CA1305548C - Controller for railway vehicles - Google Patents
Controller for railway vehiclesInfo
- Publication number
- CA1305548C CA1305548C CA000571661A CA571661A CA1305548C CA 1305548 C CA1305548 C CA 1305548C CA 000571661 A CA000571661 A CA 000571661A CA 571661 A CA571661 A CA 571661A CA 1305548 C CA1305548 C CA 1305548C
- Authority
- CA
- Canada
- Prior art keywords
- controller apparatus
- rotatable shaft
- spring
- board
- controller
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
(Case No. 8457) ABSTRACT OF THE DISCLOSURE
A railway vehicle controller apparatus having a housing in which a rotatable shaft having a first portion positioned within the hoiusing and a second portion extending out of the housing is provided. A control mechanism is connected to the second portion of such rotatable shaft. Such control mechanism is operable by an operator of such railway vehicle. A detection unit is positioned within the housing to detect a rotational position of the rotatable shaft. The detection unit includes a unit to provide an electrical signal indicative of such rotational position of the rotatable shaft. Such a signal is used as an acceleration or deceleration command.
A control resistance mechanism engages the rotatable shaft to provide a controlled resistance to rotation of such rotatable shaft.
A railway vehicle controller apparatus having a housing in which a rotatable shaft having a first portion positioned within the hoiusing and a second portion extending out of the housing is provided. A control mechanism is connected to the second portion of such rotatable shaft. Such control mechanism is operable by an operator of such railway vehicle. A detection unit is positioned within the housing to detect a rotational position of the rotatable shaft. The detection unit includes a unit to provide an electrical signal indicative of such rotational position of the rotatable shaft. Such a signal is used as an acceleration or deceleration command.
A control resistance mechanism engages the rotatable shaft to provide a controlled resistance to rotation of such rotatable shaft.
Description
-` ~3~
(Case No. 8457) CONTROLLER FOR RAILWAY VEHICLES
FIELD OF TH~ INVENTION
The present invention relates, in general, to railway vehicles' control apparatus and, more particularly, this invention relates to a brake on main control apparatus installed in a control stand of a railway vehicle to output at least one of deceleration or acceleration commands as an electrical signal at predetermined positions of the control apparatus as determined by a control operation performed by the operation of the railway vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a schematic side elevation view partially in cross section which illustrates the essential elements of one presently preferred embodiment of the invention;
Figure 2 is a schematic plan view taken along lines A-A of Figure 1;
Figure 3 is a fragmented schematic side elevation view partially in cross section which illustrates a prior art type controller; and Figure 4 is a schematic plan view taken along lines B-B of Figure 3.
BACKGROUND OF THE INVENTION
Brake and/or main control equipment for use in railway vehicles have been known in the prior art. SeP ~ for example, Japanese publication Jitsukaisho 57-58906 and Jitsukaisho 61-549~6. The control equipment taught in these publications is representative of the prior art control equipment and are illustrated in Figures 3 and 4 o this application.
, As shown in Figure 3, the prior art control device includes an upper cover designated la and a lower cover designated lb. The upper cover la and lower cover lb each constitute a portion of the main body of the prior art control device. Through bearings desiqnated 2a, which are engageable with the upper cover la, and 2b, which are engageable with the lower cover lb, a rotatable shaft 3 is lA
.. ...
~3~55~
po~itioned between such upper cover la ~nd lowe~ cover lb for free rotatlon. A control wheel or handle which has not been illustrated in Figure 3, i~ attached to the projecting end of such rotatable bhaft 3.
Multiple numbers of board~ 4 ~hich are provided for detection ~re ~ounted at approxi~ately a perpendicular orientation to the rotating shaft 3 ~left-right direction in the figure). The rotating shaft 3 which is interlocked with the handling operation and the contactless switch 5 whiah detects the rotational positlon of each of those boards 4 for detection 1g mounted on the side ~all (not shown) of the main body. When the boar2 4 for detection rotates follo~ing the operation of the handle, the contactless switch 5 detects the location and output~ an electrical signal which serves as either a deceleration or acceleration command.
In addition, the above-mentioned detection board 4 can be replaced by a light blocking board, and the contactless switch 5 by a transparent li~ht sw1tch, or the detectlon board 4 can al80 be replaaed by a re~lecting board and the contaatless switches 5 by a reflactive light s~itch.
Furthermora, the board 4 for deteotion and the contactless switch 5 may consist of a pro~i~ity body and proxi~ity switch respectively.
Even in a con~roller apparatus using the contactless method for posit1on deteation, as in the case of the ~L3~
contact-type controller apparatus using conventional cam and cam ~witch, a similar control resistance addition ~echanis~ is used, as shown in Figures 3 and 4. The case of the brake controller is illustrated in ~igure 4.
