JP2007020380A - Handle location detector and main controller for rolling stock using same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize a cost reduction and simplification of the assembling and adjustment or the like of a mechanical part by simplifying the mechanical part while maintaining high reliability, to realize long life by dispensing with a power source, light emitting elements or the like, and to enhance impact resistance. <P>SOLUTION: A main controller is equipped with a handle position detector 11 for detecting the position of the braking handle 1. The handle position detector 11 includes a plurality of individual position detectors provided respectively corresponding to the plurality of notch positions of the braking handle 1. Respective individual position detector includes a magnet provided to a movable part interlocked with the braking handle 1, and a lead switch which is turned on when the magnet set to a fixing part approaches and is turned off when the magnet moves away. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a steering wheel position detection device for a railway vehicle master control device (so-called mascon), and a railway vehicle master control device using the same.

  The main controller of a railway vehicle has a handle, is installed in a cab of the railway vehicle, and outputs a command corresponding to the position of the handle by an operation of a driver as the operation control command of the rail vehicle.

  In the conventional master control device, a cam interlocking with the handle and a cam switch provided on the fixed portion are used as the handle position detecting device. In this cam switch system, the cam mechanism is complicated, and it is inevitable to increase the cost, and requires a lot of work for assembly adjustment and the like.

Thus, a master control device using a rotary encoder instead of a cam switch as a handle position detection device has been provided (Patent Document 1 below).
Japanese Patent No. 3243005

  However, in the master control device using the conventional rotary encoder, the position of the handle is detected by electrical processing, and accordingly, the reliability is inevitably lowered. Therefore, in the master control device using the conventional rotary encoder, a dual system is configured by providing two sets of rotary encoders and circuits for driving the encoders and processing output signals thereof. It was difficult to obtain higher reliability as the control device.

  Further, in the master control device using the conventional rotary encoder, an element having a lifetime (that is, a light source included in the power supply or the rotary encoder, etc.) is added as compared with the cam control master control device. As a result, the life of the master control device is shortened accordingly.

  The present invention has been made in view of such circumstances, while ensuring high reliability, it is possible to simplify the mechanism portion to achieve cost reduction and simplification of assembly adjustment of the mechanism portion, In addition, it is possible to extend the life without requiring a power source, a light emitting element, etc., and provide a steering wheel position detection device for a master control device excellent in impact resistance, and a master control device for a railway vehicle using the same. The purpose is to do.

  In addition, the present invention can simplify the mechanism part to reduce the cost and simplify the assembly adjustment of the mechanism part while ensuring high reliability, and requires a power source, a light emitting element, and the like. The handle position of the master controller can be extended to a long service life, has excellent impact resistance, and can properly detect many handle positions even if the space allowed for the master controller is limited. It is an object of the present invention to provide a detection device and a master control device for a railway vehicle using the detection device.

  In order to solve the above-described problem, a steering wheel position detection device for a master control device according to a first aspect of the present invention is a steering wheel position detection device for a main rail control device for a railway vehicle, and includes a plurality of notches in the steering wheel for the main control device. A plurality of individual position detectors provided corresponding to the positions, each of the individual position detectors being provided with a magnet provided in a movable part interlocked with the handle and a magnet provided in a fixed part. And a reed switch that turns on and off differently depending on whether the magnet is moving away.

  According to the first aspect, since the individual position detection unit is configured by the magnet and the reed switch, the position of the handle is electrically processed as in the handle position detection device of the master control device using the rotary encoder. Since it is not detected, it is possible to obtain the same high reliability as the handle position detection device of the main controller of the cam switch system.

  Further, according to the first aspect, since the individual position detection unit is composed of a magnet and a reed switch, a cam or the like is not used as compared with the handle position detection device of the cam switch type master control device. The mechanism can be simplified, and the cost reduction and simplification such as assembly adjustment can be realized.

  Furthermore, according to the first aspect, since the individual position detection unit is composed of a magnet and a reed switch, a power source and a light emitting element are not required for detection of the handle position, so that the life can be extended.

  Furthermore, according to the first aspect, since the individual position detector is composed of a magnet and a reed switch, so-called chattering is prevented by the hysteresis characteristics of the reed switch, and the handle of the cam switch type main controller is provided. Compared with the position detection device, the impact resistance is remarkably enhanced.

