GB2186645A - Auxiliary driving controller - Google Patents

Abstract

A railway vehicle cab is provided with a main control position and, for low speed work, such as shunting, auxiliary control positions situated close to opening side windows. At these auxiliary control positions a control handle is provided having a coarse but full control of the vehicle brakes, and restricted traction control and which is interlocked with the normal driver's safety device circuits (the so-called deadman's handle) to ensure safety standards are maintained. A time delay is provided so that a driver may move between the main driving position and an auxiliary position without the safety device circuits being activated to apply the brakes and possibly disconnect traction power.

Description

SPECIFICATION Auxiliary driving controller The invention relates to an auxiliary driving control arrangement particularly, but not exclusively, for a railway vehicle.

In particular, the invention concerns an auxiliary controller which is provided in the driving cab of a railway vehicle, close to a side window. Auxiliary driving positions enable the driver to control the vehicle/train, with one hand, whilst leaning out of a cab side window. The object of an auxiliary controller is to provide a driver with coarse brake control and restricted traction motor control so that he is able to move the train, safely, under controlled speed conditions when shunting or starting from a station. If necessary, he may cut traction, apply the brakes or operate a closely situated warning device without impairment of the normal operation of the driver's safety device (D.S.D.) and vigilance circuits (commonly known as a deadman's handle).

According to the invention there is provided an auxiliary driving control arrangement for a vehicle comprising in the driving cab at least one auxiliary driving controller in the driving cab of a vehicle, each said controller is connected with the vehicle's brake and traction control system, to provide at least a restricted driving capability, and is interconnected with the vehicle's normal driver's safety device and vigilance system so that the driver may transfer control to an auxiliary position and regain control within the driver's safety device delay time.

Preferably an auxiliary controller is located adjacent to a vehicle side window and includes a driver's safety device re-activation switch for one-handed driving.

The invention will now be described, by way of example only, with reference to the accompanying drawings, in which Fig. 1 shows an electrical layout for a driving cab having a main driving position and two auxiliary driving positions, and Fig. 2 shows a code chart illustrating the more restricted degrees of brake control available at an auxiliary position relative to the main position.

The main brake controller indicated at 1 in Fig. 1 is located at the main driving position in the vehicle cab normally, but not exclusively, in the centre of the vehicle cab. As the cabs of railway vehicles are generally too wide for a driver to reach either side window from this control postion, auxiliary driving positions are provided adjacent to opening side lights where the driver is able to retain some driving control and lean out of an open window.

The number of auxiliary driving positions is not limited but there are, however, usually only two, one at each side of the cab. To establish control away from the main control position, the driver must first place the main brake controller 1 into the "Full Service" brake position, and release the D.S.D. pedal 2 or switch at that position. Once established in this way, the driver can move between cab positions with complete freedom provided he maintains the time limitations imposed by the D.S.D. safety circuits, which require pulsed energisation within certain time limits. Typically, this time is 5-7 seconds.

When operating from the auxiliary position it may be necessary for the driver to lean out of the cab window for example to see towards the rear. It is therefore improbable that he will have two hands free to control the train. The handles 4a and 4b of the auxiliary controllers 3a and 3b respectively are therefore adapted to "stay-put" in any brake demand position so that the driver may release a handle 4a, 4b for short periods without changing the command signal, in order to operate other closely situated controls (for example, a warning horn). However, the driver must re-establish control at the auxiliary control handle 4a, 4b within the allotted safety time limit (ie. the previously mentioned 5-7 seconds).

The auxiliary controllers will be described with reference to the left hand controller, the components of which are denoted by the suffix "a". The right hand controller is identical and its components are denoted in Fig. 1 by identical reference numerals having the suffix "b".

The auxiliary contro.llers comprise a joystick control handle or a rotary control handle 4a, connected to operate the multiple switch contacts shown at 3a in Fig. 1. The controllers also preferably a include limited traction control facility provided by means of a traction control potentiometer 5a. The control handles are resiliently biased away from a traction demand position towards a "coast" position (ie.

no traction demand position) and are "stayput" in any brake demand position.

