RU2808302C1 - Railway controller and method of operation - Google Patents

Abstract

FIELD: electrical equipment of rail traction vehicles.

SUBSTANCE: railway transport control controller includes a housing, hexagonal and round shafts installed in plain bearings, a drive disk, coding cam disks, a stroke limiting locking mechanism, a stroke release mechanism with a drive of a contactor element for releasing the stroke, a position fixing mechanism, a brake mechanism, a gear transmission, contactor elements and a rotation angle sensor, a control handle movable relative to the drive disk in the axial radial direction, mounted on the upper rod of the telescopic drive of the travel limiting locking mechanism by means of threaded fasteners, a telescopic spring-loaded travel limiting locking mechanism. The drive disk is installed on the drive shaft through a parallel key. The method of operation of the controller is also stated.

EFFECT: invention ensures the implementation of the operation of various motion control circuits with increased switching accuracy of electrical control circuits and the possibility of their redundancy, increased safety and control of operation, as well as compactness and minimal overall dimensions of the device, while ensuring high reliability and maintainability of the device in operation.

14 cl, 20 dwg

Description

The invention relates to electrical equipment of rail traction vehicles and can be used as a device that sets, at the driver’s command, the operating modes of power equipment, 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 controller for the driver of the head cars of metro electric trains models 81-775 "Moscow 2020" produced by JSC "METROVAGONMASH". The invention is a group switching electromechanical device designed to generate signals for setting traction and braking forces of traffic control systems for rail traction vehicles. The design of the invention is made in the form of a multi-type complex multi-position mechanism with manual control, mounted on a metal frame, which, when moving the drive handle, 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 invention is installed on the control panel located in the railway driver's cab.

A controller for controlling a vehicle is known, see RF patent No. 2210127 dated 04/17/2001. This device contains a housing, a cover and a handle. The housing contains a shaft on which a rotor with a toothed rim is mounted, a code disk, a disk with a shaped groove connected to a handle, and a sensor unit installed with the ability to adjust the position; coaxially with the shaft, an excitation coil, an armature with a toothed a crown and a cover, and in the body there is a spring-loaded latch passing through a figured groove with an excitation coil located on the latch body.

This device provides magnetic fixation and contactless switching of electrical circuits.

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

A known block for setting the positions of a contactless driver controller, see RF patent No. 118116 dated 12/07/2011. This device consists of a housing with a mechanism for fixing the positions of the main handle with elastic fixing and support elements, a mechanism for fixing the positions of the reversible 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 support 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.

The specified device expands the functionality of the position setting unit of the contactless controller by increasing the number of fixed positions of the main handle as a result of using a locking mechanism with several elastic fixing elements and generating a signal from each position using an encoder, which simultaneously reduces the size and material consumption of the unit.

This device has similar disadvantages to those discussed in RF patent 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 effects of climatic factors (in particular elevated temperature), high contact resistance in the open state, significant limitation of switching power and voltage.

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

This device achieves the implementation of various motion control circuits with the possibility of redundant electrical control circuits, simplified manufacturing and installation, compactness and minimal 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 momentary switches with a drive roller lever, forced 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, output of electrical signals to the on-board control system due to the lack of a reading device, which limits its use. The complexity of implementing circuits (diagrams) for switching electrical circuits that ensure 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-mentioned disadvantages of analogues.

The objective of the invention is to create a railway transport control controller, the design of which provides maximum functionality and reliability, while being relatively simple.

The technical result is the implementation of the operation of various motion control circuits with increased switching accuracy of electrical control circuits and the possibility of their redundancy, increased safety and control of operation, as well as compactness and minimal overall dimensions of the device, while ensuring high reliability and maintainability of the device in operation.

The technical result is achieved by a railway transport control controller, characterized by the presence of a housing made in the form of plates connected to each other at a distance from each other, drive shafts, a drive disk, coding cam disks, a control handle, a travel limiting locking mechanism, a travel release mechanism with a contactor element drive unblocking the stroke, a mechanism for fixing positions, a brake mechanism that regulates the force of moving the control handle to various angular positions, and a gear transmission.