  A steering wheel position detection device for a master control device according to a second aspect of the present invention provides the handle position detection device according to the first aspect, wherein: (i) the plurality of individual pieces are located at any position within the movable range. On / off state in which the reed switches of one individual position detecting unit or two individual position detecting units corresponding to two notch positions adjacent to each other are different from the reed switches of other individual position detecting units. (Ii) When the handle moves in one direction and is positioned at at least one intermediate notch position among the plurality of notch positions, two adjacent position detection units of the plurality of individual position detection units The reed switches of the two individual position detectors corresponding to the notch positions are turned on and off differently from the reed switches of the other individual position detectors, and (iii) the handle is the other ON / OFF state in which the reed switch of one individual position detection unit among the plurality of individual position detection units is different from the reed switch of the other individual position detection unit when moving in the direction and positioned at each notch position It will be.

  The intermediate notch position refers to a notch position other than the notch positions at both ends. Here, the notch positions at both ends mean the notch position on the most one side and the notch position on the other side in the movable range of the handle.

  According to the second aspect, since the above (i) to (iii) are satisfied, the space allowed for the handle position detecting device of the master control device is restricted by skillfully utilizing the hysteresis characteristic of the reed switch. Even if there is, many handle positions can be detected appropriately.

  A main controller for a railway vehicle according to a third aspect of the present invention includes the steering wheel position detection device according to the first or second aspect.

  According to the present invention, while ensuring high reliability, it is possible to simplify the mechanism part to achieve cost reduction and simplification of assembly adjustment of the mechanism part, and further, a power source, a light emitting element, etc. are required. Thus, it is possible to provide a steering wheel position detection device for a master control device that has an excellent impact resistance and a rail car master control device using the same.

  In addition, according to the present invention, it is possible to simplify the mechanism part by reducing the cost and simplifying the assembly adjustment of the mechanism part while ensuring high reliability, and further, the power supply, the light emitting element, etc. It is possible to extend the service life of the master controller, which has excellent impact resistance and can detect many handle positions properly even if the space allowed for the master controller is limited. It is possible to provide a steering wheel position detecting device and a railway vehicle master control device using the steering wheel position detecting device.

  Hereinafter, a steering wheel position detection device for a master control device according to the present invention and a master control device for a railway vehicle using the same will be described with reference to the drawings.

  FIG. 1 is a schematic plan view showing a master control apparatus according to an embodiment of the present invention. FIG. 2 is a view taken along the arrow A in FIG. 1 showing the notch positions P <b> 1 to P <b> 10 of the brake handle 1. FIG. 3 is a view taken in the direction of arrow B in FIG. 1, showing the notch positions P11 to P13 of the forward / backward steering handle 2 and the notch positions P21 to P25 of the power running handle 3. FIG. 4 is a schematic plan view showing the handle position detecting device 11 for detecting the angular position of the brake handle 1 in FIG. FIG. 5 is a schematic cross-sectional view schematically showing the main part of the cross-section along C-C ′ in FIG. 4.

  The master control device according to the present embodiment is set in a cab of a railway vehicle, and as shown in FIGS. 1 to 3, a box-shaped casing 4, a brake handle 1 protruding from the casing 4, A handle 2 and a power running handle 3 are provided, and commands corresponding to the positions of the handles 1 to 3 are generated.

  The brake handle 1 is fixed to a rotary shaft 6 that is rotatably provided in the housing 4 so that the angular position can be changed as shown in FIG. The operator can obtain a notch sensation at each notch position P1 to P10 of the brake handle 1 (for example, corresponding to "Yurume", "1" to "8", and "Emergency", respectively, each commanding the degree of braking). As described above, a notch mechanism (not shown) is employed.

  Similarly, the forward / backward handle 2 and the power running handle 3 are respectively fixed to rotating shafts 7 and 8 that are rotatably provided in the housing 4, and as shown in FIG. Notch positions P11 to P13 (for example, corresponding to “rear”, “off”, and “front” for commanding the forward / backward travel state) and notch positions P21 to P27 of the power running handle 3 (for example, degree of power running) The notch mechanism (not shown) is employed so that the operator can obtain a notch sensation in “6” to “1” and “off”.

  Further, the master control device according to the present embodiment includes a handle position detection device 11 that detects the angular position of the brake handle 1, and a handle position detection device (not shown) that detects the angular position of the forward / reverse handle 2. And a handle position detection device (not shown) for detecting the angular position of the power running handle 3. In the present embodiment, the respective handle position detection devices are configured in the same manner, and therefore, here, the handle position detection device 11 that detects the angular position of the brake handle 1 will be described as a representative.