When moving between auxiliary controllers 3a and 3b, within the D.S.D. time, the driver must immediately push-down on the new handle to re-energise the conventional D.S.D.

circuits 6 and move the control handle 4 to the "OFF" position, from whichever "stayput" position it had been left in previously, in order to actually take-over driving control at the new position. This movement acknowledges the driver's presence and re-establishes the normal D.S.D./vigilance circuits. If the controller 4 is not moved away from the "OFF" position, a "Full Service" brake application will be made automatically.

If the driver moves from an auxiliary driving position 3 to the main controller 1, additional time is allowed for him to regain full control.

Provided he energises the D.S.D. system 5 within the prescribed time limit (eg. 5-7 seconds) the system includes an additional time allowance (say an extra 5-7 seconds) for him to reset the main brake and traction controllers to the required settings. If the main brake controller 1 has not been moved from the full service position within that extra time allowed (ie. a total time of, say, 10-14 seconds from vacating the last auxiliary position) a full service brake application and disconnection of traction power will result.

The system shown in the accompanying drawing has an auxiliary controller 3 at each auxiliary control position and associated logic and interlock control circuits, generally indicated by reference 7.

The interlock and logic components may be separate from the auxiliary controllers and be grouped at some convenient location within a separate assembly. All logic and interlocking functions are digital and equally suited to use with electromagnetic relays and contracts or for use with solid state devices.

The main brake controller 1 is arranged to energise three brake control wires XYZ in a digital sequence to produce seven steps of brake control. The auxiliary controllers 3a and 3b have contacts P and 0 connected to energise two of these wires Y and Z according to the position of the control handles 4a and 4b to provide a coarse brake control. The wire X is energised when the main controller 1 is placed in the "Full Service" brake position, see the Brake Control Code Chart in Fig. 2 of the drawings. The auxiliary controllers 3a, 3b cannot alter wire X. As shown in the chart various combinations of the contacts P and Q give a coarse control of the brake system between Full Service brake application and Full Brake Release or Coast.

The electrical construction of the auxiliary controllers, their interconnection with the main controller, the construction of the logic unit and the overall operation of the system will be apparent from the following further description of the embodiment illustrated by Fig. 1.

In the drawing all the relay contacts are shown in their normally de-energised state.

When the driver wishes to relinquish the main driving position and transfer to an auxiliary driving position he places the main brake controller 1 in its "Full Service Brake" position. In this position the switch S1 is closed to connect a supply from the wire marked Traction Control Positive through a master switch in either of its Forward 'F' or reverse 'R' positions. The switch S1 is connected to both auxiliary controllers 3a and 3b through relay contacts R10/1. The energising coil of relay R10 is connected to the Traction Control Positive supply through the D.S.D. pedal operated switch 2. The contacts R10/1 are usually held open by current through the D.S.D.

switch 2, when the driver opens this switch eg. by releasing the pedal 2, relay R10 is deenergised and closes the contacts R10/1 thereby providing an initial voltage supply to the D.S.D. contacts of both auxiliary control A further power supply for traction and brake control at the auxiliary control positions is provided through a switch S2 in the main controller which is closed in forward 'F', reverse 'R' and auxiliary 'A' positions of the main control handle. This supply is connected through contacts of normal brake control relay BCR. This voltage supply is connected to the traction switch T.O. and the brake code switches P, 0 and R of the left hand auxiliary controller through three relay contacts R6/3 normally closed, R1/1 normally open and R4/2 normally open.It also supplies a self maintaining "relay stick circuit" R4/1 and R4 through the contacts R6/3 and R1/1. The coil of relay R1 is connected on the switched side of the D.S.D. switch of the left controller 3a in parallel with the enegising coil of a relay R2. The contacts R2/3 of relay R2 are connected in a corresponding circuit for the right hand auxiliary controller 3b. The coil of relay R6 is connected in the right hand controller.The coil circuits of relays R1 and R2 in the left controller 3a and of relays R5 and R6 in the right controller 3b include time delays means set to open the relay contacts after a delay period of 10-14 seconds.

