing the ratio of the dead zones of the control device

Δр _к - residual unevenness

2ΔZ _LF1 , 2ΔZ _LF2 , 2ΔZ _LF3 and 2ΔZ _LF4 - dead zones of the control device.

Claims (1)

An automatic combined microprocessor-based system for regulating the pressure in the pneumatic system of a traction vehicle, comprising a compressor connected to the shaft of a heat engine by means of an AC electric drive consisting of an AC source and an asynchronous motor, an air pressure sensor in the pneumatic system, characterized in that it is used four-speed asynchronous motor with squirrel-cage rotor, with pole-switched stator gear otkoy comprising coil group 24 connected to the eight switches of the coil groups and the switch connection of the engine with the AC source, the movable contact groups which have drives that are part of the control device, wherein the electric drive of the compressor is connected to the control device; the controller further comprises an air flow sensor from the pneumatic system, an intake air temperature sensor and an intake air pressure sensor; the air pressure sensor in the pneumatic system is connected to the first comparison device, the intake air pressure sensor is connected to the fourth comparison device, the air flow sensor from the pneumatic system and the intake air temperature sensor are connected to the second and third comparison devices by means of the first and second static characteristics correction devices of these sensors ; the first, second, third and fourth comparison devices are connected respectively with the first, second, third and fourth driving devices and with a summing device, which in turn is connected to the control device of the electric drive of the compressor, the operation program of which contains the operation algorithm of the combined eight-position relay microprocessor-based pressure regulator air.

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