  As shown in FIGS. 1 and 4, the handle position detection device 11 has a rotating shaft 12. As shown in FIG. 1, the gear 13 fixed to the rotary shaft 12 and the gear 14 fixed to the rotary shaft 6 fixed to the brake handle 1 are meshed with each other. Thereby, the rotating shaft 12 rotates in conjunction with the rotating shaft 6. The gear ratios of the gears 13 and 14 are set so that the movable range of the brake handle 1 from the notch position P1 to the notch position P10 corresponds to a predetermined angle of the rotary shaft 12 (an angle slightly smaller than 360 °). .

  As shown in FIG. 4, the handle position detection device 11 includes ten individual position detection units U <b> 1 to U <b> 10 provided corresponding to the notch positions P <b> 1 to P <b> 10 of the brake handle 1 in addition to the rotating shaft 12. And a base member 15 that supports the rotating shaft 12 in a rotatable manner and serves as a mounting base for the individual position detectors U1 to U10. In the present embodiment, each of the individual position detection units U1 to U10 has a permanent magnet 16 and a magnet holding unit that holds the magnet 16 and fixes the magnet 16 to the rotating shaft 12, as shown in FIGS. Turns on when the member 17 and the magnet 16 are approaching, and turns off when the magnet 16 is moving away (the on / off may be reversed). Reed switch 18 and reed switch holding for holding the reed switch 18 And a member 19. Note that the reed switches 18 of the individual position detectors U1 to U10 corresponding to the notch positions P1 to P10 are respectively denoted as SW1 to SW10 when distinguished from each other. Each reed switch holding member 19 is fixed to the base 15 in a connected state as shown in FIG. Thereby, the reed switch 18 is provided in the fixed part. On the other hand, the magnet 16 is fixed to the rotating shaft 12 via the magnet holding member 17 as described above, so that the magnet 16 is provided in a movable portion that is interlocked with the brake handle 1. Although not shown in the drawings, a large number of engagement grooves and the like are provided between the rotary shaft 12 and the magnet holding member 17 so that the mounting angle of the magnet 16 can be easily set with a considerably fine resolution. Has been.

  And in this Embodiment, the attachment angle etc. of the magnet 16 are set for each of the individual position detection units U1 to U10, so that each of the individual position detection units U1 to U10 according to the angular position of the brake handle 1. The reed switches SW1 to SW10 are set to be turned on / off as shown in FIG.

  In the present embodiment, as shown in FIG. 6, the reed switches SW <b> 1 to SW <b> 10 have hysteresis characteristics, so the on / off positions are shifted depending on the moving direction of the brake handle 1. For convenience of explanation, the clockwise direction in FIG. 2 (right direction in FIG. 6) is referred to as a normal rotation direction, and the counterclockwise direction in FIG. 2 (left direction in FIG. 6) is referred to as a reverse rotation direction.

  As shown in FIG. 6, regardless of whether the brake handle 1 is positioned in the movable range, the brake handle 1 is individually positioned regardless of whether the brake handle 1 is positioned in the normal rotation or the reverse rotation. One of the position detection units U1 to U10, or two individual position detection units corresponding to two notch positions adjacent to each other, the reed switch 18 is turned on, and the other individual position detection unit reed switch 18 is set to turn off. Thereby, a so-called dead zone is not generated.

  Also, as shown in FIG. 6, when the brake handle 1 is located in each range ΔP1 to ΔP10 in the vicinity of each notch position P1 to P10, It is set so that only the corresponding reed switch 18 of the individual position detecting unit is turned on and the reed switches 18 of the other individual position detecting units are turned off.

  Further, as shown in FIG. 6, when the brake handle 1 is located in each of the ranges ΔP2 to ΔP9 in the vicinity of the intermediate notch positions P2 to P9, , Two individual position detectors corresponding to two notch positions adjacent to each other (in this embodiment, corresponding to a notch position adjacent to the notch position and the notch position adjacent to the notch position on the forward rotation direction side) The reed switch 18 of the individual position detecting unit) is turned on, and the reed switches 18 of the other individual position detecting units are turned off.

  In addition, as shown in FIG. 6, when the brake handle 1 is located in each range ΔP1, ΔP10 in the vicinity of the notch positions P1, P10 at both ends, Only the reed switch 18 of one corresponding individual position detecting unit is turned on, and the reed switch 18 of the other individual position detecting unit is turned off.