Thus, to take-over control at an auxiliary position the driver will have set the main controller as previously described. Upon moving to an auxiliary position he must take command by closing the D.S.D. contacts of one of the controllers 3a or 3b. In the arrangement being described to achieve this the auxiliary control handle has to be placed in the "Full Service" brake position and depressed. This must be done within 5-7 seconds of releasing the main D.S.D. pedal 2 and re-instates the D.S.D. circuits 6 by energising relays R1 and R2 and closing the contacts R2/1. Energisation of relay R2 automatically isolates the opposite controller by opening the contacts R2/2 and R2/3. Providing relay R5 (right hand controller) is de-energised, R4 will pick-up via contacts R1/1 and then "stick" drawing current through contacts R4/1.

A "speed limit" signal is provided via diode D3 and contacts R4/3 which is used to signal to the traction control equipment that an auxiliary controller is in use. The traction control circuits respond by limiting the train speed to 30 mph, in this example, or another predetermined speed limit.

Release of the D.S.D. button on controller 3a will immediately de-energise relay R2 and the driver must either redepress the handle 4 of either auxiliary controller or regain central control at the main controller 1 within 5-7 seconds to prevent a D.S.D. event. Should the alternative controller 3b be immediately depressed, command will transfer to that position when relay R5 is energised.

Assuming the driver redepresses the handle of controller 3a within the allotted time, he will then move the handle as and when required, normally to the "Coast" position because the vehicle is already stationary with a full service application applied. In the Coast position switches P and Q of 3a will directly energise wires Y and Z to demand a full brake release.

Further movement of the handle in the brake demand range will produce code outputs on the wires P and 0 in accordance with the table shown in Fig. 2 to exercise a coarse brake control. Movement of the auxiliary controller into the range of "power" settings closes the switch T.O. and energises relay R9 which connects a power supply to the traction potentiometer 5a by closing contacts R9/1.

Further contacts R4/5 and R8/5 are connected to the left and right controllers respectively in series with contacts R9/1.

Upon moving into the traction range the auxiliary handle moves the potenti-ometer wiper to a position in the potentiometer range in accordance with the position of the handle to produce an analogue output Traction Demand" signal.

Before the driver moves the vehicle from standstill he may require to operate the warning horns, in which case, if he has moved to "Brake Release/Coast" position he is able to continue looking alongside and operate a horn valve with his control hand. In the meantime because the controller handle 4a is "stay-put" except in the traction range, no change of the command nor of the vehicle state will take place provided the driver redepresses the D.S.D. button within the prescribed 5-7 seconds time limit.

Similarly, having set the train in motion, if the driver wishes to move to either of the other controllers he will relinquish control at the auxiliary controller merely be releasing it in its present position. The resilient return mechanism will move the handle immediately back to the Coast position from a traction setting although the traction effort will ramp down to zero at the normal jerk limit rate.

In order to regain control at the chosen new position it will be necessary for the driver to re-establish the D.S.D. control and select the desired traction power setting, or brake demand. Assuming the driver moves from the controller 3a position to the controller 3b position it will be necessary for him to depress the handle, to close the D.S.D. switch, within the time limit period. By this time relay R2 will have dropped out (at the instant 3a handle is released) and made the supply from the D.S.D. pedal 2 available at the 3b position to pick up relays R5 and R6. As at the 3a position, moving the 3b auxiliary control handle to the "Full Service" brake position establishes the supply to relay which is thereby energised and "Sticks", through the closing of contacts R8/1.

