JP2003079009A - Master controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a mechanism of a main handle so as to enable operations of a powering or braking command and a forward/backward command to be conducted by one main handle. SOLUTION: In a master controller, the powering/braking command is given to the main handle 1 by its longitudinal an operation: the mechanism that travels to the lateral direction or rotates is provided; a changeover switch that sets the forward/backward command of a vehicle at an operating position in the lateral direction is actuated; and the powering/braking command and the forward/backward command are combinedly given to the main handle 1, thus simplifying the operations.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a master controller for railway vehicles.

[0002]

2. Description of the Related Art The structure of a conventional master controller is shown in FIG.
The conventional main controller is provided in the main handle 101 that controls the powering or braking operation of the vehicle, the reverse handle 102 that controls the forward / backward command, and the main handle 101. An operation restriction is provided at a specific position, and an operation restriction releasing push button 103 for releasing the operation restriction in addition to one action is provided, and each role is performed by an independent operation. However, between the main handle 101 and the reversing handle 102, the operation is mechanically restricted to prevent erroneous operation, and the operation restriction releasing push button 103 is restricted at a specific position of the main handle 101. In this case, an operation is performed to remove the operation restriction.

Operation of main handle 101 and reverse handle 1
Between the operation of 02, the main handle 101 can be operated from a specific position only when the reverse handle 102 issues a forward or reverse command, and conversely, only when the main handle 101 is at a specific position. An operation restriction is provided so that 102 can be operated.

The main handle 101 and the reverse handle 102 have rotating shafts 104 and 108, respectively. A rotating shaft 104 of the main handle 101 drives an electric signal converter 105 for a powering or braking command, an operation limiting mechanism 106, and a notch positioning device 107, and a rotating shaft 108 of the reverse handle 102 drives a forward / backward command electric signal converter 109.
The operation limiting mechanism 110 and the notch positioning device 111 are driven to limit the respective operations.

The mechanism of the push button 103 for releasing the operation restriction in the main handle 101 is shown in FIG. Inside the main handle 101, a push button 103 for releasing the operation restriction and a drive rod 112 are provided. Drive rod 112
The lower end portion of the structure engages with the stopper 113 at a specific position when the main handle 101 is operated. The drive rod 112 is pulled up by a wedge-shaped portion provided at its tip when the push button 103 for releasing the operation restriction is pushed, and the lower end portion thereof is the stopper 1.
When the main handle 101 is disengaged, the operation restriction is released, and the main handle 101 can be operated thereafter.

[0006]

In the conventional main controller shown in FIGS. 8 and 9, a main handle 101 for controlling power running or braking operation, and a reverse handle 1 for controlling forward / backward movement commands.
02, since it is classified into the push button 103 for canceling the operation restriction built in the main handle 101, the operation method is different from the operation of the mechanism classified by the command and the operation and the operation restriction between the mechanisms. It was complicated. In addition, the electrical conversion device 1 for each command is provided by an independent mechanism that controls each command.
Since there are 05 and 109 and operation limiting mechanisms 107 and 110, the number of parts is large. For this reason, it has been conventionally desired to realize a master controller for a railway vehicle that simplifies operation while preventing erroneous operation and reduces the number of parts.

The present invention has been made in order to solve such a conventional technical problem, and all the operations of a powering or braking command, a forward / backward command, and an operation restriction releasing operation of the powering or braking command are performed. By improving the mechanism of the main handle so that it can be concentrated with one main handle, it provides a master controller that is simple and reliable in operation, can reduce the number of parts, and is lightweight and compact. The purpose is to do.

[0008]

According to a first aspect of the present invention, there is provided a main controller which comprises a main handle movable in the front-rear direction, and which operates the main handle in the front-rear direction to issue a powering or braking command to a railway vehicle. The main handle is provided with a changeover switch for setting a forward / reverse changeover command of the vehicle.