On the periphery of the star wheel 6 fixed approxlmately perpendicular to the axial direction of the rotating shaft 3, there are grooves ~a in loca-tions corre~ponding eo each of the handling locations, The numbers 1-7 indicated on this star wheel 6 are the 1~ respective step positions of the conventional braking range of a railw~y vehicle. In this prior art controller apparatus, the roller 7 that make~ cont~ct with the outer periphery of the star wheel 6 is supported 80 that it can rotate freely by ~eans of a pin 10, at the tip of a lever 9 ;' 1$ ~hich is axially ~upported by a pin 8 at the base on the ~ain body side. In order to pres~ this roller 7 against the outer perlphery of star wheel 6, there is a spring 11 in~talled between the support body 12, attached to the main body and the above lever 9. Here, 12a is an adjus-ting ~crew ~nd 12b is a spring receiver.
In thiæ prior ar~ mechaniso for the aadition of control resistance, the roller 7 i8 pressed into the groove 6a of the star wheel 6 by the force of spring 11, and when the roller 7 tries to slip o~t of groove 6a, th~ spring 11 i8 compres~ed, and the roller 7 tends to main~ain its position in the groove 6a, and th0 reaction which takes plac~ in the .,., . : ~
.
. .
~3~
3tar wheel 6 at this point is the control resi~tance.
Therefore, by rotating the rotating æhaft 3 to the position where the roller 7 fit3 in the groove 6a, by a control action~ th~t po~ition can be ascertained.
This prior art controller apparatu~ has certain problem~ in that, when this controller i the brake controller, there are grooves 6a on the outer periphery of the st~r wheel 6, corresponding to the respective po~itions of step~ 1-7 of the standard operation of the railway vehicle braking range~ When the control handle i3 set to steps 1-7 of the normal braklng range of the rallway vehicle, the roller 7 engages and d1sengagec from the groove 6a to produce digital handling resistance of the ON-OFF mode and the control resistance of thi3 digital type respon~e givesn an unfamiliar feeling to operators who are more accustomed to the pneumatically-controlled brake valve which is different froo the controller apparatus in que~tion. Also, when thi3 controller appara~us is the main controller, the power control range is divided into 1-4 steps or 1-7 steps and there are numerou~ grooves 6a on the outer periphery of the star wheel 6, which again gives an unfa~iliar feeling to operator3, like the case described above.
In order to eliminate thi~ unfamiliar feeling, grooves 6a correspondig to each step of the standard br~king range on the power control range may be elimlnated, and th~
~3~
surface of the outer periphery which corre3pond~ to the star wheel may be made smooth, without pro~ection3 and rece~se~.
However, if the face is unifor~, the roller 7 in contact with this face rotates freely. Its rolling resistance i8 very low, and ~ince the control position detection mechanism i8 of the contactles~ type, and has no switching resistance like the conventional contact type, and furthermore, since the rotating shaft ~ i8 supported only by bearings 2a and 2b, the control resistance becomes extremely low, and it becomes difficult to maintain the control handle at a deslrea ~tep position of the standard braking band or power band.
One ~pproach ~ay be to ~ake the roller 7 be of the fixed type and al80 to make the force of the ~pring ll tronger, but then, since the contact area of the outer periphery of the star wheel 6 and the roller 7 i8 small and .:
i the ~urface pre sure per unit area becomes very high, there will be a problem of excessiYe wear on these parts in ; ~ 20 contact.
; SUMMARY OF THE INVENTION
The pre~ent invention i5 a controller apparatu~ u~eful ln a railway vehicle. Such controller 1ncludes a rotating ~haft that i8 connected to a control ~echan1sm which is operated by an operator of such railway vehicle~ A portion of the rotating shaft is positioned within and ~ecured to B
, . .
1 3~ 5 ~; .A ~3 the ~ain body portion of such controller in a manner 3uch that it can rotate freely. At a position which is approximately perpendicular to the axial direction of the ratching shaft, at least one board and preferably a number of boards are secured thereto. At least one contactless switch and preferably a contactless switch for each board to detect the relative rotational position of such at lea~t one board iæ secured to the naln body portion of the ; controller apparatus. Such contactless switch as it detects the rotatin~ position of the board generates and trarlsmitl ~n electrical aign~l value that is used a~ a comm~nd for one of deceleratlon and/or acceleratlon of such railway vehicle. The controller apparatus further lncludes a control resistance mechanism positioned adjacent and enconpassing one end of the rotating ~haft. A first frlction member having a frlction surface thereon is aecured to such rotating ~h~ft intermediate the ends thereof and in a position approximately perpendicular to it~ axial di~ection. A second friction member having a 23 friction ~urface thereon for ~ating engagement by the friction ~urface of the flrRt frlction member i~ ~ecured to the control reilstance nechanlso on the main body ~ide of the controller apparatu~. A ~pring is po~itioned in ~uch a manner to pre~s th} friction surfaces of the first ~riction member and the second friction member, respectively, again~t one another.
, ~3~
OBJECTS OF THE PRESENT INV~NTION
It is, therefore, one of the primary objects of th~
present invention to provide a controller apparatus for a railway vehicle which includes an enhanced control resistance mechanis~.
Another object of the pre~ent inYention is to provide a controller apparatus ~or a railway vehicle which minimizes excessiv~ wear on ~electQd component parts of such controller apparatus.