The act of energising relay R6 at position 3b opens the contacts R6/2 and R6/3 at the 3a position thus removing the power supply at the left hand auxiliary position for relays R1 and R2 and the control contacts R1/1 and R4/1. Control is then transferred completely from the left hand controller 3a to the right hand controller 3b.

However, if the driver to move the "new" controller 3b a full service brake application is applied at the instant that the power supply to the "old" controller is curtailed. Note that any tractive effort will already have been ramped down towards zero commencing immediately the "old" controller handle was released and returned to the "Coast" position by its resilient bias.

If the driver moves from an auxiliary control position, say the left hand control position 3a, to the main control position he is allowed more time to re-establish control, providing he acknowledges his return by depressing the D.S.D. pedal 2 within normal time limit of 5-7 seconds. When the driver leaves position 3a but does not attempt to take control at position 3b, so that relay R6 remains de-energised, the timed drop-out of relay R1 after a period of 10-14 seconds becomes effective.

Provided the D.S.D. time limit is complied with a "Coast" signal or brake demand signal from the auxiliary controller is maintained whilst relay R1 continues to be energised. However, if at the end of the longer period the main controller has not been moved from rest in the "Full Service" brake position to another position then the "Full Service" brake application demand is immediately implemented.

The relay R8 provides the necessary automatic changeover between brake steps 2 and 4, thus avoiding the awkward complications of operating two separate switches from one handle position to the next and the possibility of incorrect coding due to interference of mechanical tolerances.

The electrical supplies to the auxiliary controller are cross-connected so that if either one of these controllers has acquired command the other controller cannot assume control until the D.S.D. of the first controller is relinquished.

Failsafe isolation between all three controllers, that is, between the two auxiliary controllers and the main controller in the event of a single fault is provided by relay contacts R4/3 ad R4/4 and diodes D1, D3 and D5 for auxiliary controller 3a, and for auxiliary controller 3b is provided by relay contacts R8/3 and R8/4 and diodes D2, D4 and D6.

Claims (10)

1. An auxiliary driving control arrangement for a vehicle comprising in the driving cab at least one auxiliary driving controller in addition to a main driving controller, each said auxiliary controller being connected with the vehicle's brake control system and traction control sys tem to provide a restricted driving capability and each auxiliary controller is interconnected with the vehicle's normal driver's safety device and vigilance system so that the driver may transfer control to an auxiliary position and regain control within the driver's safety device delay time.

2. An auxiliary driving control arrangement as claimed in Claim 1 wherein the or each auxiliary driving controller is positioned adjacent a side window of the vehicle.

3. An auxiliary driving control arrangement as claimed in either Claim 1 or Claim 2 wherein the or each auxiliary driving controller includes a driver's safety device re-activation switch for one-handed driving.

4. An auxiliary driving control arrangement as claimed in any preceding claim wherein the or each auxiliary driving controller is arranged to "stay put" in any brake demand position.

5. An auxiliary driving control arrangement as claimed in any preceding claim wherein the or each auxiliary controller is biased to return to a "Coast" position from a traction demand position.

6. An auxiliary driving control arrangement as claimed in any preceding claim wherein for transfer of control to an auxiliary controller the main controller is placed in a full service brake demand position.

7. An auxiliary driving control arrangement as claimed in any preceding claim wherein control is acquired at an auxiliary driving controller by re-activating the driver's safety controller within the delay period of the said system.

8. An auxiliary driving control arrangement as claimed in any preceding claim comprising two or more auxiliary controllers interconnected through logical circuit means whereby upon control being taken over at one auxiliary controller the or each other auxiliary controller is temporarily inhibited.

9. An auxiliary driving control arrangement as claimed in any preceding claim wherein each auxiliary controller is energised through a circuit including a self maintaining arrangement which is arranged to be energised initially by re-activation of the driver's safety device circuits at the auxiliary controller.

10. An auxiliary driving controller substantially as described with reference to the accompanying drawings.