SUBSTANCE: invention relates to railway automation and telemetry systems and may be used in railway safety systems. Locomotive safety control unit comprises accelerometer and processor connected in series. Processor generates control signal and indication signals in emergency. For this it is provided with extra data buses for locomotive control instructions and limitation of motion parameters and their current values as well as control output of warning circuit. Accelerometer is rigidly secured on processor base. Besides, said processor may generate indication signals for engineman, securities and dispatcher while processor signaling circuit output is made up of three appropriate signal buses. Also, processor generates signal to control engine, brakes and door opening mechanism while processor control circuit output is made up of three appropriate control buses.< Processor may generate braking and emergent braking while appropriate control bus is made up of brakes control bus and emergent braking bus. Said processor comprises subtractor, adder, four comparators, two AND element, delay unit and OR element.
EFFECT: expanded operating performances, higher reliability and validity, higher safety.
5 cl, 2 dwg
The invention relates to the field of automation and can be used for transport, especially rail, systems security and control.
Known for safety, warning the driver of the deceleration of the vehicle ahead (SA 2663363, B60Q 1/44, 2009-10-22). The device contains an accelerometer, a control unit and stop light. The disadvantage of this device is its limited functionality, it does not solve a number of problems for safe control of the vehicle in a normal mode (e.g., locking doors in the process of the motion), as well as in emergency situations.
Has a more complex structure unit early warning of an emergency described in GB 1286251, G01S 13/78, 1972-08-23. However, its purpose is limited to warning the driver of the deceleration of the vehicle ahead.
Integrated accelerometer is used in a known vehicle to determine its speed (US 2008150468, NR 8/00, 2008-06-26). In this case, the accelerometer integrated in the control unit. This device does not provide solutions to problems of security control.
It is also known the use of the security block in the form of electronic pads containing sequentially connected to the accelerometer, the processor unit p is mate, the transmitter and antenna (GB 2436220, G01H 1/00, 2007-09-19). The accelerometer captures the shock and vibration that is experiencing a structural member, which is fixed to the label, and this information after processing and accumulation is passed with the aim of identifying the resource element of the design. Plate lining is bearing structural member of the security block.
This device is the closest to the invention. It ensures safe use critical elements of the construction vehicle, but its disadvantages include the following:
communication via the radio channel in some cases (for example, the combined effect of pulsed electromagnetic noise and shock wave generated by the explosion) is not reliable;
- the inability to use the normal mode in the security block to control and monitor control signals;
- the inability to work in real-time in General, because the data about the resource are formed in a sufficiently long interval of time;
- inability to recognize and respond to abnormal situations.
The technical result expected from use of the invention is to enhance the functionality of the security block, increasing the reliability of the generated information and the reliability is his work, improving the reliability and safety of the vehicle on which you have installed the security block.
This result is achieved in that the security block containing bearing structural element, which are connected in series accelerometer and processor last executed with additional information inputs for commands to control the vehicle, limitation of motion parameters and the current values of the motion parameters, and alarm output and control the output.
Thus, the merits of the proposals is to ensure that the security block (control train, for example) solves the problem of the analysis of the compliance of the current value of the speed limit, taken from the current carrying cable, rail station, radio communication and the like, and executes the situation mismatch indication to the operator (operator) and enable emergency (or first standard, and then emergency braking. In addition, the unit solves the problem of monitoring compliance with the various control commands to the security paradigm (e.g., blocks command opening doors to the train stop and the like). At the same time the block is composed of an accelerometer located unlike other sensors directly on the PCB of the main processor unit, mine is all intermediate links.
The accelerometer being connected to the input of the control processor of the security block and being located on the same bearing structural member with him, solves several problems:
a) correctly captures the outbreak of an emergency (or otherwise) braking and in case of his absence and the presence of a corresponding control signal to the command braking allows the processor to make a decision on the inclusion of additional systems (as emergency braking and indicating/warning);
b) performs anti-vandal function - if the security block in the process is subjected to abnormal accelerations (e.g., shock) for any of the axes, the processor may be programmed with the various response messages from the protection of the composition to the emergency speed reduction;
C) the presence of abnormal shock (acceleration) detects the fact of the accident (collision with an obstacle on the route, the action of an explosive device and so on), allowing the processor to immediately take the necessary steps to generate the braking command and the like), because the accelerations above a certain threshold, if the unit is operable (which should be confirmed current data internal diagnostic block security or processor), the count for control by the operator or driver of some is the second time not to have all the control in the first seconds after impact should be determined only by automation. This "anti-terrorist" function. It differs from other systems (e.g., determining the status or level of alertness of the operator and the like) is significantly greater performance on the detection of a dangerous situation. The main sensor is the accelerometer in the "heart" of security guarantees its safety together with security block, while other sensors (e.g. accelerometers diagnostic systems, brakes, various speed sensors etc), and most importantly, communicate with them most do not survive under severe accident impacts.