According to a second aspect of the present invention, there is provided a main controller for a railway vehicle, comprising a main handle which is movable in the front-rear direction, and which performs a powering and braking command of the railway vehicle by operating the main handle in the front-rear direction. The steering wheel is provided with a mechanism for moving or rotating in a direction different from the operating direction for setting the power running and braking commands, and the mechanism sets the forward / reverse switching command for the vehicle.

According to a third aspect of the present invention, in the main controller of the first or second aspect, the forward / backward command changeover switch for setting a forward / backward command of the vehicle or the operating direction of the main steering wheel is only at a specific position. It is characterized in that it is provided with a limiting means for enabling the operation of the main handle for setting the powering and braking commands.

According to a fourth aspect of the present invention, in the main controller of the first or second aspect, the operation of the forward / backward command is set only when the main handle is at a specific operation position for setting a power running or braking command. It is characterized in that it is provided with a limiting means for enabling the operation of the forward / backward movement command switch or the main handle.

According to a fifth aspect of the present invention, in the main controller of the first to fourth aspects, the forward / backward changeover switch for setting the forward / backward command or the main handle has three operating positions: forward, neutral, and reverse. It is characterized by that.

According to a sixth aspect of the present invention, in the main controller according to the third or fourth aspect, the limiting means has a gate provided with a hole or a groove, moves in the gate, and limits a moving direction of the handle. It is characterized by doing.

In the main controller of the inventions of claims 1 and 2,
The operation of the main steering wheel can be set by setting the power running and braking commands and the vehicle forward and backward commands to simplify the operation.

According to the main controller of the invention of claims 3 and 4,
By mutually restricting operation between the power running by the main handle, the braking command and the forward / backward command, erroneous operation between the forward / backward command and the powering / braking command can be reliably prevented, and each device that is the command destination is protected. To do.

According to another aspect of the main controller of the present invention, the position of the vehicle forward / backward command on the main steering wheel is set to the front, rear,
By adopting the neutral three-position, the sequence is adapted to the conventional railway vehicle, and the discomfort felt by the driving crew during the operation is reduced.

In the main controller of the sixth aspect of the present invention, the gate is used to limit the operating range of the main handle that can be operated in all directions in the front, rear, left, and right directions, so that a reliable interlock between signals can be configured. To do.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 1 shows the internal configuration of the master controller of one embodiment of the present invention, and FIG. 2 shows the configuration of the main handle.
The gate shape is shown in FIG. The main handle 1 is installed on the rotating shaft 2 via a hinge pin 3. Rotating shaft 2
Is supported by bearings 4a and 4b at both ends thereof, and the hinge pin 3 is supported by the rotary shaft 2. With this configuration,
The main handle 1 reciprocates in the front-back direction by the rotating shaft 2,
The hinge pin 3 enables operation in the left and right directions.

The rotary shaft 2 of the main handle 1 has an electric signal converter 5 for converting the power running and braking notch positions into electric signals.
Is directly connected to the notch positioning device 6 that determines the notch position. The notch positioning device 6 performs notch positioning by operating the main handle 1 forward and backward, and the electric signal conversion device 5 converts the notch positioning into an electric signal. The main handle 1, which can be operated in the left-right direction by the hinge pin 3, drives the notch positioning device 7 and the electric signal conversion devices 8a and 8b, and performs the left-right direction notch positioning by the movement of the left-right direction notch positioning device 7. Converter 8
The notch positioning is converted into an electric signal and output by a and 8b.

As described above, the operation of the main handle 1 in the front-rear direction and the left-right direction can be converted into an electric signal, and the electric signal converter 5 for the front-rear operation can convert the power running and the braking command into the electric signal conversion of the left-right operation. The devices 8a and 8b give forward and backward commands.