  The setting of the relationship between the position of the handle and the on / off state of each reed switch as shown in FIG. 6 is the same for the power running handle 3. The same applies to the forward / reverse handle 2, but in the case of the forward / backward handle 2, since the number of the notch positions P11 to P13 is as small as three, the handle is within the range around the intermediate notch position. Regardless of whether the handle is positioned at that position by forward rotation or reverse rotation, only one corresponding individual position detection unit reed switch is turned on, and the other individual position detection unit reed switch is turned off. You may set to do.

  According to the present embodiment, since the individual position detectors U1 to U10 are composed of the magnet 16 and the reed switch 18, the position of the handle is detected by electrical processing as in the main controller using the rotary encoder. Therefore, it is possible to obtain the same high reliability as that of the cam switch master controller.

  In addition, according to the present embodiment, since the individual position detectors U1 to U10 are configured by the magnet 16 and the reed switch 18, a cam or the like is not used as compared with the main controller of the cam switch system. The mechanism portion can be simplified, and cost reduction and simplification such as assembly adjustment can be realized.

  Furthermore, according to the present embodiment, since the individual position detectors U1 to U10 are configured by the magnet 16 and the reed switch 18, no power source or light emitting element is required for detection of the handle position, thereby extending the life. be able to.

  Furthermore, according to the present embodiment, since the individual position detectors U1 to U10 are configured by the magnet 16 and the reed switch 18, so-called chattering is prevented by the hysteresis characteristics of the reed switch 18, and the cam switch type Compared to the master controller, the impact resistance is significantly increased.

  Further, according to the present embodiment, as described above, the relationship between the rotational position of the brake handle 1 and the on / off states of the reed switches SW1 to SW10 is set as shown in FIG. By skillfully utilizing the hysteresis characteristics of the reed switches SW1 to SW10, a large number of notch positions (handle positions) P1 to P10 can be appropriately detected even if the space allowed for the master control device is limited. This point will be supplementarily described below with reference to FIG.

  First, the case where the brake handle 1 is moved by normal rotation and positioned at each position will be described. In this case, when the brake handle 1 is located in the respective ranges ΔP1 to ΔP10 in the vicinity of the notch positions P1 to P10, only the corresponding reed switch 18 of the individual position detection unit is turned on (for example, the brake handle When 1 is located at the notch position P5, only the reed switch SW5 of the individual position detection unit U5 is turned on), so that the brake handle 1 is located at any notch position P1 to P10 when the railcar drive device is turned on. Even so, the drive device can correctly determine the position of the brake handle 1 by the signals of the switches SW1 to SW10. In addition, when the brake handle 1 is moved by forward rotation and is positioned at a position other than the range ΔP1 to ΔP10, the two reed switches 18 may be simultaneously turned on as shown in FIG. Since the brake handle 1 is moving after the drive device is powered on and is stabilized, the drive device can know which one of the two reed switches 18 is turned on first or later. The position of the brake handle 1 may be determined based on the reed switch 18 that is given priority, with priority given to the reed switch that is turned on later.

  Next, the case where the brake handle 1 moves in the reverse direction and is positioned at each position will be described. In this case, when the brake handle 1 is located in the respective ranges ΔP2 to ΔP9 in the vicinity of the intermediate notch positions P2 to P9, the reed switches 18 of the two individual position detection units are turned on (for example, the brake handle 1 Since the reed switches SW5 and SW6 of the individual position detectors U5 and U6 are turned on when the is located at the notch position P5, the reed switch 18 is difficult to turn off due to hysteresis characteristics. By giving priority to the reed switch 18 on the reverse direction side of the two reed switches 18 (for example, the reed switch SW5 on the reverse direction side of the two reed switches SW5 and SW6 turned on), the priority is given. The position of the brake handle 1 can be correctly determined based on the reed switch 18 The

  Further, when the brake handle 1 is moved in the reverse direction and is located in each of the ranges ΔP1 and ΔP10 in the vicinity of the notch positions P1 and P10, only the corresponding reed switch 18 of the individual position detector is turned on (for example, When the brake handle 1 is located at the notch position P1, only the reed switch SW1 of the individual position detection unit U1 is turned on). Therefore, when the railcar driving device is turned on, the brake handle 1 is notched at the notch positions P1, P10. The drive device can correctly determine the position of the brake handle 1 by the signals of the switches SW1 to SW10.