Still another object of the present invention is to provide a controller apparatu~ for a railway vehicle in whiah a control resistance mechani~m can be ad~usted to control the anount of resistance encountered in movement, by an operator of such r~ilway vehicle, of the control handle on auch controllsr apparatu~.
: Yet another object of the pre3ent invention is to provide a controller apparatus for a rallway vehlcle in which ~anufacture of a ~tar wheel forming a part of such controller apparatus is simpler due to the elimlnation of a number of grooves along an outer periphery thereof, The above and VarioUB other ob~ects and advantages of the railway vehicle controller apparatus of the pre~ent invention ~ill become more readily apparent to those persons skillea in the railroad control art from the : 25 following =ore detalled ~escription of the lnYention when such de~cription i8 taken in con~unction with the attached dr~wing figures.
;: , DETAILED DESCRIPTION OF THE INVENTION
Prior to proceeding to a more detailed description of this invention, it should be noted that throughout the several views of the drawing Figures, identical reference numerals have been used to identify identical componsnts of the controller apparatus assembled according to both the pr~sent invention and the prior art controller apparatus.
Now refer more particularly to Figures 1 and 2 for an understanding of one presently preferred embodiment of this invention. In the embodiment illustrated in Figures 1 and 2 the controller apparatus is constructed as a railway vehicle brake control assembly.
In this embodiment, as best illustrated in Figure 2 of the drawings, the outar peripheral portion of the star wheel 6, which corresponds to the step positions 1-7 of ~he standard braking range of a railway vehicle, is manufactured with a substantially uniform surface. This star wheel 6 in combination with the roller 7, due to such substantially uniform surface of such outer peripheral portion of the star wheel 6, can no longer function efficiently as a control resistance mechanism in su~l controller apparatus. Because in this embodiment such controller apparatus is used as a railway vehicle brake controller, the star wheel 6 is provided with grooves 6a in order to clarify for an operation of such railway vehicle a brake release position, an emergency application position and a handle extraction position, respectively. Therefore, depending on the condition and particular use of the , ~
;5~
controller apparatus, of this invention, certain related elements of the star wheel ~ and roller 7 may not be required.
As illustrated in the lower half of Figure 1, this embodiment of the controller apparatus of the present invention includes a control resistance mechanism for the standard braking range of the railway vehicle to which it is to be applied. The purpose served by such control resistance mechanism will become clear as the description proceeds. Such control resistance mechanism includes a lower cover lb of the main body. Secured to the lower cover lb is a generally hollow cylindrical body member lc which projects inwardly toward the main body (upper side in the drawing) of the controller apparatus. Such cylindrical body member lc is generally centrally located with respect to the lower cover lb. A generally hollow receiving member 22 is fixed to the upper side of the cylindrical body member lc by coupling its small diameter part into the cavity of such cylindrical body member lc. The top face of the receiving member 22 as illustrated in the drawing serves as a frictional contact face to the friction board 21. Such purpose of such friction board 21 will be explained hereinafter.
The friction board 21, which is preferably circular, faces the outer face of the receiving member 22. Such friction board 21 is secured approximately perpendicular to the axial direction of the rotating shaft 3 (left-right in the drawing~. The friction board 21 carries a contact surface for mating frictional engagem~ent with the outer surface of the receiving member 22.
The control resistance mechanism also includes a spring 23 which presses the contact surface o~ the friction board 21 against the outer surface of the receiving member 22 during operation. The spring 23 is installed between a ledge in the cylindrical body lc and a spring receiver member 24 secured to a lower end of the rotating shaft 3.
Such spring receiver member 24, preferably, has a generally rectangular shape in relationship to the rotating shaft 3.
In this manner, such spring receiver member 24 does not rotate against the rotating shaft 3, but slides freely in the axial direction of such rotating shaft 3 (an up-down motion as illustrated in Figure 1). In addition, on the outer flange of such spring receiver member 24, thrust bearings 29 are positioned to prevent twisting of the spring 23 which would result from direct contact of the spring 23 with the flange portion of the spring receiver : member 24.
The force to be exerted by the spring 23 is adjustable by rotation o~ a nut 26 threadedly engaged with a threaded portion 3a located adjacent the lower end of the rotating shaft 3. A lock washer 27 is provided so that after any adjustment o* the force to be exerted by the spring 23 is completed, further accidentical rotation of the nut 26 is preventedO
' i5~3 The controller apparatus of this invention also includes a bearing 28 positioned between the rotating shaft 3 and th~ receiving member 22. Preferably, such bearing 28 is an unlubricated type bearing. A stopper ring 29 is provided to hold the bearing 28 in placle. Also illustrated is a cover 30 that can be placed on and removed ~rom the lower cover lb~ Such cover 30 allowing easy access to the adjustment nut 26 under adjustment of the ~orce to be exerted by the spring 23 is required or at least desirable.