A gate 9 for restricting the operation of the main handle 1 in the front-rear, left-right direction is provided in order to constitute a mechanical interlock between the power running, the braking command and the forward-backward command among all the front-rear, left-right operation of the main handle 1. There is. This gate 9
Has a groove formed in a portion where the main handle 1 needs to be operated, and no groove is provided in an inoperable position where an interlock is required. The gate 9 determines whether the main handle 1 can be operated or not. The shape of this gate 9 is the main handle 1
Since it is possible to operate in the left-right direction only at a specific position in the front-rear operation direction, it has an inverted U-shape or an H-shape depending on the interlock method.

Further, the main handle 1 is restricted in operation at a specific position in order to prevent erroneous operation during forward and backward operation, and can be operated further by adding one action, and the direction of operation restriction can be controlled. It has. This operation restriction is also constituted by the groove shape of the gate 9, and the groove shape is constituted by a flag shape. Due to the shape of the gate 9, the main handle 1 hits the convex portion 9a of the gate 9 in the direction in which the operation is restricted, and passes through the groove 9b that allows further operation when operated to the right or left. The operation in the opposite direction does not impinge on the convex portion, and thus the operation is not restricted. When operating in the front-back direction,
The position of the main handle 1 in the left-right direction is automatically returned to a specific position by the notch positioning device 7.

In this way, in the main controller of the present embodiment, the main handle 1 can be operated forward, backward, leftward and rightward, powering and braking commands can be issued by forward and backward operations, and forward and backward commands can be issued by left and right operations. Since this is done, the above-mentioned commands are integrated in the main steering wheel 1, and the operator can perform control operations intensively with only the main steering wheel 1. The gate 9 restricts the movement of the main handle 1 that can be operated in all the front, rear, left, and right directions, so that the conventional main controller has a reverse handle for forward and backward commands and a main handle for powering and braking commands. The same effect as the operation relationship with the mechanical operation restriction between
It is possible to reduce the discomfort felt by the driver during operation. further,
Also in the electric output, since the operation relation is limited by the operation limitation by the gate 9, the same sequence as that of the conventional master controller becomes possible.

Also, in the conventional mechanism for setting the operation restriction at a specific position in the powering and braking command operations by the main controller and canceling the operation restriction by adding one action, the main control of the embodiment of the present invention. In the container, by making the shape of the gate 9 a flag, one action can be added by operating to the right or left at a specific position, and an equivalent action can be obtained.

As a result, according to the main controller of the present embodiment, an independent mechanism for issuing a forward / backward command in the conventional main controller and an operation restriction releasing mechanism at a specific position during power running and braking operation are simultaneously performed. Since it can be deleted and the operation can be limited only by the gate, the number of parts can be reduced, the weight and size can be reduced, and the mechanism can be simplified, thereby improving the reliability. Further, since the relationship of each interlock can be determined only by the shape of the gate, the degree of freedom in setting the interlock is large. Further, in terms of operability, the above-mentioned three types of operations can be performed only by operating the main handle, so that the operation can be simplified, and since there is no separate system operation, improvement in operability can be expected.

Next, a second embodiment of the present invention will be described with reference to FIG.
This will be described with reference to FIG. FIG. 4 shows the internal configuration of the master controller of this embodiment, and FIG. 5 shows its gate.
In the present embodiment, the main handle 1 is installed on the rotary shaft 2 via the hinge pin 3. Both ends of the rotating shaft 2 are bearings 4
The hinge pin 3 is supported by the rotating shaft 2. With this structure, the main handle 1 can be reciprocated in the front-rear direction by the rotating shaft 2 and can be operated in the left-right direction by the hinge pin 3.

The rotary shaft 2 of the main handle 1 is directly connected to the electric signal converter 5 and the notch positioning device 6 as in the first embodiment shown in FIG. Conversion is performed by these.
Further, the main handle 1 that can be operated in the left-right direction by the hinge pin 3 has its operation position in the left-right direction converted into an electric signal by the electric signal conversion device 10. Therefore, in the case of the present embodiment, the electric signal converter 5 for operation in the front-rear direction issues powering and braking commands, and the electric signal converter 10 for operation in the left-right direction issues an emergency braking output command.