The device includes:

- contactor elements and rotation angle sensors installed on the housing;

- a hexagonal shaft and a round shaft installed in plain bearings, which are fixed in the housing plates;

- a drive disk mounted on a round shaft in its central part and located between adjacent plates of the housing;

- coding cam disks mounted on the hexagonal shaft in its central part and located between adjacent housing plates;

- a control handle movable relative to the drive disk in the axial radial direction, fixed to the upper rod of the telescopic drive of the stroke limiting locking mechanism by means of threaded fasteners;

- telescopic spring-loaded locking mechanism for limiting travel;

- travel release mechanism with drive of the travel release contactor element;

- mechanism for fixing positions;

- a brake mechanism that regulates the force of translation (rotation) of the control handle to various angular positions;

- open type gear transmission, made as an overdrive.

The body is made in the form of three interconnected plates at the same distance from each other.

At least four coding cam disks are installed on the hexagonal shaft in its central part.

All coding cam discs have the same outer diameter of the working contour.

For each coding cam disc, at least one contactor element is installed.

The mounting of each contactor element interacting with the encoding cam disk has an adjustable installation position.

The upper and lower rods of the telescopic locking mechanism are made along the external working contour as cylindrical steps and are connected to each other using a spline connection, and from turning around the axis of symmetry of the external contour, the lower rod has flats, and a guide spline lock is fixed in the upper rod, ensuring rectilinear reciprocating movement of the upper rod relative to the lower one.

Telescopic spring-loaded locking mechanism for limiting the stroke in the form of a lower rod and an upper rod installed inside the drive disk, which, using a transverse stopper mounted in the lower rod, interacting with the travel limiters mounted on the body plates, limits the angular position of the control handle relative to the axis of rotation of the drive disk in a given range and positions, thereby preventing its translation into an arbitrary position, which is not permitted without a certain mechanical effect.

The travel release mechanism with the drive of the travel release contactor element is made in the form of an integrated device into the locking mechanism for limiting the travel of the driving disk, which is a spring-loaded mechanical drive consisting of a stop, a guide rod, a pusher and a rod with return springs, which transmits linear motion between its movable parts. sliding parts.

The mechanism for fixing positions (positions) is made in the form of an additional encoding cam disk mounted on a hexagonal shaft outside the housing (protruding beyond its overall size), along the outer working contour of which a roller mounted on the axis of a spring-loaded swing arm rolls.

The brake mechanism is a spring-loaded friction mechanism in the form of a friction brake plate mounted on the housing plate outside and an axis rigidly mounted on the round shaft of the drive disk, on which the brake pad, clamp, spring and threaded fasteners are located.

The open type gear transmission is made in the form of a gear sector mounted on the drive disk and the drive gear on the actuator shaft.

The gear transmission is made of spur gear with an involute tooth profile and increases the speed of rotation of the driven gear relative to the drive gear by 3 (three) times (gear ratio 1:3).

The method of operation of the railway transport control controller is that the device is put into operation by the driver by physically acting on the control handle, through which the mechanical drives of the actuators are activated by converting the direction and speed of movement of their interacting sliding and rotating parts that are engaged in As a result, synchronous interaction of the mechanical and electronic components of the device takes place according to a certain algorithm necessary for the implementation of tasks of switching electrical circuits and issuing control signals to the on-board control system with program control of the locomotive.

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

Brief description of images and drawings:

Fig. 1 - General view of the invention (version 1) from the back and to the right

(relative to the installation position of the device

and direction of movement of the vehicle);

Fig. 2 - General view of the invention (version 2) from the back and to the right

(relative to the installation position of the device

and direction of movement of the vehicle);

Fig. 3 - General view of the invention (version 1) left and front

(relative to the installation position of the device

and direction of movement of the vehicle);

Fig. 4 - General view of the invention (version 2) left and front

(relative to the installation position of the device

and direction of movement of the vehicle);

Fig. 5 - Top view of the invention (version 1)

(in the direction of movement of the vehicle);

Fig. 6 - View of the invention (version 1) from below

(the wiring harness with the connector is not shown);

Fig. 7 - Front view of the invention (version 1)

(the wiring harness with the connector is not shown);

Fig. 8 - Rear view of the invention (version 1)

(the wiring harness with the connector is not shown);

Fig. 9 - View of the invention (version 1) turned on the left

90° (the wiring harness with the connector is not shown);