In the embodiment of the invention illustrated in the ~ drawings and described in detail above, the control ; resistance mechanism of the controller apparatus is mounted on the opposite end o~ the control handle. However, it - should be recognized that this installation position may be on the same side of the control handle as well. In addition, the control resistance mechanism may be positioned at a location intermediate the ends of such rotating shaft 3. In these cases, which would depend on the installation position of such control resistance mechanism, changes may have to be made to certain components. For example, changes may be required in the design oE the part to support the receiving member 22, the part to support the spring 23, the location o~ the cover 30, etc. Moreover, the spring 23, as illustrated, is a compression type spring, but dependiny on the design of the controller apparatus, such spring 23 could be a tension type spring as well.
:
.
... ,, . , - .
.
- .
13~55a8 Furthermore, other appropriate means may be selected to prevent twisting of the spring 23, adjustment of the force exerted by such spring 23 and to prevent the undesirable rotation of the nut 26, etc.
5Although in the embodiment of the invention described above the controller apparatus is a railway vehicle brake controller, such invention can likewise be applied effecti~ely as a main controller.
It can be seen from the above description that the 10present invention provides a sound technical approach to solve the above-mentioned problems by providing a controller apparatus for railway vehicles which is equipped with a rotating shaft 3 mounted on the main body of such controller apparatus so that it can rotate freely. The 15rotating shaft 3 is connected to the control operation by an operator of the railway vehicle and includes detection boards 4 that are fixed to the rotating axis of such rotating shaft 3 in an orientation approximately perpendicular to the axial direction. The controller 20apparatus has contactless switches 5 which are mounted on the main body thereof which detect the rotational position of such above-described detection boards. An elPctrical signal which is provided by the contactless switch 5 during dekection of the rotational movement and position of such 25detection boards 5 is used as the deceleration and/or aGceleration control command. The friction board 21, which ~orms a part of the control resistance mechanism, is secured to the rotating shaft 3 approximately perpendicular , ,~, , .. ..
':
,: . ,.: ,,, ~
to its axial direction. The receiving member 22 includes a surface which makes contact with a mating surface of such friction board 21 when the plane of one end of the central axial direc~ion of such friction board 21 is installed on the main body of the controller apparatus. The spring 23 exerts a force sufficient to press the surface on such ~riction board 21 against the mating surface on the receiving member 22.
With this technical approach, since the friction board 21 which is secured to the rotating shaft 3 is pressed against the receiving member 22 and held onto the main body by the spring 23, a suitable handling resistance to maintain the control handle at specified step positions of the normal braking range or acceleration range of the railway vehicle can be achieved. This is accomplished in the present invention by ad~usting the force exerted by the spring 23. Moreover, since the contact surface of both the friction board 21 and the receiving member 22 is a plane surface, th~ unfamiliar feel of the digital type control is substantially eliminated. In addition, because the contact plane is at one end of the control axis of the friction board 21, the contact area is wider, and the plane pressure is smaller than in the case where the contact plane is the perlpheral force. An additional advantage of this arranyement is that wear of the contacting parts can be controlled.
, While a presently preferred embodiment of the railway vehicle controller apparatus has been described in detail above, it should be obvious to those persons skilled in the railroad control art that various othe:r modifications and adaptations of the present invention can be made without materially departing from the spirit and scope of the appended claims.
(Case No. 8457) CONTROLLER FOR RAILWAY VEHICLES
FIELD OF TH~ INVENTION
The present invention relates, in general, to railway vehicles' control apparatus and, more particularly, this invention relates to a brake on main control apparatus installed in a control stand of a railway vehicle to output at least one of deceleration or acceleration commands as an electrical signal at predetermined positions of the control apparatus as determined by a control operation performed by the operation of the railway vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a schematic side elevation view partially in cross section which illustrates the essential elements of one presently preferred embodiment of the invention;
Figure 2 is a schematic plan view taken along lines A-A of Figure 1;
Figure 3 is a fragmented schematic side elevation view partially in cross section which illustrates a prior art type controller; and Figure 4 is a schematic plan view taken along lines B-B of Figure 3.
BACKGROUND OF THE INVENTION
Brake and/or main control equipment for use in railway vehicles have been known in the prior art. SeP ~ for example, Japanese publication Jitsukaisho 57-58906 and Jitsukaisho 61-549~6. The control equipment taught in these publications is representative of the prior art control equipment and are illustrated in Figures 3 and 4 o this application.
, As shown in Figure 3, the prior art control device includes an upper cover designated la and a lower cover designated lb. The upper cover la and lower cover lb each constitute a portion of the main body of the prior art control device. Through bearings desiqnated 2a, which are engageable with the upper cover la, and 2b, which are engageable with the lower cover lb, a rotatable shaft 3 is lA
.. ...
~3~55~
po~itioned between such upper cover la ~nd lowe~ cover lb for free rotatlon. A control wheel or handle which has not been illustrated in Figure 3, i~ attached to the projecting end of such rotatable bhaft 3.
Multiple numbers of board~ 4 ~hich are provided for detection ~re ~ounted at approxi~ately a perpendicular orientation to the rotating shaft 3 ~left-right direction in the figure). The rotating shaft 3 which is interlocked with the handling operation and the contactless switch 5 whiah detects the rotational positlon of each of those boards 4 for detection 1g mounted on the side ~all (not shown) of the main body. When the boar2 4 for detection rotates follo~ing the operation of the handle, the contactless switch 5 detects the location and output~ an electrical signal which serves as either a deceleration or acceleration command.