Further, in the present embodiment, the tension spring 11 always applies a force to the left and right sides of the main handle 1,
It is configured to return to a specific position in the left-right direction. As a result, for the emergency braking command, the main handle 1 can be operated in the left-right direction at any position in the front-rear direction to output the emergency braking command, and the main handle 1 can be released or the main handle 1 can be released. By loosening the force supporting the main handle 1, the main handle 1 can always be returned to a specific position in the left-right direction, and the output of the emergency braking command can be canceled.

In the conventional master controller, the switch is operated by the lever built in the main handle or the lever built in the main handle is driven to the main controller body to operate the switch. Came.
Since this conventional master controller had a switch inside the handle, the output wire could move at the same time when the main handle was operated, which could cause the output wire to run out and the switch to be mounted on the main controller body. In that case, there is a problem that a complicated mechanism is required to drive the lever to the switch.

On the other hand, according to the configuration of the main controller of the present embodiment, the left and right sides of the main handle 1 are different from those of the main controller of the first embodiment shown in FIGS. 1 and 2. Directional operation is for emergency braking signal output, and in addition, a mechanism for returning to a specific position when the hand is released or the force is relaxed is provided, so that the front and rear operation of the main handle 1 is optional. In this position, emergency braking output can be performed, the output wire that can move to some extent, which was required in the past, can be deleted, the mechanism can be simplified, and the number of parts can be reduced and reliability can be improved. Also, as for operability, since it can be handled only by the main handle, the operation is simplified, a reliable emergency braking output is possible without the operation of another system, and the operability is improved.

Next, a master controller according to a third embodiment of the present invention will be described with reference to FIGS. 6 and 7. FIG. 6 shows the internal configuration of the master controller of the third embodiment, and FIG.
Indicates the gate. The main controller of the present embodiment is different from the first embodiment shown in FIGS. 1 to 3 in that the operation of the main handle 1 in the left-right direction is for main controller unlocking and locking signal output. The main feature of the present invention is that the main handle 1 can be stowed by tilting it 90 degrees.

That is, as shown in FIG. 6, the main handle 1 is installed on the rotary shaft 2 via the hinge pin 3.
Both ends of the rotary shaft 2 are supported by bearings 4a and 4b,
The hinge pin 3 is supported by the rotating shaft 2. As a result, the main handle 1 can be reciprocally operated in the front-rear direction by the rotating shaft 2, and can also be operated in the left-right direction by the hinge pin 3.

The rotary shaft 2 of the main handle 1 is directly connected to the electric signal converter 5 and the notch positioning device 6 as in the first embodiment, and performs notch positioning of the main handle 1 and conversion into an electric signal. Be done. Further, the main handle 1 that can be operated in the left-right direction by the hinge pin 3 has its operation position in the left-right direction converted into an electric signal by the electric signal conversion device 12. As a result, the electric signal converter 5 for operating the main handle 1 in the front-rear direction outputs powering and braking commands, and the electric signal converter 12 for operating the left-right direction issues a locking / unlocking command for the master controller. The main handle 1 can rotate about the rotation shaft 2 and the hinge pin 3 by about 90 °. As a result, when the main handle 1 does not need to be operated, it can be tilted 90 ° to output a locking signal and can be stored inside the cover.

The conventional master controller has a dedicated mechanism for outputting a key unlocking / locking signal of the master controller. Further, since the main handle of the master controller is fixed at a specific position even when it is not used, the main handle sticks out from the table surface of the master controller. For this reason,
The upper surface of the master controller could not be used effectively because a mechanism dedicated to the unlocking signal was required, the number of parts was large, and the main handle was protruding from the main body even when the master controller was not used.

On the other hand, in the present embodiment, the unlocking,
A lock signal is sent by operating the main handle 1, reducing the number of dedicated parts for unlocking and locking, and enabling storage, so that the main handle 1 pops out on the table surface of the master controller when not in use. Instead, the table surface can be used effectively.