Fig. 10 - View of the invention (version 1) on the right, rotated

90° (the wiring harness with the connector is not shown);

Fig. 11 - Frame of the invention (version 1) assembled (general views from above and below);

Fig. 12 - Frame of the invention (version 2) assembled (general views from above and below);

Fig. 13 - Section A-A (version 1)

(the wiring harness with the connector is not shown);

Fig. 14 - Drive disk assembly;

Fig. 15 - Detailing of the mechanisms of SM and MRX;

Fig. 16 - Detailing of the gear train;

Fig. 17 - DM detailing;

Fig. 18 - View of the invention (version 1) disassembled

(the wiring harness with the connector is not shown);

Fig. 19 - Variant design of the switching diagram;

Fig. 20 - Electrical circuit diagram.

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

1 - body plate;

2 - remote housing stand;

3 - threaded bushing;

4 - sleeve bearing;

5 - drive (primary) shaft;

6 - master disk;

7 - drive shaft key;

8 - lower rod;

9 - upper rod;

10 - emphasis;

11 - guide rod;

12 - pusher;

13 - MRKh rod;

14 - small spring МРХ;

15 - power spring SM;

16 - threaded plug;

17 - stopper;

18 - gear sector;

19 - pin;

20 - middle spring МРХ;

21 - thrust nut;

22 - clamp;

23 - retaining O-ring;

24 - guide nut;

25 - travel limiter;

26 - flange;

27 - encoder;

28 - encoder gear;

29 - clamp;

30 - driven (secondary) shaft;

31 - switching coding disk;

32 - retaining ring CD;

33 - thrust washer KD;

34 - distance spacer;

35 - hexagonal stand;

36 - retaining ring DM;

37 - driven shaft gear;

38 - driven shaft key;

39 - countersunk head screw;

40 - thrust washer;

41 - positional coding disk;

42 - pressure washer;

43 - bolt;

44 - lever axis;

45 - MFP spring stop;

46 - lever pressure washer;

47 - bearing axis;

48 - rolling bearing;

49 - MFP spring;

50 - switching switch DM;

51 - dielectric spacer plate;

52 - bolt for fastening the switch switch DM;

53 - self-locking nut;

54 - adjustment plate;

55 - switching switch МРХ;

56 - cover KM version 1;

57 - cover KM version 2;

58 - clamp;

59 - flexible wiring harness;

60 - plate;

61 - top panel;

62 - hairpin;

63 - friction plate;

64 - brake pad;

65 - TM clamp;

66 - TM washer;

67 - self-locking adjusting nut TM;

68 - TM spring;

69 - round handle;

70 - axis of the round handle;

71 - T-shaped handle;

72 - screw terminals of contactor elements;

73 - cable tie;

74 - connector of flexible wiring harness;

The design of the invention is a compact, high-precision multi-stage motion conversion mechanism, which provides continuous output of electrical signals to the on-board system with programmatic control of the vehicle over 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. In the presented invention, mechanical switching of electrical circuits is carried out through the use of universal double-circuit instantaneous microswitches with various drives, forced opening and self-cleaning double contacts, making it possible to redundant electrical control circuits. Continuous output of electrical signals when switching control circuits is ensured due to the implementation in the device of a mechanism for individual adjustment of the operating angle of the contact groups of each positional microswitch. The instantaneous position of the control handle is determined by a reading device - a rotation angle sensor (encoder). Increased accuracy (synchronization) of switching electrical circuits is ensured due to the implementation of stepped mechanical transmissions of increased accuracy in the device. The force of moving the control handle to any position is regulated by a special built-in brake mechanism. In addition, thanks to the integrated mechanisms for unlocking the stroke and fixing the operating positions (positions) of the control handle, maximum safe operation of the device in operation is ensured. The components of the invention are mounted in an open housing, which ensures ease of installation, visual control of the operation of mechanisms and minimum requirements for protection from external influences.

The railway transport control controller - driver controller (hereinafter referred to as CM) (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 moving the drive handle, acts on the contactor elements and in a certain The 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. KM is designed for remote control of power units in traction and braking modes of vehicle operation. The design of the KM ensures smooth adjustment of the traction and braking force values. The KM is installed on the control panel panel located in the railway driver's cab.

