KR20000013959U - Auxiliary control system for vehicle control of locomotive - Google Patents

Abstract

The present invention relates to an auxiliary control system for vehicle control of a locomotive, the auxiliary controller 20 is mounted near the side window 90 of the cab and operated manually to control various control states of the vehicle, and this auxiliary controller A sub-controller selection switch installed near (20) to apply an operation of the sub-controller 20, and collecting the analog or digital signal according to the operation of the sub-controller selection switch and the sub-controller 20 to output a control signal; Intermediate conversion device 40 is made to be connected, this intermediate conversion device 40 is to be connected to the central control unit 60, while the auxiliary controller 20 is the ready position 21 indicated by "0" And a control position composed of an emergency position 22, a deceleration position 23, an operation position 24, and an acceleration position 25 to change the control states while converting the control positions. In control It is equipped with a control lever 26 which is manually operated to convert and a control state indicating unit 27 which instructs each control position according to the conversion of the control lever 26. It's got control.

Description

Auxiliary control system for vehicle control of locomotive

The present invention relates to an auxiliary control system for performing vehicle control of a locomotive. In particular, an auxiliary controller is installed near the side of the cab of a vehicle so that only one engineer can control the traction and braking of the vehicle. It relates to a control system.

In general, locomotives used for long-distance operation may be towed by connecting a plurality of passenger cars or vans as needed, or may be operated by separating connected vehicles, and in the related art, by connecting two or more crew members as described above. Towing or separation between the vehicles, this operation was achieved by a weekly controller, which is a device that transmits a traction command to the traction control device when the vehicle is endured, and a brake controller that delivers a braking command to the brake device of the train.

However, in the conventional locomotives as described above, when controlling the traction and braking of the vehicle only by the daytime controller and the brake controller installed at the desk of the cab, since the driver cannot control the vehicle while looking to the side and the rear, the assistant driver gets out of the car Since the vehicle is controlled by sending a signal to the driver of the driver's cab, there is a problem that the vehicle cannot be controlled by only one driver.

The present invention has been devised to solve the above problems, without the use of a daytime controller equipped with an auxiliary controller near the side of the vehicle, the engineer using the auxiliary controller while watching the side and rear through the side window It is an object of the present invention to provide an auxiliary control system for controlling a vehicle of a locomotive, which enables control of a vehicle with only one engineer.

1 is a diagram showing the operation of the auxiliary control system according to the present invention,

FIG. 2 is a partial side view of the locomotive cab showing a mounting state of an auxiliary controller for operating the auxiliary control system of FIG.

3 is an enlarged view of a portion A of FIG. 2.

10-Weekly controller 20-Auxiliary controller

21-Ready position 22-Emergency position

23-Deceleration Position 24-Operation Position

25-acceleration position 26-actuating lever

30-auxiliary selector switch 40-parameter converter

50-MVB Bus 60-Central Control Unit

70-Traction Control Unit 80-Traction Motor

In order to achieve the above object, the vehicle auxiliary control system according to the present invention is mounted near the side window of the cab and manually operated to control the vehicle's control state, and is installed near the auxiliary controller Auxiliary controller selection switch for applying the operation of the controller, and the auxiliary controller selection switch and an intermediate conversion device that collects analog or digital signals according to the operation of the auxiliary controller and outputs a control signal. The output control signal is sent to the central control unit (CCU) that controls the entire vehicle through the MVB bus (Multifunctional Vehicle Bus) provided for connecting intelligent electronic devices in the vehicle as a multi-access communication network in the vehicle. The signal from the control unit is transferred to the traction motor via the TCU (Train Control Unit). Thereby simultaneously.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

1 is a diagram showing the operation flow of the auxiliary control system according to the present invention, Figure 2 is a partial side view of the locomotive cab showing the mounting state of the auxiliary controller for operating the auxiliary control system of Figure 1, Figure 3 An enlarged view of part A of the auxiliary control system according to the present invention, as shown in Figure 1 is mounted near the side window 90 of the cab to be manually operated to manipulate various control states of the vehicle An auxiliary controller 20, an auxiliary controller selection switch 30 provided near the auxiliary controller 20 to apply an operation of the auxiliary controller 20, the auxiliary controller selection switch 30 and the auxiliary controller 20; The intermediate conversion device 40 for outputting a control signal by collecting an analog or digital signal according to the operation of the) is made.

