SU64366A1 - Device for automatic control of a locomotive - Google Patents

Description

The invention aims to save fuel on locomotives through the rational use of steam. For this, the proposed automatic locomotive control device is designed so that it provides:

1) automatic control of the train speed according to a predetermined schedule depending on the track gradient, its condition and other factors;

2) automatic braking of the train at predetermined sections of the track;

3) automatic control of the buzzer, in order to supply acoustic signals at predetermined sections of the path;

4) automatic signaling of the need to force a locomotive firebox.

The proposed device consists mainly of a photovoltaic software controller, in front of which photoelectric cells the tape moves with a plot of speed applied on it.

The essence of the invention lies in the special constructive implementation of this controller, .a

It is exactly as follows: on the movable carriage of the regulator, four photocells are installed in separate chambers, two of which are used to record the position of the light spot received from the tape with the schedule, and for switching on the right or left stroke of the carriage motor to set by the schedule, and the other two - to register a light spot, rejected by the locomotive speed indicator, and to turn on the right or left stroke of the electric motor of the steam regulator, in order to Odile engine speed in accordance with a predetermined schedule.

In such a device, the steam supply controller may be provided with end contacts included in the control circuit of an electric motor used to drive the brake lever. Further, a photoelectric regulator is located in the excitation circuit of the above motor carriage and brake lever, automatically changing the current in the excitation circuit according to the slope of the path. In a photoelectric programmer, a photocell can also be installed in a separate chamber, a photocell excited by pulsed light pulses and used to control the buzzer to automatically emit acoustic signals at predetermined sections of the path. The device can use a photoelectric indicator of vapor pressure, which controls the electric motor used to drive the thrust regulator. The foregoing summary is illustrated in the drawing, which shows a diagram of the proposed device. For the sake of clarity, the description is given separately for the main nodes. L Automatic speed control A device for automatic control of a locomotive according to a predetermined schedule consists of a photovoltaic software controller, in front of which the dark tape 1 is wrapped with a dark tape 1 with a plot of speed on it in the form of a transparent curved line. Four photovoltaic cells FED, FE45 FE and FEZ are installed on the movable regulator carriage in separate chambers. Photoelectric cells FEZ and PV are used to fix the position of the light spot received from the illuminator 3, the light rays of which penetrate through the transparent curve on the dark ribbon and act on this or that a different photocell, depending on the speed set by the steam locomotive. The PV cells and the photoelectric cells, through a photoelectric amplifier 4 and a reversing magnetic starter 5, control the motor Mj, moving the carriage screen up or down until the light spot of the light source hits the 8th end of the horizontal screen panel, i.e. as long as photofez and FE5 will not be elements. dark. Due to the change in position of the horizontal panel of the screen, the second light spot from the light source behind the locomotive speed indexed in the pointer 6 will also be higher or lower than the right end of the horizontal screen panel, which will lead to the operation of the second system of PV photoelectric cells, or FE. The photocurrent of these photocells is amplified by a photoelectric amplifier 4, which excites, respectively, relay 7 or relay 8. The contact organs of these relays, respectively, either turn on the electric motor MI or give it a reverse. This electric motor is connected via a worm gear 9 with a lever controlling the amount of steam entering the cylinders of the steam mashina. A change in the steam supply will lead to a change in the speed of the locomotive, and, accordingly, to a change in the position of the light spot from the light source mounted in the speed indicator, until this light spot falls into the right end of the horizontal panel of the photoelectric program control screen. torus, i.e. to the position given by the velocity graph. The steam supply controller is provided with end contacts included in the control circuit of the electric motor MI, which serves to actuate the brake lever. The control lever for Parsm has two extreme positions; left and right. In the leftmost position, which corresponds to the complete cessation of steam supply, the orally closed contacts 10 connected to the power supply circuit of the coil of the relay 8 are opened and the rotation of the electric motor MI is stopped. At the same time, contacts 11 are closed, turning on the power supply circuit of the engine Mt through the contact organs of the relay 12, which controls this engine. The leftmost position of the steam control lever, corresponding to the complete cessation of steam generation, may be either before

final braking when the train approaches the station, or when descending from a slope. The opening of the contacts 10 occurs only after a certain time from the moment of reducing the amount of steam, which makes it possible, when the train moves on a slope, to go partially due to the accumulated manpower without the supply of steam into the cylinders.

If it turns out that in this case there will be an accelerated movement against the predetermined schedule, then the motor for controlling the amount of steam will continue to rotate, which will cause the end contact 10 to open and the contact 11 to close and thus trigger the pulse. brakes. If, during the braking process, the train speed is reduced to a lower value than that given by the schedule, the brake control motor is accordingly reversed and the braking intensity is reduced to the extent required to provide the required speed.

If the train speed turns out to be lower than the schedule, then contact 13 (limit switch) closes, preparing power to the MI engine on the following circuit: minus battery, limit switch 13 - contact 15 - engine pin MI - contact 14 - battery plus .

The extreme right position of the steam control lever corresponds to the complete opening of the steam and the opening of the limit switch 16 and, thus, the shutdown of the engine M ,.

Ii. Automatic braking on pre-defined sections of the path

As mentioned above, the brake controller is electrically connected to the steam controller.

When the train goes on a flat profile at a certain speed, and then the descent begins, some amount of steam must be removed to maintain the same speed. If, as a result of the removal of the speed, the speed nevertheless turns out to be increased against the predetermined schedule, the control system will be automatically switched on until the speed specified by the graph is selected. If, due to a change in the gradient of the track, it turns out that braking too lowers the speed, automatic disinhibition occurs.

With a further change in the profile, the path may indicate that it is necessary to switch to the operation of the steam regulator. Accordingly, we will have the following work of the electric circuit. When moving along the flat profile, relays 7, 8 and 12 are not excited, since the light spot, transition. Through the transparent scale of the speed indicator, it hits the end of the screen, and therefore the upper and lower photovoltaic cells of the FEZ and the PV do not work. In the case of the train moving down the slope, it is unnecessary that the amount of steam supplied to the cylinder is excessive, which will lead to mixing of the light spot above the end of the screen. From this, turnips 8 are triggered, they close their contacts, which will lead to the operation of the MI engine and to the movement of the handler's handle closer to the zero position.

In this case, the following closed circuit is obtained: P1yus battery - contact 17 - measles the engine M - contact 18 - limit switch 13 minus the battery. As a result of the operation of the engine Mj, the regulator's handle comes to zero position, the closure contacts 11 and thus prepare the operation of the engine MI

If the speed turns out to be higher than the set one, then this will trigger relay 8 and also excite relay 12 through the circuit: plus batteries - contact 19 - relay 12 winding - minus batteries. Relay 12. is energized, switches its contacts. As a result, we will have the following closed electrical circuits: battery plus — contact 20 — limit switch 11 —contact 21 — limit switch 22 — engine measles Mi — contact 23 — minus batteries. The motor M begins to rotate and the brake adjuster knob moves to the left from zero position, resulting in braking.

In the case of raising the train up the slope, which causes the locomotive speed to move against the programmed one, the photocell works below the screen and the relay 7 is activated accordingly. As a result, the steam control knob is moved from the zero position to the right until ,, until the required amount of steam is supplied.

This brake is reversed. Depending on the profile of the track, the operation of the motors for the drive of brake and steam regulators passes at different speeds, which is achieved with the help of a special correction apparatus.

P1. Correction of the number of revolutions of the drive of the steam and brake controllers

Depending on the profile of the path, it is necessary to give this or that speed to the lever of the steam or brake adjuster. This is ensured as follows: a beam from an electric bulb 24 falls on a pocket mirror 25 attached to an inclinometer, and, reflecting, passes through a triangular slit 26 and falls on a photo cell of PEU. Q: not a result, depending on. incident on the photocells of light, we will have one or another excitation of the engines, and, consequently, their different speeds. At the same time, the excitation change of the M and M4 engines is made from one PV cell, which can be allowed, since the MI and Mi engines are interlocked so that the operation of the brake regulator is possible only when the steam regulator is set to zero, and vice versa.

IV.Automatic horn in the predetermined sections of the path.

Auto-feeding of the hooter is achieved by triggering a delayed-action relay 27 driven by an PV photocell through an amplifier. The photocell is energized when light from the lamp strikes it through the transparent beep codes on the opaque tape. Codes are recorded in advance.

V.Automatic alarm forcing the furnace

The signaling of the forcing of the fuel supply is carried out by an electric bell, which is activated when the throttle control knob is in the leftmost position, which should correspond to the closure of normally open contacts 28.

VI.Automatic pressure control

Automatic pressure control will be performed using the following instruments;

a) a pressure gauge 29 intended for measuring pressure. With this gauge, the arrow is replaced with a light opaque mica disc with a transparent curve applied. In addition, the pressure gauge has a fixed opaque DISKS with a cut-out vertical slit. A light bulb is placed behind the movable screen. A change in pressure will cause the NTO moving disk relative to the stationary to occupy a well-defined position. The result will be a movement of the light beam to a well-defined position corresponding to a given pressure level;

b) a screen 30 turning on a certain (well defined for the received pressure) angle with respect to the vertical slit of the manometer;

c) photocell PV, located above the screen, and photocell PE, located below the screen.

Automatic pressure control is as follows.

As soon as the pressure changes, for example, downward or downward, the light spot passing through the movable and fixed discs and falling before the end of the screen 30 will fall on the PV cells or PV. The photocurrents of these photocells are amplified by amplifiers 4 and act on relays 31 or 32.

In the end result, the Al drive motor of the thrust regulator will operate in such a way that the thrust regulator knob moves, changing the pressure value until the light spot falls again on the end of the screen 30.

VII. Correction device

In order to correct the possible shift of the tape of the program regulator relative to the distance covered, a special correction is provided for it;

The shift of the tape relative to the distance traveled may occur due to: wheel slippage, wheel wear, etc. The correction device consists of relays 33, 34, 35 and 39, differential 36 and a reversible electric motor M-. One of the gears of the differential gear is driven into rotation by a flexible shaft from the wheels of a locomotive. The gear opposite to it, in the absence of tape shear adjustments, is fixed and, thus, the second pair of gears rotates along the first gear with a speed determined by a gear ratio and a gear rotation speed associated with the wheels of the locomotive.

A second pair of gears of the differential drives the tape-drive mechanism of the photoelectron program controller. The belt speed will be a function of the speeds of rotation of the right and left gears of the differential, in which the left gear is connected via a worm gear to the engine Mj, turned on or off by the system relays 33, 34, 35 and 39 in cases of inconsistency between the speed of the belt torus and the actual speed of the locomotive. In certain parts of the railroad tracks, horseshoe iron or cast iron pins 37 are installed, while a locomotive electromagnet 38 is fixed on the locomotive, one of the windings of which is permanently connected to the battery and the other electrically connected to the winding of the relay 39. Each time the eloktromagnit passes over the pins mounted on a railroad bed, an electromotive force is induced in the winding of the electromagnet 38, which excites the winding of the relay 39.

On the tape of the software controller, code marks are placed whose position in front of the PVE12 photocells, in the absence of a tape shift in the direction of advance or lag, should correspond in time to the impulses received by the relay 39 from the electromagnet 38. In case of a mismatch between the position of the tape code symbols and the distance passed by spabing the relays 33, 34 and 35, including the motor M, which accelerates or decelerates the movement of the tape mechanism.

Consider the operation of the electrical control circuit of the tape mechanism. Three cases are possible:

a) the position of the tape corresponds to the actually traveled path (there is neither advance, nor lag),

b) the tape is ahead of the actual distance traveled,

c) the movement of the tape lags behind the actually traveled path.

In the first case, the position of the tape corresponds to the actual distance traveled (there is neither delay nor lag) and relay 39 and 34 simultaneously excite. The motor Mj will remain stationary, since relays 39 and 34 unlock each other and the motor does not arrives.

If the tape movement is ahead of the actual distance traveled, the relay 34 will operate earlier than the relay 39; this creates the following

electric circuit: battery plus-contact 40-motor pin MS-contact 41-minus battery and parallel circuit: plus battery-40-pin contact 42-motor field winding-contact 43-minus battery. Relays 35 and 33, as well as relays 39, are also de-energized. The motor M rotates in such a direction that the tape mechanism will have a reduced speed relative to that developed by the locomotive, which ultimately results in the elimination of the tape shift.

EC;: and the movement of the tape lags behind the actual distance traveled, the relay 39 is energized earlier than the relay 34, mechanically blocking its measles. The contact bodies 44 of the relay 39 serve, as is easily seen from the diagram, plus the batteries to the measles of the MS engine, the excitation winding of which receives current through the non-moving contacts of the relay 34 in the opposite direction. The engine is reversed, the differential of the tape mechanism increases the speed of the belt relative to the speed developed by the engine, which ultimately eliminates the belt shift. At the same time, the elimination of the shift occurs all the time from the moment the pulse is applied to the relay 39 until the start of the operation of the relay 34, which by its contacts 45 turns on the relay 35, switching contacts 4, 46.47, 48. The contacts 48 of the relay 35 turn on the enable relay 33. engine stops.

The recording of the curve of the most favorable speed of the locomotive and the application of signal codes and corrections can be practically carried out as follows. The locomotive is driven by a machinist-Stakhanov with the task of fulfilling the schedule of movement on this section of the route in compliance with the most advantageous operating modes of the steam engine with minimal fuel consumption. After being sent from the station, the driver performs various manipulations with the control levers of the engine. All movements of the Stakhanov machinist are automatically fixed on the photosensitive tape, resulting in the latter forming curves: 1) the speed of movement of the locomotive corresponding to the most advantageous modes of operation of the steam engine, 2) codes of the acoustic signal-beep, 3) correction codes.

The recording on the photosensitive tape after its processing becomes transparent (to transmit light beams from the lighting devices of the software controller), and the rest of the tape becomes opaque, dark. For the entire time of the train movement, the speed of movement of the belt, driven by the tape mechanism, will be proportional to (but not equal to) the speed of the locomotive at appropriate intervals. The length of the coiled tape at some scale is equal to the distance traveled.

When applying correction codes, the electrical circuit operates in such a way that when the train passes over the magnetic pins 37, an electric light flashes, which illuminates the transparent code line on the photosensitive lens.

The signal code is recorded manually, but with the help of a special automatic device, in such a way that the driver’s role is reduced to pressing buttons. At the moment a train approaches a station, a button is pressed that turns on a lamp that illuminates a certain part of the photosensitive moving tape. At the end of the recording, the station name is put on the illuminated places of the tape.

The proposed device for automatic control of a locomotive gives:

1.Economic effect, contributing to the maintenance of the schedule of movement and the normal operation of trades with rational and economical consumption of fuel.

2. Increases driving safety by automatic airflow.