The frame of the device is steel, dismountable, and consists of a body, a cover, a flange and mounting plates. The body is made of three load-bearing metal plates (1) (Fig. 11, 12) connected to each other at a distance with bolts and screws through spacer posts (2) (Fig. 11, 12) of square and hexagonal cross-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 antifriction material (4) (Fig. 11, 12, 18). Additionally, for fastening structural elements, a thread is cut into the metal components of the frame. For ease of assembly and electrical installation of the CM, technological holes are made in the housing plates, providing the necessary access to structural elements and installation of fasteners. Between two adjacent plates of the housing there is a drive (primary) shaft of circular cross-section (5) (Fig. 13, 16, 18). The hollow (hollow) stepped drive shaft has external thrust bosses (local thickenings) and is installed in plain bearings of adjacent housing plates. Thrust bosses limit the axial movement of the shaft during 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) (Fig. 13, 14, 18) is installed on the drive shaft through a parallel key (7) (Fig. 18). Mechanical drives of the travel limiting locking mechanism and the travel unlocking mechanism with the drive of the travel unlocking contactor element are located inside the master disk. The stroke limiting locking mechanism (hereinafter referred to as SM) is a telescopic spring-loaded one consisting of a lower rod (8) (Fig. 13, 15) with a stopper, an upper rod (9) (Fig. 13, 15, 18) with a lock and a power return spring. The travel release mechanism with the drive of the travel release contactor element (hereinafter referred to as МРХ) is linear, spring-loaded, integrated (built-in) into the locking mechanism. MRX 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 linear motion between its movable sliding parts.

SM and МРХ are mounted in the master disk as follows.

Before installing the SM 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 screwed all the way with its small threaded part into the pusher, previously installed in the longitudinal running cradle of the lower rod and oriented with its sharp edge down. A small return cylindrical helical compression spring (14) is installed in the upper blind hole of the lower rod SM (Fig. 13, 15). A cylindrical stop with an upper hemisphere is screwed onto the protruding threaded part of the guide rod. The assembled unit is installed into the drive disk from below through a through hole, pressed by a power return cylindrical helical compression spring (15) (Fig. 13, 15) and secured with a round threaded plug (16) (Fig. 13, 15). Next, on the side of the drive disk, opposite to the location of the longitudinal running cradle of the lower rod SM, a transverse cylindrical stopper (17) is attached to the threaded hole of the lower rod (Fig. 13, 15). Then, identical flat toothed 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, also serve as limiters for the working stroke of the transverse stopper SM using radial oval through holes. To ensure maximum positioning accuracy and synchronous operation, the gear sectors are fixed to each other 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 MRX drive rod is inserted into the hole of the main shaft, oriented with its sharp edge in the same direction as the pusher. Then the middle 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 of the SM assembly, where a retainer (22) (Fig. 13, 15) is pre-installed, secured inside with an O-ring retaining ring (23) (Fig. 13, 15). The upper rod assembly in the drive disk is fixed with a round nut (24) placed on top of the guide (Fig. 13, 15).

Before installing the master disk assembly into the housing compartment, travel stops (25) (Fig. 18) are mounted on the housing plates; using a flat flange (26) (Fig. 11, 12, 1 8), an encoder (27) is mounted on the outside of the housing ) (Fig. 13, 16, 18), on the smooth shaft of which a gear with a split hub (28) (Fig. 13, 16, 18) is first put on and fixed with a special clamp (29) (Fig. 13, 16, 18) in semicircular shape. In addition, the disk switching mechanism is pre-assembled.

The disk switching mechanism (hereinafter referred to as DM) is a collapsible unit consisting of a driven (secondary) hexagonal shaft (30) (Fig. 13, 16, 17) and switching cam encoding disks (hereinafter referred to as CD) (31) ( Fig. 13, 17), which are secured against axial displacement 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 movement of the mating parts, all CDs are connected to each other by bolts through thrust hexagonal posts (35) (Fig. 17). CDs can be made of metal or polymer materials, have the form of a flat circle with a central through mounting 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 during product production and repair. The central through hexagonal hole in the CD ensures a reliable connection with the driven driven shaft. The symmetrical hexagonal driven metal shaft of regular shape has support journals 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 assembled DM is installed in the housing compartment between adjacent plates and secured in plain bearings using retaining rings (36) (Fig. 13). On the back side of the central plate of the housing, the DM shaft is fitted with a gear (37) (Fig. 13, 16, 17), which is fixed to the shaft using 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 of the outside of the housing there is a mechanism for fixing positions (positions).