Figure 1 shows the block diagram of the proposed device and shows how it relates to other units of the vehicle. Figure 2 shows a case where the execution processor.
The device contains an accelerometer 1, the output of which is connected with the information input 2 processor 3. Last performed with additional information inputs for control commands 4, limitation of motion parameters 5 and the current values of the motion parameters 6. Alarm output 7 and the control output 8 processor 3 is connected to the inputs of block 9 of the display and the actuators 10. Accelerometer 1 and CPU 3, forming a security block, located on the same bearing structural member 11 (on the same Board, in the same housing.
The processor 3 may be implemented as hardware, and software. The simplest version of its hardware implementation is presented in figure 2. On the bus 12 receives the signal rod. The bus 12 is connected to the first input element And 13, the second, inverting input of which is connected to the bus 14, which summed output signal from the sensor, locking open doors. The output element And 13 are connected to the input of the engine control unit 15. Bus 12 corresponds, as indicated in figure 2, the information input control commands 4, the tire 13 - information input to the current values of parameters of movement 6, etc.
On the bus 16 receives a signal of braking, it is connected with the first inputs of the adder 17 and block 18 of the subtractor, a second input connected to the output of accelerometer 1 and the output to the second input of the adder 17, the output of which is connected to the input unit 19 of the control of the brake mechanism. The output of block 18 subtraction also connected with the input of the diagnostic display unit 24 in the cab.
The output signal from the accelerometer 1 is also fed to the inputs of the Comparators 20, 21. The output of the comparator 20 through the OR element 22 is connected to the input unit 23 of the emergency braking, with the input of the display unit 24 in the cab, as well as the input of the display unit 25 in the guard-room. The output of the comparator 21 is connected to the second in the ode item OR 22 and the input of the display unit 26 to the control point (for example, over the air). The output of block 18 subtraction also connected with the input of the diagnostic display unit 24 in the cab.
On the bus 27 receives information about the speed of composition (from the output of the speedometer). Bus 27 is connected to the inputs of the Comparators 28 and 29. The output of comparator 28 is connected to the first input element And 30, the output of which is connected to the input of the actuator opening doors 31. The second input element And 30 connected to the bus 32 signal opening doors. The second input of the comparator 29 is connected to the bus 33 speed limits of composition. And the output of the comparator 29 is connected with the second input display unit 24 in the cab and the input unit 34 delays, the outputs of which are connected to a third input of the adder 17 and the element OR 22.
All Comparators except the comparator 29 is made in the form of threshold units, i.e. compare the input signal with the threshold set at their second input (figure 2 corresponding circuit not shown).
The actual processor 3 in the example shown in figure 2, is formed by the element And 13, the adder 17, block 18 subtractors, Comparators 20, 21, 28 and 29, the element OR 22, And 30 and the unit 34 delays. Block 9 of the display formed by the blocks 24, 25 and 26. The actuator 10 is formed by the elements 15, 16, 23 and 31.
As noted above, the essence of the proposed technical solution is to ensure that the security and with the accelerometer and the processor last executed with additional information inputs for command control of the vehicle, limitations of the motion parameters and the current values of the motion parameters, and alarm output and control the output.