In addition, the intermediate conversion device 40 is connected to the central control unit 60 via the MVB bus 50, the central control unit 60 is connected to the traction control unit 70 to the traction control unit 70 To control, the traction control device 70 is connected to the traction motor (80) to control the operation of the traction motor (80).

In addition, the central controller 60 is also connected to the daytime controller 10 to receive a signal from the daytime controller 10 to control the traction control device 70.

On the other hand, the auxiliary controller 20, as shown in detail in Figure 3, the ready position 21, the emergency position 22, the deceleration position 23, the operating position 24, acceleration, indicated by "0" A control position composed of a position 25 is provided, and an operating lever 26 for converting each control position into a control state and a control state indicating unit for instructing each control position according to the conversion of the operating lever 26 ( 27).

In each of the control positions, the auxiliary controller 20 cannot be used in the ready position 21 which is the basic state, and the vehicle is controlled using the daytime controller 10 (shown in FIG. 1). In order to use the auxiliary controller 20, the weekly controller 10 is set to the 0 position (not shown), and the auxiliary controller selection switch 30 (shown in FIG. 1) is pressed to enable the auxiliary controller 20 to be used. do. In addition, the emergency position 22 is used for emergency braking, and the force applied to the wheel is reduced and increased in the deceleration position 23 and the acceleration position 25, and the control position is changed to the deceleration position 23. When converted, the required value in the acceleration area decreases by 10 kN / s, the operation position 24 maintains the required value in the reached speed area, while the acceleration position 25 accelerates as opposed to the deceleration position 23. The required value in the area is increased by 10 kN / s.

Therefore, when the auxiliary controller 20 is to be used to tow and brake the railway vehicle, the auxiliary controller selection switch 30 (shown in FIG. 1) is placed with the weekly controller 10 (shown in FIG. 1) at the 0 position. After pressing, the vehicle can be controlled while turning the operating lever 26 to convert the control position at the ready position 21 into another control position.

In addition, the weekly controller 10 and the auxiliary controller 20 are electrically connected to each other so that a quick conversion can occur between each other so that there is no loss of traction.

As described above, according to the present invention, the driver can control the vehicle using the auxiliary controller while watching the side and rear through the side window without using the daytime controller by installing the auxiliary controller near the side of the vehicle. There is an effect that the vehicle can be controlled by only one engineer.

Claims (2)

An auxiliary controller 20 mounted near the side window 90 of the cab and operated manually to operate various control states of the vehicle, and installed in the vicinity of the auxiliary controller 20 to operate the auxiliary controller 20. Auxiliary controller selection switch for applying a, and the auxiliary controller selection switch and the intermediate conversion device 40 for collecting the analog or digital signal according to the operation of the auxiliary controller 20 to output the control signal is made, Parametric converter 40 is a secondary control system for vehicle control of the locomotive to be connected to the central control unit (60). According to claim 1, wherein the auxiliary controller 20 is in a basic state, it is impossible to use the auxiliary controller 20 and the ready position 21 to control the vehicle using the daytime controller 10, and for emergency braking The emergency position 22, the deceleration position 23 for reducing the force applied to the wheel to the value required in the acceleration region, the operating position 24 for maintaining the required value in the reached speed region, and the deceleration position 23 And a control position composed of an acceleration position 25 which increases to the required value in the acceleration region as opposed to the above), and an operating lever 26 for manually converting the control state to this control position, and the operating lever 26 A vehicle control auxiliary control system for a locomotive, characterized in that it comprises a control state indicating unit (27) indicating the respective control position in accordance with the conversion.