The mechanism for fixing positions (positions) (hereinafter referred to as MFP) consists of an additional positional encoding cam disk, a swing arm with a bearing and a return spring. The positional cam coding disk (hereinafter referred to as PCD) (41) (Fig. 7, 9, 13) is installed outside the housing on the driven shaft and secured with a small parallel key, a pressure washer (42) (Fig. 7, 9, 13) and a bolt (43) (Fig. 7, 9, 13). On the housing plate, the lever axis (44) (Fig. 7, 9) and the spring stop (45) (Fig. 7, 9) are installed in threaded holes. The drive lever is put on the axle, secured externally with a locking ring through a pressure washer (46) (Fig. 7, 9) and pinned. In the lever on the axis (47) (Fig. 8, 9) there is a single-row ball bearing (48) (Fig. 8, 9), which, like the lever, is fixed with a retaining ring and cottered. The lever bearing is rolled along the outer curved contour of the PCD, which has sections in the form of radial grooves, fixing it with the help of a spring-loaded drive lever. The original torsion return spring (49) (Fig.9), which is installed on the lever axis between the lever and the housing plate, presses the lever to the disk with its hook. The spring shank is tucked behind the cylindrical stop. The return spring is put on the axle before installing the lever.

The adjacent plates of the housing of the DM placement compartment have horizontal slots (grooves) and threaded holes for fixing fasteners. Contactor elements (electromechanical switching microswitches) (50) are installed in these seats (Fig. 7, 18). The specified devices are universal double-circuit instantaneous microswitches with a driven roller lever, forced opening and self-cleaning contacts, operating in a wide range of currents and voltages and allowing switching of electrical circuits. Each microswitch has two groups of contacts: one group with normally closed contacts, the second with normally open contacts. In the microswitch used, mechanically combined and at the same time galvanically isolated contact bridges make it possible to simultaneously switch two circuits with different electrical parameters. The instantaneous mechanism provides a consistently high switching speed, since the switching speed does not depend on the speed of movement of the drive element.

The 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 housing plates. Due to the oversized holes in the adjustment plates, the positions of the switching microswitches are precisely adjusted in accordance with the switching diagram (Fig. 19).

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

The KM cover version 1 (56) (Fig. 11, 18) and version 2 (57) (Figure 12) is a flat metal carrier that is placed on the body from above, positioned along the technological spikes of the body plates and attached to the body with countersunk screws through The connecting posts are of a square cross-section, and one of the fastening screws has a large length for installation on its threaded part of a metal clamp (58) (Fig. 9), with the help of which the flexible wiring harness KM (59) is fixed (Fig. 1-4). The cover has a hole to accommodate the drive disk, ensuring 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 CM. A decorative information plate (60) (Fig. 18) is glued to the cover in option 1 (modification KM), or in option 2 a load-bearing mounting metal top panel (61) (Fig. 2) with a soft insert is installed. The indicated plate and panel are marked with the operating positions (positions) of the control handle.

On the side of the KM housing, where the encoder is installed, there is a brake mechanism that regulates the force of moving the control handle to an arbitrary angular position. The brake mechanism (hereinafter referred to as TM) consists of a pin (62) (Fig. 13, 18), a friction plate (63) (Fig. 13, 18), a brake pad (64) (Fig. 13, 18), a clamp ( 65) (Fig. 13, 18), an elastic element and a fixing threaded fastener. The pin, which is the axis of the mechanism, is screwed all the way into the threaded hole of the drive shaft and simultaneously rotates with it. The friction plate is secured to the body with screws. A brake pad, 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 stud in sequence. A disc spring (68) is used as an elastic element (Fig. 13, 18).