In addition, the above-mentioned detection board 4 can be replaced by a light blocking board, and the contactless switch 5 by a transparent li~ht sw1tch, or the detectlon board 4 can al80 be replaaed by a re~lecting board and the contaatless switches 5 by a reflactive light s~itch.
Furthermora, the board 4 for deteotion and the contactless switch 5 may consist of a pro~i~ity body and proxi~ity switch respectively.
Even in a con~roller apparatus using the contactless method for posit1on deteation, as in the case of the ~L3~
contact-type controller apparatus using conventional cam and cam ~witch, a similar control resistance addition ~echanis~ is used, as shown in Figures 3 and 4. The case of the brake controller is illustrated in ~igure 4.
On the periphery of the star wheel 6 fixed approxlmately perpendicular to the axial direction of the rotating shaft 3, there are grooves ~a in loca-tions corre~ponding eo each of the handling locations, The numbers 1-7 indicated on this star wheel 6 are the 1~ respective step positions of the conventional braking range of a railw~y vehicle. In this prior art controller apparatus, the roller 7 that make~ cont~ct with the outer periphery of the star wheel 6 is supported 80 that it can rotate freely by ~eans of a pin 10, at the tip of a lever 9 ;' 1$ ~hich is axially ~upported by a pin 8 at the base on the ~ain body side. In order to pres~ this roller 7 against the outer perlphery of star wheel 6, there is a spring 11 in~talled between the support body 12, attached to the main body and the above lever 9. Here, 12a is an adjus-ting ~crew ~nd 12b is a spring receiver.
In thiæ prior ar~ mechaniso for the aadition of control resistance, the roller 7 i8 pressed into the groove 6a of the star wheel 6 by the force of spring 11, and when the roller 7 tries to slip o~t of groove 6a, th~ spring 11 i8 compres~ed, and the roller 7 tends to main~ain its position in the groove 6a, and th0 reaction which takes plac~ in the .,., . : ~
.
. .
~3~
3tar wheel 6 at this point is the control resi~tance.
Therefore, by rotating the rotating æhaft 3 to the position where the roller 7 fit3 in the groove 6a, by a control action~ th~t po~ition can be ascertained.
This prior art controller apparatu~ has certain problem~ in that, when this controller i the brake controller, there are grooves 6a on the outer periphery of the st~r wheel 6, corresponding to the respective po~itions of step~ 1-7 of the standard operation of the railway vehicle braking range~ When the control handle i3 set to steps 1-7 of the normal braklng range of the rallway vehicle, the roller 7 engages and d1sengagec from the groove 6a to produce digital handling resistance of the ON-OFF mode and the control resistance of thi3 digital type respon~e givesn an unfamiliar feeling to operators who are more accustomed to the pneumatically-controlled brake valve which is different froo the controller apparatus in que~tion. Also, when thi3 controller appara~us is the main controller, the power control range is divided into 1-4 steps or 1-7 steps and there are numerou~ grooves 6a on the outer periphery of the star wheel 6, which again gives an unfa~iliar feeling to operator3, like the case described above.
In order to eliminate thi~ unfamiliar feeling, grooves 6a correspondig to each step of the standard br~king range on the power control range may be elimlnated, and th~
~3~
surface of the outer periphery which corre3pond~ to the star wheel may be made smooth, without pro~ection3 and rece~se~.
However, if the face is unifor~, the roller 7 in contact with this face rotates freely. Its rolling resistance i8 very low, and ~ince the control position detection mechanism i8 of the contactles~ type, and has no switching resistance like the conventional contact type, and furthermore, since the rotating shaft ~ i8 supported only by bearings 2a and 2b, the control resistance becomes extremely low, and it becomes difficult to maintain the control handle at a deslrea ~tep position of the standard braking band or power band.
One ~pproach ~ay be to ~ake the roller 7 be of the fixed type and al80 to make the force of the ~pring ll tronger, but then, since the contact area of the outer periphery of the star wheel 6 and the roller 7 i8 small and .:
i the ~urface pre sure per unit area becomes very high, there will be a problem of excessiYe wear on these parts in ; ~ 20 contact.
; SUMMARY OF THE INVENTION
The pre~ent invention i5 a controller apparatu~ u~eful ln a railway vehicle. Such controller 1ncludes a rotating ~haft that i8 connected to a control ~echan1sm which is operated by an operator of such railway vehicle~ A portion of the rotating shaft is positioned within and ~ecured to B
, . .