[0036]

As described above, according to the first and second aspects of the present invention, the power steering and braking commands and the vehicle forward and backward commands can be set by operating the main handle, and the operation can be simplified.

According to the third and fourth aspects of the present invention, the power steering by the main handle, the braking command and the forward / backward command are mutually restricted, so that the erroneous operation between the forward / backward command and the powering / braking command is surely performed. Therefore, it is possible to protect each device as the command destination.

According to the invention of claim 5, the position of the vehicle forward / backward command in the main steering wheel is set to three positions of front, rear and neutral.
Since the position is adopted, it can be adapted to the sequence of the conventional railway vehicle, and the discomfort felt by the driving crew during the operation can be reduced.

In the sixth aspect of the invention, since the gate limits the operating range of the main handle that can be operated in all the front, rear, left, and right directions, a reliable interlock between signals can be configured.

[Brief description of drawings]

FIG. 1 is a mechanism diagram of a master controller according to a first embodiment of the present invention.

FIG. 2 is a mechanism diagram of a main handle portion in the above embodiment.

FIG. 3 is a plan view showing a shape of a gate in the above embodiment.

FIG. 4 is a mechanism diagram of a main handle portion in a main controller according to a second embodiment of the present invention.

FIG. 5 is a plan view of the main handle portion in the above embodiment.

FIG. 6 is a mechanism diagram of a main handle portion in a main controller according to a third embodiment of the present invention.

FIG. 7 is a plan view of the main handle portion in the above embodiment.

FIG. 8 is a mechanism diagram of a main controller of a conventional example.

FIG. 9 is a mechanism diagram of a main handle portion in a conventional master controller.

[Explanation of symbols]

1 Main handle 2 rotation axes 3 hinge pins 4a, 4b bearing 5 Electric signal converter 6 Notch positioning device 7 Notch positioning device 8a Electric signal converter 8b Electric signal converter 9 gates 10 Electric signal converter 11 Extension spring 12 Electric signal converter

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Hiroyuki Kudo             1-24 East, 2-24 Harumi-cho, Fuchu-shi, Tokyo             Shiba Transport Engineering Stock Association             In-house (72) Inventor Shigeki Kono             No. 1 Toshiba-cho, Fuchu-shi, Tokyo Toshiba Corporation             Fuchu Office F term (reference) 3J070 AA04 AA24 BA71 CC71 DA01                       EA12                 5H115 PA01 PC02 PG01 PI29 PU01                       QE13 QH08 SF01 SJ12 SJ13                       SJ14 UI03

Claims (6)

[Claims] 1. A main controller having a main handle movable in the front-rear direction and for issuing powering and braking commands to a railway vehicle by operating the main handle in the front-rear direction. A master controller characterized by having a changeover switch for setting. 2. A main controller for a railway vehicle, comprising a main handle movable in the front-rear direction, and performing a powering and braking command of the railcar by operating the main handle in the front-rear direction. A master controller comprising a mechanism for moving or rotating in a direction different from an operation direction for setting a braking command, and setting a forward / reverse traveling switching command of a vehicle by the mechanism. 3. A restriction that enables operation of a main steering wheel that sets a powering / braking command only when the vehicle is in a specific position in the operation direction of a forward / reverse traveling command changeover switch or a main steering wheel that sets a forward / backward traveling command of a vehicle. The master controller according to claim 1 or 2, further comprising means. 4. A forward / backward command switch for setting a forward / backward command operation or a limiting means for enabling operation of the main handlebar only when the main handle is at a specific operation position for setting a power running or braking command. The master controller according to claim 1 or 2, further comprising: 5. The forward / backward changeover switch for setting the forward / backward movement command or the operating position of the main handle has three positions of forward movement, neutral movement and reverse movement. Master controller. 6. The master control according to claim 3, wherein the restricting unit has a gate provided with a hole or a groove, and moves in the gate to restrict a moving direction of the handle. vessel.