A control handle is installed on the upper part of the upper rod SM, the shape of the handle can be different. The handle can be mounted directly to the rod, in which case the axis of the control handle will be the upper rod. Fixation is carried out using threaded fasteners. Due to the symmetrical shape of the upper part of the upper rod SM, the control handle with a complex geometric shell shape can be installed with a 180-degree turn. In addition, the design of the SM allows the upper rod itself to be rotated 180 degrees, if necessary, which does not in any way affect the performance of the mechanism. The installed control handle in all working positions has only an axial radial working stroke, while there is minimal technological play (free play) of rotation relative to its axis of rotation, which is due to the design of the mechanism. The handle for manual drive of the mechanism in a variant design is used in the form of a simple pear-shaped handle (69) (Fig. 13, 18), which is screwed onto the axis (70) rigidly connected to the upper rod SM (Fig. 13, 18), or in the form of an ergonomic curved T-shaped handle of symmetrical shape (71) (Fig. 2, 4) with a comfortable grip in any working position. Moreover, the fastening of the handle 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-shaped handle is a non-separable cast assembly unit made of a molded shell with a steel hexagonal sleeve inserted 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 manufacturing.

Electrical installation of the CM is carried out in accordance with the basic electrical connection diagram (Fig. 20) by connecting crimped wires with sleeve tips to the screw terminals of the contactor elements (72) (Fig. 7, 9) in accordance with the operating diagram, which are combined into a single flexible harness. The wiring harness is secured to the CM body with a clamp and plastic cable ties (73) (Fig. 7, 8, 18). The flexible encoder cable is also fixed to the housing and ends with a mounting plug and socket. To exclude mechanical contact of low-voltage and power circuits at the points of their intersection and common routes, the circuits are insulated using a protective wrap-around cuff (shell). Direct connection of the CM to external electrical circuits is carried out through the common connector of the flexible wiring harness (74) (Fig. 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 CM is powered from the vehicle's on-board network.

The KM is installed on the panel of the control panel located in the driver's cab using the supporting elements of the frame (lid or top panel) on the table top of the control panel and is fixed with countersunk screws.

The KM control handle is moved by position. The positions are indicated on the top plate (or directly on the top panel in a variant) by marking the operating positions of the control handle. In the presented variant version of the KM, a total of 4 working positions are indicated: “X” - stroke (traction mode); "0" - coast-down (neutral); “T” - braking and “E” - emergency braking, but there can be significantly more of them depending on the tasks being solved by the device. Additionally, for better information content of the image, a symmetrical graduation has been added, tapering to the neutral position of the control handle, in which it occupies a vertical position, and expanding towards the extreme angular positions, informing the operator that in these positions the traction and braking forces are maximum. The operating positions of the CM installed on the control panel are oriented along the direction of movement of the vehicle. The setting of traction positions is carried out in the “X” position (from the driver), starting from “0”, in ascending order of the set traction positions (traction force) when switching to the “from the driver” position or in decreasing order when switching to the “to the driver” position. The brake positions are set in the “T” position “towards the driver”, starting from “0”, in increasing order of the set braking positions (braking force) when switching to the “towards the driver” position or in decreasing order 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 range "0" has three fixed positions. In addition, the extreme position “E” is also fixed and moving 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.

The CM as part of a vehicle works as follows.