1 3~ 5 ~; .A ~3 the ~ain body portion of such controller in a manner 3uch that it can rotate freely. At a position which is approximately perpendicular to the axial direction of the ratching shaft, at least one board and preferably a number of boards are secured thereto. At least one contactless switch and preferably a contactless switch for each board to detect the relative rotational position of such at lea~t one board iæ secured to the naln body portion of the ; controller apparatus. Such contactless switch as it detects the rotatin~ position of the board generates and trarlsmitl ~n electrical aign~l value that is used a~ a comm~nd for one of deceleratlon and/or acceleratlon of such railway vehicle. The controller apparatus further lncludes a control resistance mechanism positioned adjacent and enconpassing one end of the rotating ~haft. A first frlction member having a frlction surface thereon is aecured to such rotating ~h~ft intermediate the ends thereof and in a position approximately perpendicular to it~ axial di~ection. A second friction member having a 23 friction ~urface thereon for ~ating engagement by the friction ~urface of the flrRt frlction member i~ ~ecured to the control reilstance nechanlso on the main body ~ide of the controller apparatu~. A ~pring is po~itioned in ~uch a manner to pre~s th} friction surfaces of the first ~riction member and the second friction member, respectively, again~t one another.
, ~3~
OBJECTS OF THE PRESENT INV~NTION
It is, therefore, one of the primary objects of th~
present invention to provide a controller apparatus for a railway vehicle which includes an enhanced control resistance mechanis~.
Another object of the pre~ent inYention is to provide a controller apparatus ~or a railway vehicle which minimizes excessiv~ wear on ~electQd component parts of such controller apparatus.
Still another object of the present invention is to provide a controller apparatu~ for a railway vehicle in whiah a control resistance mechani~m can be ad~usted to control the anount of resistance encountered in movement, by an operator of such r~ilway vehicle, of the control handle on auch controllsr apparatu~.
: Yet another object of the pre3ent invention is to provide a controller apparatus for a rallway vehlcle in which ~anufacture of a ~tar wheel forming a part of such controller apparatus is simpler due to the elimlnation of a number of grooves along an outer periphery thereof, The above and VarioUB other ob~ects and advantages of the railway vehicle controller apparatus of the pre~ent invention ~ill become more readily apparent to those persons skillea in the railroad control art from the : 25 following =ore detalled ~escription of the lnYention when such de~cription i8 taken in con~unction with the attached dr~wing figures.
;: , DETAILED DESCRIPTION OF THE INVENTION
Prior to proceeding to a more detailed description of this invention, it should be noted that throughout the several views of the drawing Figures, identical reference numerals have been used to identify identical componsnts of the controller apparatus assembled according to both the pr~sent invention and the prior art controller apparatus.
Now refer more particularly to Figures 1 and 2 for an understanding of one presently preferred embodiment of this invention. In the embodiment illustrated in Figures 1 and 2 the controller apparatus is constructed as a railway vehicle brake control assembly.
In this embodiment, as best illustrated in Figure 2 of the drawings, the outar peripheral portion of the star wheel 6, which corresponds to the step positions 1-7 of ~he standard braking range of a railway vehicle, is manufactured with a substantially uniform surface. This star wheel 6 in combination with the roller 7, due to such substantially uniform surface of such outer peripheral portion of the star wheel 6, can no longer function efficiently as a control resistance mechanism in su~l controller apparatus. Because in this embodiment such controller apparatus is used as a railway vehicle brake controller, the star wheel 6 is provided with grooves 6a in order to clarify for an operation of such railway vehicle a brake release position, an emergency application position and a handle extraction position, respectively. Therefore, depending on the condition and particular use of the , ~
;5~
controller apparatus, of this invention, certain related elements of the star wheel ~ and roller 7 may not be required.
As illustrated in the lower half of Figure 1, this embodiment of the controller apparatus of the present invention includes a control resistance mechanism for the standard braking range of the railway vehicle to which it is to be applied. The purpose served by such control resistance mechanism will become clear as the description proceeds. Such control resistance mechanism includes a lower cover lb of the main body. Secured to the lower cover lb is a generally hollow cylindrical body member lc which projects inwardly toward the main body (upper side in the drawing) of the controller apparatus. Such cylindrical body member lc is generally centrally located with respect to the lower cover lb. A generally hollow receiving member 22 is fixed to the upper side of the cylindrical body member lc by coupling its small diameter part into the cavity of such cylindrical body member lc. The top face of the receiving member 22 as illustrated in the drawing serves as a frictional contact face to the friction board 21. Such purpose of such friction board 21 will be explained hereinafter.
The friction board 21, which is preferably circular, faces the outer face of the receiving member 22. Such friction board 21 is secured approximately perpendicular to the axial direction of the rotating shaft 3 (left-right in the drawing~. The friction board 21 carries a contact surface for mating frictional engagem~ent with the outer surface of the receiving member 22.
The control resistance mechanism also includes a spring 23 which presses the contact surface o~ the friction board 21 against the outer surface of the receiving member 22 during operation. The spring 23 is installed between a ledge in the cylindrical body lc and a spring receiver member 24 secured to a lower end of the rotating shaft 3.
Such spring receiver member 24, preferably, has a generally rectangular shape in relationship to the rotating shaft 3.
In this manner, such spring receiver member 24 does not rotate against the rotating shaft 3, but slides freely in the axial direction of such rotating shaft 3 (an up-down motion as illustrated in Figure 1). In addition, on the outer flange of such spring receiver member 24, thrust bearings 29 are positioned to prevent twisting of the spring 23 which would result from direct contact of the spring 23 with the flange portion of the spring receiver : member 24.