In other words, the processor 3 is not only made with the possibility of carrying out a regular, full-time algorithms for motion control of the vehicle (engine and/or brake system), opening and closing doors, speed limit on this section of the route depending on the signal received at its input, but the addition of accelerometer 1 (which is structurally designed with them together) and made with the possibility of a joint logical processing of the above-mentioned standard signals and the signal of the accelerometer 1, the actual value of acceleration during acceleration and braking, changing the standard algorithm for diagnosis of shock to the body (bearing structural member 11) of the block security or other emergency situation. This is achieved by the fact that the information inputs 4-6 processor 3 receives the signal of the acceleration from the output of the accelerometer 1, and command control vehicle (entry 4 in figure 1, 2), signals restrictions of movement parameters (input 5 processor 3, for example, the speed limit on this section) and the current value of motion parameters (e.g. velocity at the inlet 6, the position of the doors and so on). At this point, the processor 3 is configured to i.e. monitoring) reference and algorithm of joint processing of these values and decision-making of the notification or those of other persons, and in some cases a translation of "it" motion control.
In particular, the processor 3 may be configured to implement the above algorithms under item"a", "b" and "C".
So, if the bus 14 is the signal "door is open", the And gate 13 is blocking the signal of thrust with the bus 12 to the input of the engine control unit 15. This function refers to the standard mode.
Block 18 subtraction maps the value of the braking signal on bus 16 for the resulting braking signal coming from the output of the accelerometer 1. The value of the obtained difference or inconsistency as a summand (of course, taking into account the sign) to the input of the adder 17 and provides an increase (decrease) controlling effect on the braking system, with its lack (redundant) efficiency. This is the same as the error signal from the output of block 18 of the subtraction is supplied to the input unit 24 of the display, and when a sufficient amount in the unit 24 actuates a threshold device in the cab lit up the scoreboard, indicating that a malfunction of the braking system of composition.
When the output signal of the accelerometer 1 reaches the next threshold (and in more complex cases will be fixed periodic impulse effect of substantial amplitude in the absence of a signal of braking on the bus 16), the comparator 20 produces a signal, which through the element OR 22 activates block emergency braking and will inform not only the driver, but the occupational composition of trying to hack the security block.
In the event of an accidental collision or explosion on the route is triggered comparator 21 and the circuit element OR 22 unit 23 emergency braking, the signal passes and the composition is inhibited. Simultaneously, the block 26 alert Manager radio sends a notification.
The comparator 28 permits the passage of the signal of opening doors with the bus 32 through the element And 30 at a speed of composition, value close to zero. If on the bus 27, the speed signal exceeds the value of the velocity on the bus 33 speed-limiting composition, the output of comparator 29 is a signal input to the block 24 of the display driver. At the same time starts the unit 34 delays that forms over the time interval τ1the signal through the adder 17 to the input unit 19 of the control of the brake mechanism. If after activation of the brake mechanism at the time τ2at the output of the comparator 29, the signal is present, the unit 34 generates a delay signal through the OR element 22 includes a block 23 of emergency braking.
The result is the enhanced functionality of the security block, increasing the reliability of the generated information and reliability, improving the reliability and safety of the vehicle, on which the om has such a security block. This is achieved through the analysis of the compliance of the current value of the speed limit, instantaneous detection of other emergency situations and the capacity to respond quickly to their occurrence indication to the operator (operator) and enable emergency (or first standard, and then emergency braking. In addition, the unit solves the problem of monitoring compliance with the various control commands to the security paradigm.
1. Managing the security block of the vehicle containing the sequentially connected to the accelerometer and the processor, wherein the latter is made with the possibility of generating control signals and indications in emergency situations, which provided additional information tire for vehicle control, limitation of motion parameters and the current values of the motion parameters, and control the output and the alarm output and the accelerometer is rigidly fixed to the base processor.
2. Managing the security block according to claim 1, wherein the processor is configured to generate signals indicating to the operator, protection Manager, and the alarm output of the processor is made in the form of three respective signal tyres.
3. Managing the security block according to claim 1, characterized in that the processor is made with the option of generating signals, control engine brake mechanism and the mechanism of opening doors, and control output of the processor is made in the form of three respective buses.
4. Managing the security block according to claim 3, wherein the processor is configured to generate signals braking and emergency braking, and the corresponding control bus is in the bus control of the brake mechanism and tyres emergency braking.