The KM actuator is driven manually by the driver using a control handle rigidly connected to the drive disk. To prevent accidental unauthorized transfer of the control handle to the traction mode as a result of external influence, the CM design provides a SM 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 drive to the vehicle control system using the MRX mechanism, which is responsible for controlling the transfer of the control handle to the drive mode by converting the mechanical effect on the control handle into an electrical signal. The MRX drive is implemented mechanically and operates in all modes of vehicle movement, including during stopping (parking). The control signal to unlock the move is issued to the system at the moment when the driver presses the KM control handle along the axis, applying minimal force. 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 MRX pusher imparts lateral movement to the rod, which presses the switch rod, ensuring the activation of its contact groups. When the axial force is removed from the control handle, the MPX returns to its original position automatically. To start moving the vehicle, it is necessary to unlock the CM actuator, for which the driver needs to activate the CM. By pressing the KM control handle along its axis, the driver applies increased force to activate the protective mechanism. Overcoming the resistance of the MRX return springs, the stop touches the lower rod SM and sets it in motion, while the pusher moves the drive rod to the side to the maximum distance. Next, the upper rod and the lower rod SM move down simultaneously, while the drive rod МРХ stops in the extreme working position, and the pusher continues to move and slides down, contacting its side surface with the end of the drive rod. This design feature of the mechanism eliminates damage to the microswitch. The MRX drive rod has special flats with which it is constantly engaged with the longitudinal axial cradle of the lower rod SM, which prevents it from turning around the axis and failure of the mechanism. Moving downwards, 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 traction mode. When the CM operates in traction mode, the transverse stopper slides along the guide tracks of the travel limiters. The side travel limiters are installed on adjacent plates of the housing; inside the drive disk compartment they are metal segmental elements in the shape of a half ring and are designed to limit and block the stroke (movement) of the master drive. When the control handle is moved to the neutral position (zero mode), the CM returns to its original position automatically. The SM rods carry out a working stroke only in the axial direction and are connected to each other using a spline connection, which prevents their rotation relative to each other. The lower rod at the base has side flats that prevent its rotation in the drive disk. In addition, this degree of freedom is further limited by a transverse stopper, the stroke of which is limited by holes in the gear sectors.

In a variant version, the MRKh KM can perform the function of monitoring the driver’s presence in the control cabin and his wakefulness (preventing the movement of an uncontrolled train if 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 means of the MPX when the driver presses the control handle, otherwise an accident will occur. stopping the vehicle (automatic braking).

When the KM control handle is moved 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 drive. Torque is transmitted from the gear sectors to the gears. The gear transmission is increasing (accelerating) to expand the range of settings for the angular positions of the rotating interacting structural elements of the actuators, providing increased switching accuracy in the DM. In the presented variant design of the KM, the gear connection is made of a cylindrical spur with an involute tooth profile.

The presented CM uses a device that reads the instantaneous angular operating 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. The code within 0-360° can be read via the CAN interface. The absolute position of the shaft is determined after turning on the power, as well as after passing through electrical noise, shock or vibration. The converter is made on the basis of a magnetic Hall sensor, which allows the device to be used in difficult operating conditions - in a wide temperature range, with high humidity, vibration. The encoder shaft is driven by a toothed gear mounted on it. The device is powered from the on-board network with software control. Configuration (programming) of the encoder is performed on special bench equipment.

Simultaneously with the encoder, the gear drive drives the auxiliary driven shaft of the DM through a gear mounted on it. Torque is transmitted to the DM shaft, as well as to the encoder shaft, with increasing rotation speed in accordance with the gear ratio of the gear pair. Increasing the rotation speed of the encoding 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 at an acceptable distance from each other for normal operation, which, given the existing size restrictions, cannot be realized in the case of a direct drive mechanism with a gear ratio of 1:1. This 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 helps expand the scope of its application.

The DM coding disks act on the roller levers of the switches, as a result of which their contact groups are activated. For maximum precision adjustment of the angles of overlap of electrical signals, each switch has individual positioning adjustment. The optimal location of the switches is fixed when adjusting the CM on bench equipment.

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

The control handle is fixed in all non-fixed positions (positions) by the TM. The TM pin rotates synchronously with the KM drive shaft. The brake pad, mounted on a pin, is pressed through a clamp by a disc spring to the friction plate. Due to the friction of the parts, a braking torque is created, to overcome which it is necessary to apply force. The amount of force indicated can be changed using the adjusting nut.

The CM is installed with its body in a niche of the vehicle control panel, rests its supporting cover or top panel on the tabletop and is fixed to it with fasteners. Using 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 in conjunction with the control drive handle, gives the device an original appearance.

The use of flexible wiring harness connectors when installing the device in a vehicle greatly simplifies its connection.

The technical result achieved by the entire set of features of the presented invention is the implementation of the operation of various motion control circuits with the possibility of redundant control circuits, simplified manufacturing and installation, compactness and minimal overall dimensions, comfortable operation, high reliability and maintainability of the device in operation.

The presented invention, due to its design and operating principle, has universal industrial application for solving problems related to the implementation of various railway traffic control schemes.