The force to be exerted by the spring 23 is adjustable by rotation o~ a nut 26 threadedly engaged with a threaded portion 3a located adjacent the lower end of the rotating shaft 3. A lock washer 27 is provided so that after any adjustment o* the force to be exerted by the spring 23 is completed, further accidentical rotation of the nut 26 is preventedO
' i5~3 The controller apparatus of this invention also includes a bearing 28 positioned between the rotating shaft 3 and th~ receiving member 22. Preferably, such bearing 28 is an unlubricated type bearing. A stopper ring 29 is provided to hold the bearing 28 in placle. Also illustrated is a cover 30 that can be placed on and removed ~rom the lower cover lb~ Such cover 30 allowing easy access to the adjustment nut 26 under adjustment of the ~orce to be exerted by the spring 23 is required or at least desirable.
In the embodiment of the invention illustrated in the ~ drawings and described in detail above, the control ; resistance mechanism of the controller apparatus is mounted on the opposite end o~ the control handle. However, it - should be recognized that this installation position may be on the same side of the control handle as well. In addition, the control resistance mechanism may be positioned at a location intermediate the ends of such rotating shaft 3. In these cases, which would depend on the installation position of such control resistance mechanism, changes may have to be made to certain components. For example, changes may be required in the design oE the part to support the receiving member 22, the part to support the spring 23, the location o~ the cover 30, etc. Moreover, the spring 23, as illustrated, is a compression type spring, but dependiny on the design of the controller apparatus, such spring 23 could be a tension type spring as well.
:
.
... ,, . , - .
.
- .
13~55a8 Furthermore, other appropriate means may be selected to prevent twisting of the spring 23, adjustment of the force exerted by such spring 23 and to prevent the undesirable rotation of the nut 26, etc.
5Although in the embodiment of the invention described above the controller apparatus is a railway vehicle brake controller, such invention can likewise be applied effecti~ely as a main controller.
It can be seen from the above description that the 10present invention provides a sound technical approach to solve the above-mentioned problems by providing a controller apparatus for railway vehicles which is equipped with a rotating shaft 3 mounted on the main body of such controller apparatus so that it can rotate freely. The 15rotating shaft 3 is connected to the control operation by an operator of the railway vehicle and includes detection boards 4 that are fixed to the rotating axis of such rotating shaft 3 in an orientation approximately perpendicular to the axial direction. The controller 20apparatus has contactless switches 5 which are mounted on the main body thereof which detect the rotational position of such above-described detection boards. An elPctrical signal which is provided by the contactless switch 5 during dekection of the rotational movement and position of such 25detection boards 5 is used as the deceleration and/or aGceleration control command. The friction board 21, which ~orms a part of the control resistance mechanism, is secured to the rotating shaft 3 approximately perpendicular , ,~, , .. ..
':
,: . ,.: ,,, ~
to its axial direction. The receiving member 22 includes a surface which makes contact with a mating surface of such friction board 21 when the plane of one end of the central axial direc~ion of such friction board 21 is installed on the main body of the controller apparatus. The spring 23 exerts a force sufficient to press the surface on such ~riction board 21 against the mating surface on the receiving member 22.
With this technical approach, since the friction board 21 which is secured to the rotating shaft 3 is pressed against the receiving member 22 and held onto the main body by the spring 23, a suitable handling resistance to maintain the control handle at specified step positions of the normal braking range or acceleration range of the railway vehicle can be achieved. This is accomplished in the present invention by ad~usting the force exerted by the spring 23. Moreover, since the contact surface of both the friction board 21 and the receiving member 22 is a plane surface, th~ unfamiliar feel of the digital type control is substantially eliminated. In addition, because the contact plane is at one end of the control axis of the friction board 21, the contact area is wider, and the plane pressure is smaller than in the case where the contact plane is the perlpheral force. An additional advantage of this arranyement is that wear of the contacting parts can be controlled.
, While a presently preferred embodiment of the railway vehicle controller apparatus has been described in detail above, it should be obvious to those persons skilled in the railroad control art that various othe:r modifications and adaptations of the present invention can be made without materially departing from the spirit and scope of the appended claims.
Claims (13)
1. A railway vehicle controller apapratus, said controller apparatus comprising:
(a) a housing;
(b) a rotatable shaft having a first portion positioned within said housing and having a second portion extending out of said housing:
(c) a control mechanism connected to said second portion of said rotatable shaft which is operated by an operator of such railway vehicle;
(d) at least one detection means positioned within said housing for detecting a rotational position of said rotatable shaft, said detection means including a means for providing an electrical signal indicative of said rotation position of said rotatable shaft, said electrical signal being usable as one of an acceleration and deceleration command signal: and (e) a control resistance means engageable with said rotatable shaft for providing a controlled resistance to rotation of said rotatable shaft.