5. The processor control unit security according to any one of claims 1 to 4, characterized in that it is made in the form of a subtraction unit, adder, four Comparators, two elements, unit delay element OR, when this information the processor bus for the current values of the motion parameters is connected to the first and the second input of the first element And the input of the first comparator and the first input of the second comparator with the possibility of signal transmission thrust, information about the condition of the doors and vehicle speed, respectively, the first input of the subtraction unit and the inputs of the third and fourth Comparators are combined and connected to the input bus acceleration information the input processor to limit the motion parameters is connected with the second input of the second comparator, the information input processor for command control of the vehicle is connected to the joint is United to the first input of the adder and the second input of subtraction unit, and to the first input of the second element And capable of transmitting control commands braking and door openings, respectively, and the output of the subtraction unit is connected to the second input of the adder and the first signal bus display driver, the output of the first comparator is connected with the second input of the second element And the output of which forms the control bus brake mechanism, the output of the second comparator produces a second signal bus display driver and is connected to the input of the delay block, the outputs of which are connected with the third input of the adder and the first input element OR the second input is connected to the output of the third comparator, also forming a third signal bus display driver and bus zone protection, the output of the fourth comparator is connected to the third input of the OR element and a signal bus display Manager, the output of the first element And forms a control bus engine, the output of the adder forms the bus control of the brake mechanism and the output element OR bus emergency braking.
SUBSTANCE: invention relates to railway ACS and telemetry systems and may be used in shunting operations on station dead-end siding. Proposed system comprises locomotive controller with locomotive board connected thereto, radio modem, relay unit to open electro pneumatic valve of forced braking and to switch locomotive traction control circuits. It comprises also the tower control device mounted at central control station and connected with data board, contacts of track indicating relay of railway station electric interlocking with data concentrator, radio modem to allow radio communication with the system locomotive equipment. Laser range finders are mounted at fixed buffers of the track control section to determine the distance from fixed buffer to approaching shunting train. Additionally, proposed system incorporates track controllers connected with data concentrator and appropriate laser range finders.
EFFECT: preventing collision of shunting rolling stock or locomotive on station dead-end siding with stationary obstacles.
SUBSTANCE: invention relates to train radio communication systems and may be used for centralised dispatcher control at railway transport. Proposed system comprises automated workstation of train dispatcher arranged at central dispatcher station with its PC connected via digital interface with stationary control post radio station which, via wire dispatcher communication channel, is connected with stationary radio stations of intermediate stations. Every stationary radio station is connected via digital radio channel with locomotive onboard radio stations in zone of stable radio communication. Locomotive onboard radio station is connected via onboard digital interface with onboard control device. Locomotive is equipped with unit determining train location boundaries and message generator connected via onboard digital interface with onboard control device. Central dispatcher control center is equipped with message serves connected via communication digital interface with personal computer of automated train dispatcher workstation.
EFFECT: higher reliability and safety.
SUBSTANCE: invention relates to railway automatic control systems and serves to automatically control shunting routes. Proposed device comprises control board and locomotive hardware. Control board consists of train number setting device, motion program setting unit, adder, controlled switch, communication termination generator, comparator, indicator, first decoder, encoder and control board radio station. Locomotive hardware comprises second decoder, comparator, train number dialing unit, communication termination memory, second controlled switch, second adder, second encoder and locomotive radio station. Control board and locomotive radio stations consists of transmitter and receiver to operate in frequencies F1 and F2.
EFFECT: higher reliability and noise immunity.
SUBSTANCE: set of inventions relates to planning railway freight trains. Proposed method comprises determining presence of traffic block along track and indentifying first train in said block. Then, back run area around traffic block is determined and selecting safe position outside said back run area for second train preplanned to enter run area by back run. Then, second train motion is planned in safer position. Alternative resources are identified to ease traffic block and first train motion is planned using said identified alternative resources. In compliance with another version, traffic block is determined, train approaching said traffic block is identified to determine back run area around said traffic block. Back run area is defined as function of one of below parameters: trains density in traffic block, trains density in remote area, type of traffic block, its size and tracks topography. Now, safe position outside traffic area and selected train motion is replanned to retain said train in safe position. Safe position is taken to be area wherein trains may move on rails.
EFFECT: preventing traffic blocks.
6 cl, 2 dwg
SUBSTANCE: proposed system comprises safety subsystems, service braking and train automatic control subsystem, separate functional units including onboard radio transceivers, locomotive signaling and satellite navigation receivers, track and speed pickups, locomotive equipment fault detectors, locomotive pneumatic braking system pressure pickups, engineman wakefulness control unit, interactive data display, essential data manual input device, and data register with nonvolatile memory. Subsystems and functional units are interconnected via system CAN-interface. Every subsystem in provided with route electronic card and electronic data base comprises thresholds of tolerable speed by motion coordinate. Locomotive wheel flange lubricator control unit is connected on CAN-interface and, via separate input and digital communication line, with output of vibro acoustic signal processing unit, said vibro acoustic signals being emitted at points of mechanical interaction between locomotive wheels and rails. Coordinates of track sections to be lubricated are entered into route electronic card. Electronic data base of safety subsystem, automatic braking control subsystem and train automatic control subsystem comprises data on said track sections intended for selecting wheel flange lubrication control modes at preset combinations of rolling stock motion and expected amplitude time-and-frequency characteristics of processed vibro acoustic signals.
EFFECT: higher safety.
2 cl, 1 dwg
SUBSTANCE: invention relates to railway ACS ad telemetry systems and may be used to detect unauthorised initiation of signal light or its faulty operation. Proposed system comprises computer-aided workstation of train dispatcher or station supervisor (TD or SS), control unit, actuator that includes train route input device and train route execution device. Outputs of said units are connected to TD or SS board. Outputs of train route execution device are connected to signal light control hardware while control output of TD or SS device is connected to train route input device input. Control unit comprises signal light interrogation unit, decoder, control unit, time selector, inverter and signal light state determination unit. Signal light interrogation unit, decoder, control unit, tie selector and inverter are connected in series. First, second and third control inputs of signal light state determination unit are connected to outputs of decoder, time selector and inverter, respectively. One outputs of signal light state determination unit are connected to train route execution unit inputs while its other outputs are connected to TD or SS board inputs. Inputs of interrogation unit are connected to signal light control hardware. TD or SS device is connected via communication channel with hardware and software of communication and signaling service dispatcher workstation.
EFFECT: higher reliability of signal light operation.
SUBSTANCE: invention relates to railway transport and can be used in centralised railway transport control systems. The system contains central control room and distributed controlled rooms. In each control room there is computer of train traffic control operator WKS. Ports of this computer are connected with the first port of electric interlocking tower hardware unit, remote control and signalling devices unit and stationary device for radio communication with locomotives. In each control room, the ports of remote control and signalling devices are connected with communication channels, and stationary radio communication device is connected with on-board transceivers. In each locomotive, the on-board computer ports are connected with on-board transceiver, display, train movement control unit and satellite navigation system receiver. In each distributed controlled room, on-duty mode control unit and switching unit are introduced. The remote control and signalling devices unit is connected with on-duty mode control unit which connected with the second port of electric interlocking tower hardware unit via switching unit.
EFFECT: system provides lower operation costs and higher reliability and durability of electric interlocking tower hardware while keeping its safety as well as lowering capital expenditures for connecting to the system of remote and low-active field stations not linked with central control room by protected communication channels.
FIELD: information technologies.
SUBSTANCE: control computer complex of shunting automatic locomotive alarm comprises the following components installed in a single frame - a multiprocessor computer system with a terminal including a monitor and a keyboard, network switchboards, a modem pool with inbuilt modems and sources of power supply, supply splitters, receivers of satellite navigation facilities, terminal boards and a station comparison device. At the same time the multiprocessor computer system comprises controllers of a central processor with a board of back input/output, a controller of a data base with a board of back input/output, sources of power supply, multiport units with boards of back input/output, an intersystem gateway with a board of back input/output, a controller of satellite navigation facilities with a board of back input/output.
EFFECT: improved reliability and safety of traffic control complex at railroad by reduction of information processing time, increased extent of noise immunity.
SUBSTANCE: invention relates to railway telemetry and ACS and may be used for preventing inadequate actions of operation personnel in emergency and abnormal operation of ACS. Proposed system comprises computerised workstation of traffic controller or station supervisor (TSWS or SSWS) including data input unit and data display, control unit made up of regulatory data storage unit, input data unit, comparator unit and decision-making unit, electric centralisation unit with floor electric centralisation devices connected to control unit and floor hardware state control unit, all said units being connected in series. One inputs/outputs of control unit and floor hardware state control unit are connected via actuators hardware to inputs/outputs of linear post unit connected via data bus with software-and-hardware device of TSWS or SSWS. Appropriate outputs/inputs of software-and-hardware device of TSWS or SSWS are connected to inputs and outputs of input data unit and decision-making unit. Output of regulatory data unit is connected to second input of comparator unit.
EFFECT: preventing inadequate actions of operation personnel in emergency and abnormal operation of ACS.
SUBSTANCE: invention relates to railway transport and may be used for train control. Method of train control consists in using diagnostics system track equipment to generate flow of diagnostics data on train axle box heating level at different time intervals. Data flow is transformed by logical primary interpreters into flow containing primary digital data on measured temperatures at various particular points of axle box, said data is filtered to remove random noised therefrom and provided with temporary tags and numbers of axle boxes determined by axle box counters and car counters. Data flow is processed by primary service subsystems and converted into flow containing data on excess axle box heating rate and extra data on level of emergency to be transmitted to train operator. Converted data flow is transmitted by stationary radio communication means to locomotive onboard radio communication hardware for further transmission to primary service subsystems corresponding to appropriate automatic driving subsystems and locomotive data visualisation. Data visualisation is performed for making decision on train speed operating conditions.
EFFECT: expanded performances.
FIELD: electrical engineering.
SUBSTANCE: this invention covers frequency-regulated drives and can be applied for electrical transport. The control unit contains DC power source unit with unregulated output voltage, DC power filter unit, autonomous voltage inverter units, electric motor units, low-current AC power source unit with regulated output voltage, forming unit of control sinusoidal multiphase DC signals and synchronizer unit. DC power source unit provides DC-AC conversion without DC voltage magnitude regulation at its output. Low-current DC power source unit provides output voltage regulation depending on frequency of the control sinusoidal multiphase AC signals.
EFFECT: reduction of mass and dimensions parameters; increase in reliability and decrease of power consumption by a control unit of asynchronous motor with short-circuited rotor.
SUBSTANCE: set of invention relates to electric train car control devices for drive wheel induction motor inverter control. Proposed device comprises control unit including first estimation unit connected with limitation unit, second estimation unit connected with output signal processing unit. Besides, control unit comprises switching unit connected with first and second estimation units, and process control unit connected with second estimation unit and output signal processing unit. Control unit generates magnitudes of instruction of target torque for multiple motors to kill drive wheel slippage state proceeding from drive wheel motor rpm. Estimation unit defines drive wheel slippage state proceeding from deviation of speed and acceleration from preset thresholds. Limitation unit limits decrease in magnitude of instruction of preset torque fed from outside in compliance with the result of estimation made by first estimation unit. Second estimation unit defines is axial speed acceleration exceeds first threshold magnitude. Output signal processing unit outputs torque instruction magnitude processed by limitation unit.
EFFECT: improved car controllability.
14 cl, 2 dwg
SUBSTANCE: invention relates to adjustment of locomotive electrodynamic brake. Proposed method comprises setting locomotive speed. Said speed is normalised to be taken as braking traction motor preset rpm setting. Locomotive current acceleration is calculated, normalised and added to maximum rpm of one of said braking traction motors. Results of addition is compared with preset rpm setting. Result obtained is used to correct braking force setting.
EFFECT: higher efficiency and reliability.
SUBSTANCE: invention relates to railroad vehicles and may be used at rolling stock with induction traction motors. Proposed method comprises calculating current electromagnetic moment and stator flux linkage in Direct Torque Control unit for first motor. Moment calculation is carried out by rpm controller using maximum or minimum rpm of induction motors connected in parallel. In traction mode, control is performed by maximum rpm. In braking mode, control is performed by minimum rpm. Setting for stator flux linkage Ψs3 is defined in upper level control system by formula Ψs3=f(ωmean), where ωmean is motor mean rpm, or locomotive speed reduced to motor shaft.
EFFECT: optimum motor moment control, preventing slip and skid.
SUBSTANCE: invention relates to wheeled vehicles. Proposed method consists in setting required speed, determining angular speed setting for equivalent wheel, measuring current angular speed of drive motor of each wheel and adjusting angular speeds of all wheels. With actual angular speed of any wheel exceeding upper limit, electric power fed to wheel drive motor is reduced to tolerance. With actual angular speed of any wheel exceeding lower limit, electric power fed to wheel drive motor is increased to tolerance.
EFFECT: reduced losses in transmission and running wheels.
4 cl, 5 dwg
SUBSTANCE: motor control device having controller to control multiple inverters which are provided for each of multiple ac motors; at that, the size, weight and cost have been reduced by effective grouping of operations performed with each computing unit included in the controller. Controller (10) to control inverters includes the following: first common computing unit (20) and the second common computing unit (30), which compute and output control signals which are common for each of the inverters; individual computing units 40A and 40B, which individually calculate and output the control signal referring to each of the inverters; and common logic computing unit (60) which outputs enabling signal for controlled switching of each of inverters on the base of the signals received from the first common computing unit (20), the second common computing unit (30) and individual computing units 40A and 40B.
EFFECT: decreasing dimensions, weight and cost of motor control device.
12 cl, 3 dwg
SUBSTANCE: invention relates to method of control over transport facility. Transport facility comprises motor, power transfer module, drive shaft rpm determination or calculation module, motor rpm determination module, rpm estimation module and transport facility stop estimation module. Proposed method comprises revealing if determined or calculated drive shaft rpm and motor rpm comply or do not comply with specs proceeding from determined or calculated drive shaft rpm. Drive shaft rpm is defined or calculated be drive shaft determination or calculation module. Motor rpm is determined by motor rpm determination module. It comprises also revealing if determined or calculated drive shaft rpm and motor rpm comply or do not comply with specs. Now, whether transport facility stopped or not, is estimated proceeding from estimated drive shaft rpm.
EFFECT: precise estimation of transport facility stop.
18 cl, 11 dwg
SUBSTANCE: invention relates to safe control of railroad traffic, namely to method of train speed automatic control and device to this end. At whatever variation of preset train speed, proposed device sets such train speed variation rate that lengthwise dynamic forces originating in transient modes of motion do not exceed their tolerable magnitudes. Proposed system comprises train parametre setter, train operator controller speed, train running time control circuit output, selector of minimum signal, smoothing device, comparator, speed controller, force setting device, logical unit, limiting unit, traction motor and speed metre. Proposed system represents a self-organising system.
EFFECT: higher railway traffic safety.
2 cl, 2 dwg
SUBSTANCE: device for vector control for AC electric motor comprises damping controller, which automatically calculates optimal working value of damping and does not require establishment of any amplification ratio. Device for vector control comprises controller (30) of vector for control of AC electric motor vector (6) in compliance with current command or torque command, and controller (40) of damping for calculation of working value of damping to suppress changes of voltage in Efc capacitor. Controller (40) of damping calculates extent of Efc capacitor voltage, operates current command or torque command of vector controller (30) on the basis of working value of damping, which complies with specified extent of variation, and controls reverse converter (4) so that current passing through reverse converter varies so that is suppresses change caused by change in voltage of Efc capacitor.
EFFECT: simplified control system for suppression of electric oscillations in circuit of LC-filter.
5 cl, 11 dwg
SUBSTANCE: invention relates to electrical engineering and can be used in electrically driven vehicle to allow electric power transfer between power accumulator and power supply or electrical load arrange outside said vehicle. In charge/discharge conditions, inverter (10, 20) converts electric power between electric power accumulator (B) and common-purpose power supply (92) connected to neutral point (N1, N2) via power line (ACL1, ACL2). In charge/discharge conditions, electronic control unit (ECU) (30) sets carrier frequency of inverter (10, 20) equal to that exceeding frequency in motion conditions. Additionally, in charge/discharge conditions, control circuit (40) excited inverter (10, 20) with the help of gate resistance exceeding that in motion conditions.
EFFECT: allowance of noise generated by inverter in electric power transfer between power supply or outside electric load and outside electric power accumulator.
11 cl, 11 dwg
FIELD: transport engineering; electric cars.
SUBSTANCE: proposed device to control dc traction motor and unit to form preset values of armature and field currents makes it possible to use separate excitation dc machine at traction and brake modes over ensure range of speeds and loads with due account of real limitations as to current and voltage. Required speeds and torque are automatically achieved at minimum possible losses in said point.
EFFECT: improved power and dimensional characteristics.
3 cl, 3 dwg