Claims (25)

1. A railway transport control controller, characterized by the presence of a housing made in the form of plates connected to each other at a distance from each other, drive shafts, a drive disk, encoding cam disks, a control handle, a travel limiting locking mechanism, a travel unlocking mechanism with a drive of a contactor unlocking element stroke, a mechanism for fixing positions, a brake mechanism that regulates the force of moving the control handle to various angular positions, a gear drive, characterized in that it includes: - contactor elements and rotation angle sensor installed on the housing; - a hexagonal shaft and a round shaft installed in plain bearings, which are fixed in the housing plates; - a drive disk mounted on a round shaft in its central part and located between adjacent plates of the housing; - coding cam disks mounted on the hexagonal shaft in its central part and located between adjacent housing plates; - a control handle movable relative to the drive disk in the axial radial direction, fixed to the upper rod of the telescopic drive of the stroke limiting locking mechanism by means of threaded fasteners; - telescopic spring-loaded locking mechanism for limiting travel; - travel release mechanism with drive of the travel release contactor element; - mechanism for fixing positions; - a brake mechanism that regulates the force of moving the control handle to various angular positions; - open-type gear transmission, made with an overdrive, in this case, a drive disk is installed on the drive shaft through a parallel key. 2. The railway transport control controller according to claim 1, characterized in that the housing is made in the form of three interconnected plates at the same distance from each other. 3. The railway transport control controller according to claim 1, characterized in that at least four coding cam disks are installed on the hexagonal shaft in its central part. 4. The railway transport control controller according to claim 1, characterized in that all encoding cam disks have the same outer diameter of the operating contour. 5. The railway transport control controller according to claim 1, characterized in that at least one contactor element is installed for each encoding cam disk. 6. The railway transport control controller according to claim 1 or 5, characterized in that the fastening of each contactor element interacting with the encoding cam disk has an adjustable installation position. 7. The railway transport control controller according to claim 1, characterized in that the upper and lower rods of the telescopic locking mechanism are made cylindrical stepped along the external working contour and are connected to each other using a splined connection, and from turning around the axis of symmetry of the external contour the lower rod has flats , and a guide spline clamp is fixed in the upper rod, ensuring rectilinear reciprocating movement of the upper rod relative to the lower one. 8. The railway transport control controller according to claim 1, characterized in that the telescopic spring-loaded locking mechanism for limiting the stroke in the form of a lower rod and an upper rod installed inside the drive disk, which, using a transverse stopper mounted in the lower rod, interacts with the travel limiters fixed on the body plates, limits the angular position of the control handle relative to the axis of rotation of the drive disk in a given range and positions, thereby preventing its translation into an arbitrary position, which is not permitted without a certain mechanical impact. 9. The railway transport control controller according to claim 1, characterized in that the travel release mechanism with the drive of the travel release contactor element is made in the form of an integrated device in the locking mechanism for limiting the travel of the drive disk, which is a spring-loaded mechanical drive consisting of a stop, a guide rod, a pusher and a rod with return springs, which transmits linear motion between its movable sliding parts. 10. The railway transport control controller according to claim 1, characterized in that the position fixing mechanism is made in the form of an additional encoding cam disk mounted on a hexagonal shaft outside the housing, along the outer working contour of which a roller mounted on the axis of a spring-loaded swing arm rolls. 11. The railway transport control controller according to claim 1, characterized in that the brake mechanism is a spring-loaded friction mechanism in the form of a friction brake plate installed on the housing plate from the outside, and an axis rigidly mounted on the round shaft of the drive disk on which the brake pad is located , clamp, spring and threaded fasteners. 12. The railway transport control controller according to claim 1, characterized in that the open-type gear train is made in the form of a gear sector mounted on the drive disk and a drive gear on the actuator shaft. 13. The railway transport control controller according to claim 1 or 12, characterized in that the gear train is made of a spur gear with an involute tooth profile and increases the rotation speed of the driven gear relative to the drive gear three times. 14. The method of operation of the railway transport control controller according to claim 1, characterized in that the device is activated by the driver by physically acting on the control handle, through which the mechanical drives of the actuators are activated by converting the direction and speed of movement of their interacting sliding and rotating parts , which are in engagement, resulting in synchronous interaction of the mechanical and electronic components of the device according to a certain algorithm necessary to implement the tasks of switching electrical circuits and issuing control signals to the on-board control system with program control of the locomotive.