(a) a housing;
(b) a rotatable shaft having a first portion positioned within said housing and having a second portion extending out of said housing:
(c) a control mechanism connected to said second portion of said rotatable shaft which is operated by an operator of such railway vehicle;
(d) at least one detection means positioned within said housing for detecting a rotational position of said rotatable shaft, said detection means including a means for providing an electrical signal indicative of said rotation position of said rotatable shaft, said electrical signal being usable as one of an acceleration and deceleration command signal: and (e) a control resistance means engageable with said rotatable shaft for providing a controlled resistance to rotation of said rotatable shaft.
2. A controller apparatus, according to claim 1, wherein said controller apparatus includes a plurality of said detection means.
3. A controller apparatus, according to claim 1, wherein said detection means includes:
(a) a detection board secured to said rotatable shaft and;
(b) a contactless switch positioned to detect rotational movement of said board and to provide said electrical signal.
(a) a detection board secured to said rotatable shaft and;
(b) a contactless switch positioned to detect rotational movement of said board and to provide said electrical signal.
4. A controller apparatus, according to claim 2, wherein said detection means includes:
(a) a detection board secured to said rotatable shaft and;
(b) a contactless switch positioned to detect rotational movement of said board and to provide said electrical signal.
(a) a detection board secured to said rotatable shaft and;
(b) a contactless switch positioned to detect rotational movement of said board and to provide said electrical signal.
5. A controller apparatus, according to claim 1, wherein said control resistance means includes:
(a) a frictional board secured to said rotatable shaft, said friction board having a friction surface;
(b) a receiving member having a friction surface positioned to frictionally engage said friction surface of said friction board; and (c) means for urging said friction surface on said friction board against said friction surface on said receiving member.
(a) a frictional board secured to said rotatable shaft, said friction board having a friction surface;
(b) a receiving member having a friction surface positioned to frictionally engage said friction surface of said friction board; and (c) means for urging said friction surface on said friction board against said friction surface on said receiving member.
6. A controller apparatus according to claim 5, wherein said means for urging said friction surface on said friction board against said friction surface on said receiving member is a spring.
7. A controller apparatus, according to claim 6, wherein said spring is a compression spring.
8. A controller apparatus, according to claim 6, wherein said control resistance means further includes a means for adjusting a force exerted by said spring.
9. A controller apparatus, according to claim 8, wherein said control resistance means further includes means for preventing rotational twisting of said spring.
10. A controller apparatus, according to claim 9, wherein said means for preventing said rotational twisting of said spring is a bearing.
11. A controller apparatus, according to claim 10, wherein said means for adjusting a force exerted by said spring is a nut threadedly engaging said rotatable shaft.
12. A controller apparatus, according to claim 11, wherein said control resistance means further includes means to prevent unwanted rotation of said nut.
13. A controller apparatus, according to claim 12, wherein said means to prevent unwanted rotation of said nut is a lock washer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000571661A CA1305548C (en) | 1988-07-11 | 1988-07-11 | Controller for railway vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000571661A CA1305548C (en) | 1988-07-11 | 1988-07-11 | Controller for railway vehicles |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1305548C true CA1305548C (en) | 1992-07-21 |
Family
ID=4138352
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000571661A Expired - Fee Related CA1305548C (en) | 1988-07-11 | 1988-07-11 | Controller for railway vehicles |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1305548C (en) |
-
1988
- 1988-07-11 CA CA000571661A patent/CA1305548C/en not_active Expired - Fee Related
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5565660A (en) | Apparatus in the overspeed governor of an elevator | |
| CN101808926B (en) | Safety device for elevator | |
| JPH08277834A (en) | Bearing section in which one side for rotational symmetric component is opened | |
| FI94949B (en) | Method and apparatus for triggering an elevator gripping device | |
| CA1305548C (en) | Controller for railway vehicles | |
| US4901953A (en) | Controller for railway vehicles | |
| US5136946A (en) | Clamping device for an axially displaceable adjusting member for changing-over a gripper on a gripper cylinder of a sheet-fed rotary printing machine | |
| US4450731A (en) | Traversing unit with balanced load applying means | |
| US4569455A (en) | Centering detent | |
| US4645038A (en) | Disc brake | |
| US6318512B1 (en) | Actuator having protected screw mechanism, and brake calliper comprising such actuator | |
| US5570758A (en) | Lifting apparatus, in particular a lifting platform | |
| US4665755A (en) | Device for monitoring the spring force exerted by spring actuated bar coupled cable clamps for chair lifts and cable cars | |
| JP2010535316A (en) | Brake caliper parking equipment | |
| EP0165641B1 (en) | A brake cylinder apparatus with a slack adjuster mechanism especially for railroad vehicles | |
| JPS601994Y2 (en) | External contact detection device | |
| JPS6020001Y2 (en) | Measuring device | |
| JPS6347438Y2 (en) | ||
| JPS6312530B2 (en) | ||
| US7059559B2 (en) | Device for supporting a web and device and process for removing a web from an axle | |
| JPH0632565Y2 (en) | Device shake measurement device | |
| JPH0421801B2 (en) | ||
| EP1238243B1 (en) | Apparatus for checking features of mechanical pieces with rotational symmetry | |
| JPS6213703Y2 (en) | ||
| SU1000249A2 (en) | Expansion tool |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |