SU714352A1

SU714352A1 - Device for control of position electric drive

Info

Publication number: SU714352A1
Application number: SU772536846A
Authority: SU
Inventors: Виктор Иванович Полещук; Людмила Васильевна Полещук
Original assignee: Всесоюзный заочный машиностроительный институт
Priority date: 1977-10-18
Filing date: 1977-10-18
Publication date: 1980-02-05

Description

Изобретение относится к области автоматизации и может быть использовано, в электроприводе с автоматическим регулированием положения, например, в нажимных устройствах прокатных станов и следящих системах. ⁵ The invention relates to the field of automation and can be used in an electric drive with automatic position control, for example, in pressure devices of rolling mills and servo systems. ⁵

Известна система с регулятором положения, в которой для оптимизации процесса отработки перемещения регулятор положения имеет линейно-параболическую ха—A known system with a position controller, in which to optimize the process of working out the movement, the position controller has a linearly parabolic

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Однако такая характеристика, кроме того, что она осуществляется приближенно, не обеспечивает должного качества процесса (быстродействия и точности) ДрД₍₅действии возмущений и при изменении темпа, отработки перемещения. Быстродействие в такой системе недостаточно изза вращения дополнительного контура регулирования положения.However, such a characteristic, in addition to being carried out approximately, does not provide the proper quality of the process (speed and accuracy) of the DRD ₍₅ due to disturbances and when the tempo changes, working off the movement. The speed in such a system is insufficient due to the rotation of the additional position control loop.

По технической сущности наиболее близким к предложенному является устройство, сод ержащее последовательно соединенные регулятор скорости и регулятор тока, второй вход которого соединен с датчиком тока, усилитель мощности, выходы которого непосредственно и через датчик тока соединены с входами электродвигателя, вал которого кинематически связан с датчиком скорости, и датчик положения, связанный с датчиком скорости, выход которого соединен с первым входом регулятора скорости, выход датчика положения соединен с первым входом первого сумматора, другой вход которого соединен с блоком задания перемещения, и регулятор положения, выход которого соединен со вторым входом регулятора скорости. Быстродействие устройства увеличено за счет того, что при большой ошибке по положению электропривод работает как система регулирования скорости, которая менее инерционна, чем система регулирования положения. Отработка же малой ошибки происходит в системе регулирования положения. Для своевременного перевода электропривода в режим торможения заблаговременно вычисляется будущий тор7.14352 мознои путь путем деления квадрата скорости двигателя на тормозной момент Ц?}., Однако это устройство имеет сложную конструкцию. В нем использованы, помимо дат ников тока, скорости и положения, датчи- ₅ки статического момента двигателя и датчик малых рассогласований. Для вычисления тормозного пути использованы блок умножения и блок деления, имеющие в практическом исполнении ограниченную точность. ю Невысока точность и датчика статического момента, работающего по косвенному принципу. Не учитывается также инерционность системы регулирования скорости. Управление отработкой перемещения про- is водится в функции задания момента двигателя, который одинаков при пуске и торможении двигателя. Между тем, можно увеличить тормозной момент двигателя и сократить время отработки ошибки. Дан- 20 ное обстоятельство свидетельствует о недостаточном использовании функциональных возможностей устройства.By technical essence, the closest to the proposed one is a device containing a series-connected speed controller and a current controller, the second input of which is connected to a current sensor, a power amplifier, the outputs of which are directly and through a current sensor connected to the inputs of an electric motor, the shaft of which is kinematically connected to the speed sensor , and the position sensor associated with the speed sensor, the output of which is connected to the first input of the speed controller, the output of the position sensor is connected to the first input of the first Matora, the other input of which is coupled to a reference displacement and headlight, whose output is connected to the second input of the speed controller. The speed of the device is increased due to the fact that with a large error in position, the electric drive operates as a speed control system, which is less inertia than the position control system. The development of a small error occurs in the position control system. For timely transfer of the electric drive to the braking mode, the future torus is calculated in advance by 7.14352 by dividing the square of the engine speed by the braking torque C?}., However, this device has a complex design. It used, in addition to current sensors, speed and position sensors _{5 of the} static moment of the motor and a sensor of small inconsistencies. To calculate the braking distance, a multiplication block and a division block are used, which in practice have limited accuracy. low accuracy and the sensor of the static moment working by an indirect principle. The inertia of the speed control system is also not taken into account. The control of running movement is carried out in the function of setting the engine torque, which is the same when starting and braking the engine. Meanwhile, it is possible to increase the braking torque of the engine and reduce the time spent on error processing. This circumstance indicates an insufficient use of the device’s functionality.

Цель изобретения - повышение быстродействия , точности и расширение функцио- 25 нальных возможностей электропривода.The purpose of the invention is to increase the speed, accuracy and expansion of the functional capabilities of the electric drive.

Это достигается тем, что в .устройстве дополнительно установлены четыре реле, блок выделения модуля, первый и второй источники напряжения, первый и вто- 30 рой интеграторы с зоной ограничения, выпрямитель, модель, инвертор и второй сумматор, причем первое реле соединено с выходом блока задания перемещения. Выход первого сумматора соединен со вхо- 35 дом регулятора положения через размыкающий контакт второго реле и со входом блока выделения модуля, выход которого соединен со вторым реле и с первым входом второго сумматора, второй вход кото-⁴⁰рого соединен с выходом модели, а его выход соединен с четвертым реле. Первые выходы первого и второго источников напряжения через замыкающий контакт второго реле соединены с шиной нулевого ⁴⁵потенциала. Второй выход первого источника напряжения через размыкающий контакт четвертого реле соединен с первым входом первого интегратора с зоной ограничения, выход которого соединен с тре- ⁵⁰тьим входом регулятора скорости через последовательно включенные выпрямитель и параллельно соединенные размыкающий контакт первого реле и замыкающий контакт первого реле и инвертор. Второй вы— ход· второго источника напряжения через замыкающий контакт четвертого реле соединен со вторым входом первого интегра тора с зоной ограничения и со входом второго интегратора с зоной ограничения, выход которого соединен с третьим реле и через размыкающий контакт третьего реле со входом модели.This is achieved by the fact that four relays are additionally installed in the device, a module isolation unit, first and second voltage sources, first and second integrators with a restriction zone, a rectifier, a model, an inverter and a second adder, the first relay being connected to the output of the unit job assignments. Output of the first adder 35 is connected to vho- home position controller through the second break contact of the relay and to the input of block allocation module whose output is connected to the second relay and the first input of the second adder, the second input koto- cerned ⁴⁰ connected to the output model, and its output connected to the fourth relay. The first outputs of the first and second voltage sources through the make contact of the second relay are connected to the bus zero potential ⁴⁵ . The second output of the first voltage source through a normally closed contact of the fourth relay connected to the first input of the first integrator with the area limitation, the output of which is connected to the input tre- tim ⁵⁰ of the speed controller via a series connection connected parallel to the rectifier and the break contact of the first relay and the first normally open contact switch and an inverter. The second output of the second voltage source through the make contact of the fourth relay is connected to the second input of the first integrator with the restriction zone and to the input of the second integrator with the restriction zone, the output of which is connected to the third relay and through the make contact of the third relay with the model input.

Функциональная схема устройства приведена на чертеже.Functional diagram of the device shown in the drawing.

Устройство состоит из системы регулирования положения 1, в которую входит система регулирования скорости 2, узла задания скорости 3 и узла вычисления тормозного пути 4. Система регулирования скорости 2 состоит из регулятора скорости 5, регулятора тока 6, усилителя мощности 7, электродвигателя постоянного тока 8, датчика тока 9 и кинематически связанного с валом двигателя датчика скорости 10. Система регулирования 1 положения содержит систему регулирования скорости 2, регулятор положения 11, первый сумматор 12, блок задания перемеще— щения 13 и датчик положения 14. Датчик 14 может быть датчиком прямого или косвенного действия. Если используется датчик прямого действия, например, сельсин, то он кинематически связан с валом двигателя 8. Под датчиком косвенного действия имеется в виду интегратор, вход которого электрически соединен с выходом датчика скорости 10. Узел задания 3 скорости для системы регулирования 2 состоит из. первого реле 15, блока выделения модуля 16 и второго реле 17. Выход перового сумматора 12 связан с регулятором положения 11 через размыкающий контакт 18 реле 17. Цепь обратной связи регулятора скорости 5 содержит резистор и конденсатор, который шунтирован размокающим контактом 19 реле 17. Кроме того, в состав узла задания скорости 3 входят источники напряжения 20 и 21, первые выходы которых соединены через замыкающий контакт 2 2 реле 17 с шиной нулевого потенциала 23, первый интегратор с зоной ограничения 24, выпрямитель 25 и инвертор 26. Узел вычисления тормозного пути 4 состоит из второго интегратора с зоной ограничения 27, третьего реле 28, модели 29 системы регулирования положения 1, которая через размыкающий контакт 30 реле 28 соединена с блоком 27 и через сумматор 31с четвертым реле 32. Интеграторы с зоной ограничения 24 и 27 имеют входные регулируемые резисторы 33, 34 и 35. Источник напря-. жения 2 0 связан через контакт 36 реле 32 с.резистором 33. Источник напряжения 21 связан через контакт 3 7 реле 3 2 с резистором 34 и непосредственно с резистором 3 5. В узле задания скорости 3 выход блока 24 через выпрямитель 25 и параллельно соединенные контакт 38 реле 15 и контакт 39 реле 15 и ипвер- ₅тор 26, связан с третьим входом регулятора скорости 5.The device consists of a position control system 1, which includes a speed control system 2, a speed reference unit 3 and a stopping distance calculation unit 4. The speed control system 2 consists of a speed controller 5, a current controller 6, a power amplifier 7, a DC motor 8, a current sensor 9 and a speed sensor 10 kinematically connected to the motor shaft 10. A position control system 1 comprises a speed control system 2, a position controller 11, a first adder 12, a motion setting unit 13 and dates position sensor 14. The sensor 14 may be a direct or indirect sensor. If a direct-acting sensor, for example, selsyn, is used, then it is kinematically connected to the motor shaft 8. By indirect-acting sensor we mean an integrator whose input is electrically connected to the output of the speed sensor 10. The speed reference unit 3 for control system 2 consists of. the first relay 15, the allocation unit of the module 16 and the second relay 17. The output of the first adder 12 is connected to the position controller 11 through the opening contact 18 of the relay 17. The feedback circuit of the speed controller 5 contains a resistor and a capacitor, which is shunted by the making contact 19 of the relay 17. In addition , the set of speed reference unit 3 includes voltage sources 20 and 21, the first outputs of which are connected via make contact 2 2 of relay 17 with zero potential bus 23, the first integrator with restriction zone 24, rectifier 25 and inverter 26. The brake calculation unit of this path 4 consists of a second integrator with a restriction zone 27, a third relay 28, model 29 of the position control system 1, which is connected through a normally open contact 30 of a relay 28 to a block 27 and through an adder 31c with a fourth relay 32. Integrators with a restriction zone 24 and 27 have adjustable adjustable input resistors 33, 34 and 35. Voltage source. 2 0 is connected via contact 36 of relay 32 with a resistor 33. Voltage source 21 is connected via contact 3 of 7 relay 3 2 with resistor 34 and directly with resistor 3 5. In speed reference 3, the output of block 24 is through rectifier 25 and a parallel contact is connected 38 relays 15 and 39 relay contact 15 and ₅ Torr ipver- 26 is connected to a third input of the speed regulator 5.

Устройство работает следующим образом.The device operates as follows.

При наличии сигнала от блока задания 10 перемещения 13 возможны режимы работы при большой и малой ошибке.If there is a signal from the block of the job 10 displacement 13 possible modes of operation with a large and small error.

При отработке большой ошибки, реле 17 срабатывает, так как оно получает большой сигнал от блока выделения моду-15 ля 16. Реле 17, срабатывая, своим контактом 18 выводит из работы регулятор положения 11. В этом режиме ошибка по положению отрабатывается системой регулирования скорости 2, в которой на тре- ²⁰тий вход регулятора скорости 5 поступает задающий сигнал по скорости от первого интегратора с зоной ограничения 24. Ситная на выходе блока 24 формируется так, Контакт 22 реле 17 замыкается и ²⁵от источника напряжения 20 через замкнутый контакт 36 поступает напряжение положительной полярности ступенчатой формы на резистор 33. При этом выходное напряжение блока 24 увеличивается по линей- ³⁰ному закону. Оно подается через выпрямитель 25 и контакт 38 на третий вход регулятора скорости 5. Регулятор 5 работает как пропорционально-интегральное звено, поскольку контакт 19 реле 17 разомкнут. ³⁵Происходит пуск двигателя 8 и начинается отработка ошибки по положению. Одновременно с пуском двигателя в узле вычисления тормозного пути 4 моделируется сигнал, пропорциональный тормозному ⁴⁰пути в будущем. Напряжение от источника напряжения 21 поступает через резистор 3 5 на вход второго интегратора с зоной ограничения 27, на выходе которого напряжение изменяется по линейному за— ⁴⁵кону. Это напряжение, пройдя через модель 29, пропорционально .тому тормозному пути, который будет отрабатываться двигателем 8 в будущем. Далее напряжение блока 24 достигает насыщения, и ошибка отрабатывается системой регулирования 2 при постоянной скорости двигателя 3. Когда в узел 4 напряжение блока 27 достигает наибольшего значения, равного величине насыщения, срабатывает реле 28, которое своим контактом 30 отключает выход блока 27 от входа модели 29. После этого выходное напряжение мо дели 29 остается неизменным, оно представляет наибольшой тормозной путь двигателя 8. В сумматоре 31 сравнивается сигнал модуля фактической ошибки по положению с выхода блока 16с сигналом тормозного пути модели 29. Когда эти сигналы сравниваются, сработает реле 3 2, которое размыкает свой контакт 36 и замыкает контакт 37. На вход блока через резистор 34 поступает отрицательное напряжение от источника 21. Выходное напряжение блока 24 уменьшается по линейному закону, а двигатель 8 переходит в режим торможения. Выпрямитель обеспечивает однополярность напряжения от блока 24. Таким образом, от блока 24 подается на систему регулирования 2 напряжение трапецеидальной формы (при меньшей ошибке - треугольной формы). Так как регулятор скорости 5 в этом режиме является звеном пропорциональноинтегрального действия, то система 2 точно отрабатывает задание по скорости от (эпока 24 независимо от изменения нагруэ*ки на валу двигателя 8. При треугольном графике скорости процесс протекает аналогично. В конце торможения напряжения от блока 24 спадает до нуля и ошибка уменьшается настолько, чтсреле 17 отключается и контактом 22 'выводит узел 3 из работы и вводит в действие контур положения: замыкая свой контакт 18, подключает регулятор положения 11 к выходу сумматора 12, контакт 19 этого реле замыкается, и регулятор скорости 5 превращается в пропорциональное звено. Ошибка регулирования плавно спадает до нуля, система регулирования 1 имеет астатизм по ошибке. На этом цикл позиционирования заканчивается. На выходах блоков 24 и 27 формируется однополярное напряжение.When a large error is worked out, the relay 17 is triggered, since it receives a large signal from the module allocation module 15 A 16. Relay 17, having acted, by its contact 18 deactivates the position controller 11. In this mode, the position error is processed by the speed control system 2 wherein at tre- ²⁰ Tille input speed controller 5 receives a drive signal from the speed of the first integrator with limitation zone 24. Sitnya output unit 24 is formed so that pin 22 closes switch 17 and ²⁵ from the voltage source 20 via the closed contact 36 by proceeding m positive polarity voltage stepped shape to the resistor 33. The output voltage control unit 24 increases by ³⁰ Nome linear law. It is fed through a rectifier 25 and pin 38 to the third input of the speed controller 5. Controller 5 works as a proportional-integral link, since contact 19 of the relay 17 is open. ³⁵ Starts engine 8 and starts processing the position error. Simultaneously with starting the engine, a signal proportional to the braking distance ⁴⁰ in the future is modeled in the braking distance calculation unit 4. Voltage from voltage source 21 is supplied through the resistor 3 5 on the input of the second integrator with limitation area 27, whose output voltage varies linearly za- ⁴⁵ stake. This voltage, passing through model 29, is proportional to that braking distance, which will be worked out by engine 8 in the future. Next, the voltage of block 24 reaches saturation, and the error is processed by control system 2 at a constant engine speed 3. When the voltage of block 27 reaches node 4 at the maximum value equal to the saturation value, relay 28 is activated, which, by its contact 30, disconnects the output of block 27 from the input of model 29 After that, the output voltage of model 29 remains unchanged, it represents the largest braking distance of engine 8. In adder 31, the signal of the actual error module is compared by the position from the output of block 16c with the brake signal model 29 paths. When these signals are compared, relay 3 2 will trip, which opens its contact 36 and closes contact 37. At the block input, a negative voltage from source 21 is supplied through the resistor 34. The output voltage of block 24 decreases linearly, and motor 8 passes into braking mode. The rectifier provides unipolarity of voltage from block 24. Thus, from block 24, voltage of trapezoidal shape (with a smaller error - triangular shape) is supplied to control system 2. Since the speed regulator 5 in this mode is a proportional integral action unit, system 2 accurately fulfills the speed task from (epoc 24, regardless of the change in load on the motor shaft 8. The process proceeds similarly with a triangular speed graph. At the end of the voltage braking from the unit 24 drops to zero and the error decreases so much that switch 17 is turned off and contact 22 'takes node 3 out of operation and activates the position loop: closing its contact 18, it connects position controller 11 to the output of adder 12, Contact 19 of this relay closes, and the speed regulator 5 turns into a proportional link. The control error smoothly drops to zero, the control system 1 has astatism by mistake. This completes the positioning cycle. Unipolar voltage is generated at the outputs of blocks 24 and 27.

Для изменения полярности напряжения на третьем входе регулятора скорости 5 при изменении полярности сигнала’от блока задания перемещения 13 служит реле 15: при изменении полярности реле 15 срабатывает и подает напряжение от блока 24 через выпрямитель 25, контакт 39 и инвертор 26 (передаточное отношение инвертора 26 равно минус единице).To change the polarity of the voltage at the third input of the speed controller 5 when changing the polarity of the signal from the motion reference block 13, relay 15 is used: when changing the polarity, relay 15 operates and supplies voltage from block 24 through rectifier 25, pin 39 and inverter 26 (inverter gear ratio 26 equal to minus one).

В устройстве осуществляется раздельная регулировка интенсивности процессов пуска и торможения’ двигателя 8 с помощью резисторов 33 и 34, которые осуществляют угол наклона напряжения блока 24 и тем самым величины пускового и тормозного моментов двигателя 8. Это расширяет функциональные возможностиThe device separately controls the intensity of the starting and braking processes of the engine 8 using resistors 33 and 34, which realize the angle of inclination of the voltage of the block 24 and thereby the starting and braking moments of the engine 8. This extends the functionality

7143 устройства. Например, при наличии момента сопротивления на валу двигателя тормозной электрический момент можно выбрать большим, чем пусковой момент и тем самым увеличить быстродействие устройст- ₅ва по отработке ошибки. При отработке трапецеидального или треугольного графика скорости регулятор скорости 5 работает как пропорционально-интегральное звено, а система регулирования скорости 2 - как ли-10 нейная система. В результате этого система 2 точно отрабатывает график скорости от блоке 24 независимо от действия нагрузки и других возмущений при большой интенсивности процессов. Свете- 15 ме регулирования положения 1, имеющей пропорци он ал ьно-интегральны й регулятор положения и пропорциональный регулятор скорости (такое сочетание регуляторов обеспечивает приемлемое быстродействие 20 с «этатизмом первого порядка по ошибке) остается плавно свести малую ошибку к нулю в каждом цикле перемещения. Тормозной путь, вычисленный узлом 4, точно определяет момент начала торможения. ²⁵Блоки 24 и 27 имеют идентичные параметры, движки их патенциометров 34 и 35 механически связаны. Поэтому полностью исключаются случаи дотягивания и перерегулирования по перемещению. Имеет ³⁰место оптимальная (возможно быстрая) отработка перемещения любой величины. Настройка устройства проводится только двумя элементами-резисторами 33 и 34. В системы регулирования 1 и 2 не вно- 35 сятся пульсации. Модель системы регулирования 29 описывает свойства системы7143 devices. For example, if the moment of resistance at the time of engine braking electric shaft can be chosen larger than the starting torque and thereby increase the speed va ustroyst- ₅ on working error. When practicing a trapezoidal or triangular velocity graph, the speed controller 5 operates as a proportional-integral link, and the speed control system 2 as a linear system. As a result of this, the system 2 accurately fulfills the speed graph from block 24, regardless of the action of the load and other disturbances at high intensity processes. In light of the regulation of position 1, which has a proportional all-integral position controller and a proportional speed controller (this combination of controllers provides an acceptable speed of 20 with “first-order statism by mistake), it remains to smoothly reduce the small error to zero in each movement cycle. The braking distance calculated by node 4 accurately determines the moment the braking starts. ²⁵ Blocks 24 and 27 have identical parameters, the engines of their patentiometers 34 and 35 are mechanically connected. Therefore, the cases of reaching and overshooting on movement are completely excluded. There is a ³⁰ place optimal (possibly fast) working out movement of any size. The device is configured only with two resistor elements 33 and 34. Ripples are not included in the control systems 1 and 2. The regulatory system model 29 describes the properties of the system

1. Найдено, что ее рациональным исполнением является интегратор, описывающий передаточную функцию участка скорость ⁴⁰двигателя - перемещение исполнительного механизма*. В тех случаях, когда нежелательна или невозможна установка отдельного датчика положения 14, он может быть выполнен в косвенном виде - как ин-⁴⁵тегратор напряжения датчика скорости 10. Эго может иметь место, например, при отработке перемещения неопределенно большой величины.1. It was found that its rational execution is an integrator that describes the transfer function of the section, the speed of the engine ⁴⁰ — moving the actuator *. In those cases where undesirable or impossible to install a separate position sensor 14, it can be formed in an oblique form - as the integrator ⁴⁵ invariant speed sensor 10. The voltage ego can occur, for example, when developing a large displacement value indefinitely.

Claims

The invention relates to the field of motor car and can be used in electric drives with automatic positioning, for example, in press devices of rolling mills and tracking systems. A known system with a position controller, in which, to optimize the process of working out the displacement, the position regulator has a linear parabolic characteristic LiJ However, this characteristic, besides that it is carried out approximately, does not ensure the proper quality of the process (speed and accuracy) under the action of perturbations and upon changing rate of movement testing. The speed in this system is not enough due to the rotation of the additional position control loop. Technically, the device closest to the proposed is a STBO device containing a serially connected speed controller and a current controller, the second input of which is connected to a current sensor, an amplifier, the outputs of which are directly and through a current sensor connected to the inputs of an electric motor connected to the speed sensor, and a position sensor connected to the speed sensor, the output of which is connected to the first input of the speed controller, the output of the position sensor is connected to the first input of the first an adder, the other input of which is connected to the motion setting unit, and a position controller, the output of which is connected to the second input of the speed regulator. The speed of the device is increased due to the fact that with a large position error, the electric drive works as a speed control system that is less inertial than the position control system. The development of a small error occurs in the position control system. For the timely transfer of the electric drive to the deceleration mode, the future braking path is calculated in advance by dividing the engine speed by the braking torque j-l this device has a complex structure. In addition to current sensors, speed and position, it uses sensors for the static torque of the engine and a sensor for small mismatches. To calculate the stopping distance, a multiplication block and a division block are used, which have limited accuracy in practice. Low accuracy and static moment sensor, working on an indirect principle. The inertia of the speed control system is also disregarded. The control of the movement training is carried out in the function of setting the torque of the bodies, which is the same when starting and braking the engine. Meanwhile, it is possible to increase the braking torque of the engine and shorten the time required for error processing. This evidence indicates a lack of use of the functional capabilities of the device. The purpose of the invention is to increase the speed, accuracy and enhance the functional capabilities of the electric drive. This is achieved by the fact that the device additionally has four relays, a module allocation unit, the first and second voltage sources, the first and second integrators with a restricted zone, a rectifier, a model, an inverter, and a second summer, with the first relay connected to the output block assignment move. The output of the first adder is connected to the input of the position controller through the disconnecting contact of the second relay to the input of the module allocation unit, the output of which is connected to the second relay to the first input of the second adder, the second input of which is connected to the output of the model, and its output is connected to fourth relay. The first outputs of the first and second voltage sources are connected to the zero potential bus through the contact of the second relay. The second output of the first voltage source through the opening contact of the fourth relay is connected to the first input of the first integrator with a restriction zone, the output of which is connected to the third input of the speed controller through a series-connected rectifier and parallel connected disconnecting contact of the first relay and closures to the contact of the first relay and inverter . The second output of the second voltage source through the closing contact of the fourth relay is connected to the second input of the first integrator () rp with the limiting zone and the input of the second integrator with the limiting zone, the output is connected to the third relay and through the breaks the contact of the third relay the entrance of the model. Functional diagram of the device shown in the drawing. The device consists of a position control system 1, which includes a speed control system 2, a speed reference node 3, and a braking distance calculation unit 4. Speed control system 2 consists of speed controller 5, current regulator b, power amplifier 7, and a constant electric motor current 8, current sensor 9 and kinematically connected to the motor shaft speed sensor 10. Position control system 1 contains speed control system 2, control position 11, first adder 12, displacement setting unit 13 and d tchik position sensor 14. The sensor 14 may be direct or indirect action. If a direct action sensor is used, for example, selsyn, it is kinematically connected to the motor shaft 8. Indirectly, this sensor refers to an integrator whose input is electrically connected to the output of the speed sensor 10. The speed control unit 3 of the control system 2 consists of - the first relay 15, the module allocation module 16 and the second relay 17. The output of the first adder 12 is connected to the position controller 11 via the disconnecting contact 18 of the relay 17. The feedback circuit of the speed controller 5 contains a resistor and a capacitor that shunt The disconnecting contact 19 of the relay 17 is connected. In addition, voltage speed components 20 and 21 are included in the speed reference node 3, the first outputs of which are connected via the closing contact 22 of the relay 17 to the zero potential bus 23, the first integrator with the limiting zone 24, the rectifier 25 and the inverter 26. The stopping distance calculation unit 4 consists of a second integrator with a restriction zone 27, a third relay 28, a model 29 of the position control system 1, which is connected through blocking contact 30 of the relay 28 to the block 27 and through the adder 31 to the fourth relay 32. Integrator with the limitation zone 24 and 27 have input adjustable resistors 33, 34 and 35. The source voltage -. 20 is connected via a contact 36 of the relay 32 s, a resistor 33. A voltage source 21 is connected via a contact 37 of the relay 32 with a resistor 34 and directly with a resistor 35. HZ speed setting node 3 is the output of block 24 through rectifier 25 and in parallel the connected contact 38 of the relay 15 and the contact 39 of the relay 15 and the inverter 26 are connected to the third input of the speed controller 3, the device operates as follows. In the presence of a signal from the motion reference unit 13, operation modes are possible with a large and small error. When testing a large error, relay 17 is triggered, since it receives a large signal from the allocation unit of mode n 16. Relay 17, srabsha, with its contact 18 removes position control 11 from operation. In this mode, the position error is processed by the speed regulating system 2 in which the third input of the speed controller 5 receives the speed signal from the first integrator with a zone of limitation 24. The signal at the output of the block 24 is formed so that the contact 22 of the relay 17 is also closed from the HCTO4HiiK.a voltage 20 through the closed contact 36 arrives at p voltage of positive polarity in step resistor PO. At the same time, the output voltage of the block 24 increases according to a linear law. It is fed through the rectifier 25 and the contact 38 to the third input of the speed controller 5. The regulator 5 operates as a proportional-integral link, since the contact 19 of the relay 17 is open. The engine 8 and the start of the net start with an error in the position. At the same time as the engine start-up, the braking distance calculation node 4 simulates a signal proportional to the braking distance in the future. The voltage from the voltage source 21 flows through a resistor 35 to the input of the second integrator with a zone of limitation 27, at the output of which the voltage varies linearly. This voltage, passed through the model 29, is proportional to the total stopping distance, which will be worked out by the engine 8 in the future. Next, the voltage of block 24 reaches saturation, and the error is processed by the control system 2 at a constant speed of the motor 3. When in node 4 the voltage of block 27 reaches the highest value equal to the saturation value, the relay 28 is triggered, which by its contact 30 turns off the output unit 27 from the input of model 29. After that, the output voltage of model 29 remains unchanged, it represents the greatest stopping distance of the motor 8. In the adder 31, the module of the actual error in the position from the output of the block 16 is compared with the brake signal Utilities of model 29. When these signals are compared, a relay 32 will operate, which opens its contact 36 and closes contact 37. The input voltage of the block 24 through the resistor 34 receives a negative voltage from the source 21. The output voltage of the block 24 decreases linearly and the motor 8 goes into braking mode. The rectifier 25 provides for unipolar voltage from block 24. Thus, from block 24, a keystone voltage is applied to control system 2 (triangular in error). Since the speed controller 5 in this mode is a part proportional to the integral action, system 2 accurately relieves the speed reference from enoka 24 regardless of the load change on the motor shaft 8. With a triangular speed graph, the process proceeds similarly. At the end of braking, the voltage from block 24 drops to zero and the error is reduced to the extent that the relay 17 is detected and contact 2.2 takes node 3 out of operation and enters the loop): closes its pin 18, connects position controller 11 to the output of the adder 12, the contact 19 of this relay is closed, and the speed controller 5 becomes a proportional link. The regulation error smoothly drops to zero, the regulation system 1 has astatism by mistake. At this point, the positioning cycle ends. Unipolar voltage is generated at the outputs of blocks 24 and 27. To change the polarity of the voltage at the third input of the speed regulator 5 when the polarity of the signal from the motion reference unit 13 changes, serves turnip 15; when the relay changes its polarity, 15 triggers n supplies a voltage from block 24 through rectifier 25, pin 39 and inverter 26 (the gear ratio of inverter 26 is equal to minus one). The device makes separate adjustments to the intensity of the starting and stopping processes of the engine 8 by means of resistors 33 and 34, which realize the angle of inclination of the voltage of the unit 24 and thereby the values of the starting and braking moments of the engine 8. This extends the functionality of the device. For example, if there is a moment of resistance on the motor shaft, the electric braking torque can be chosen greater than the starting torque and thereby increase the immedi ation of the device for error handling. When working out a trapezoidal or triangular plot of speed, speed controller 5 operates as a proportional-integral link, and speed control system 2 operates like a linear system. In the rezula-athe of this, system 2 accurately processes the speed graph from block 24, regardless of the effect of the load and other perturbations during high intensity processes. Adjusting position 1, having a proportional-integral position regulator and a proportional speed controller (this combination of regulators provides an acceptable response with first-order etatism in error) remains smoothly to reduce the small error to zero B each displacement cycle. The stopping distance calculated by node 4 accurately determines the start of braking. Blocks 24 and 27 have identical parameters, the engines of their potentiometers 34 and 35 are mechanically connected. Therefore, it is completely excluded cases of dot givani and redeployment on the move. There is an optimal (possible) adjustment of movement of any magnitude. The adjustment of the device is carried out only by two resistor elements 33 and 34. In control systems 1 and 2, there is no pulsation. The model of the regulation system 29 describes the properties of system 1. It has been found that its rational design is an integrator describing the transfer function of the section engine speed — movement of the actuator. In those cases when it is undesirable or impossible to install a separate position sensor 14, it can be performed indirectly - as an integrator of a voltage of a speed sensor 1O. This can occur, for example, from displacement of an indefinitely large amount. Claims of Invention A device for controlling a positional electric drive comprising a speed controller and a current controller connected in series, the second input of which is connected to a current sensor, a power amplifier whose outputs are directly through the current sensor connected to the inputs of an electric motor, whose shaft is boiling connected to the d; 1 speed sensor, and a position sensor connected to the speed sensor, the KOTopojo output is connected to the first input of the speed regulator, the output of the position sensor is connected to the first input of the first sum torus, the other input of which is connected to the movement reference unit, and the position controller, the output of which is connected to the second input of the speed controller, characterized in that, in order to increase speed, accuracy and expand the functionality of the electric drive, four relays are installed selection module, the first and second voltage sources, the first and the second integrators with the zone of limitation, rectifier, model, inverter and the second adder, the first turnip connected to the output of the motion reference unit, the output of adder is connected to the input of the position controller via the disconnecting contact of the second relay and to the input of the allocation unit of the module, the output of which is connected to the second relay and to the first input of the second adder, the second input of which is connected to the output of the model tmm relay, the first outputs of the first and the second source of voltage shkbv through the closing contact of the second relay are connected to the bus potential of the zero potential, the second output of the first source on the Rp w wife through the disconnecting contact of the fourth relay NNH with the first input of the first An integrator with a limiting zone whose output is connected to the third input of the speed controller through a series-connected rectifier and parallel-connected disconnecting contact of the first relay and closing contact of the first relay and inverter, second output BTOpoix) of the voltage source through the closing contact of the fourth relay connected to the second the input of the first integrator with the zone of limitation and with the input of the second integrator with the zone of limitation, the output of which is connected to the third relay and through the breaks the contact of the third relay with in model house. Sources of information taken into account during the examination 1. E. Lebedev, V. Neimark, E. Pistrak, M. Ya. And O. Slazhanovsky. Control of DC DC electric drives, M., Energii, p. 83-84.

2. USSR author's certificate Jsh 528542, A-.C. Q 05 B 7/00, 1973 (prototype).