  Furthermore, when the brake handle 1 is moved by reverse rotation and is located at a position other than the range ΔP1 to ΔP10, the two reed switches 18 may be simultaneously turned on as shown in FIG. Since the brake handle 1 is moving after the driving device is powered on and stabilized, the driving device can know which one of the two reed switches 18 is turned on first or later. The reed switch that has been turned on has priority, and the position of the brake handle 1 may be determined based on the reed switch 18 that has been prioritized.

  As described above, according to the present embodiment, when the brake handle 1 is located in the respective ranges ΔP2 to ΔP9 in the vicinity of the intermediate notch positions P2 to P9, the brake handle 1 is moved to the position by forward rotation. Only one reed switch 18 is turned on when positioned, while two reed switches 18 are turned on when the brake handle 1 is positioned at that position due to reverse rotation. Even when the power is turned on, the position of the brake handle 1 can be determined appropriately.

  Of course, even if the brake handle 1 is located in the respective ranges ΔP2 to ΔP9 in the vicinity of the intermediate notch positions P2 to P9, regardless of whether the brake handle 1 is located at that position by forward rotation or reverse rotation. However, if only the reed switch 18 of one corresponding individual position detecting unit is set to be turned on, the driving device of the railway vehicle, like the conventional cam switch type main control device, turns on the power of the driving device. Even at times, the position of the brake handle 1 can be appropriately determined.

  However, in this case, when there are as many as 10 notch positions P1 to P10 as in the present embodiment, the diameter of the magnet holding member 17 has to be increased, and the handle position The occupied space of the detection device 11 is increased, and the master control device is increased in size.

  On the other hand, in the present embodiment, when the brake handle 1 is positioned at a position within the range ΔP2 to ΔP9 by reverse rotation, the two reed switches 18 are turned on, so that the diameter of the magnet holding member 17 is made relatively small. Therefore, the space occupied by the handle position detection device 11 can be reduced, and an increase in the size of the master control device can be prevented.

  By the way, not only when the brake handle 1 is positioned at a position within the range ΔP2 to ΔP9 by reverse rotation, but also when the brake handle 1 is positioned at a position within the range ΔP2 to ΔP9 by forward rotation, the two reed switches Setting 18 to be on is advantageous in terms of occupied space. However, in this case, it becomes unclear which of the two reed switches 18 should be prioritized to determine the position of the brake handle 1 when the drive device is turned on. It will not be possible to determine correctly.

  As described above, according to the present embodiment, by utilizing the hysteresis characteristics of the reed switches SW1 to SW10, many notch positions (handle positions) even if the space allowed for the master controller is limited. ) P1 to P10 can be detected appropriately.

  In the present invention, when the brake handle 1 is positioned at a position within one or more of the ranges ΔP2 to ΔP9 by reverse rotation, the two reed switches 18 are turned on, while the brake handle 1 May be set so that only one reed switch 18 is turned on when it is positioned within the remaining range of the ranges ΔP2 to ΔP9 due to the reverse rotation. Further, in the present invention, even if the brake handle 1 is positioned within ΔP2 to ΔP9, one corresponding individual position regardless of whether the brake handle 1 is positioned at that position by forward rotation or reverse rotation. You may set so that only the reed switch 18 of a detection part turns on.

  Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments.

  For example, in the present invention, it is not necessary to employ a handle position detecting device using a magnet and a reed switch for all of the handles 1 to 3. For example, for the power running handle 3 and / or the forward / backward handle 2. As in the prior art, a configuration using a cam and a cam switch may be adopted.

  The above embodiment is an example in which the brake and the power running are configured with separate handles 1 and 3, but the present invention is a so-called one in which the brake and the power running are configured with one handle. You may apply to the main controller of a handle.

It is a schematic plan view which shows the master controller by one embodiment of this invention. It is an A arrow directional view in Drawing 1 showing each notch position of a handle for brakes. It is a B arrow line view in Drawing 1 showing each notch position of a handle for forwards and backwards, and each notch position of a handle for power running. FIG. 2 is a schematic plan view showing a handle position detection device that detects an angular position of a brake handle in FIG. 1. FIG. 5 is a schematic cross-sectional view schematically showing a main part of a cross section taken along C-C ′ in FIG. 4. It is a figure which shows the relationship between the rotation position of the handle | steering-wheel for brakes of the master controller shown in FIG. 1, and the ON / OFF state of each reed switch.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Brake handle 2 Forward / reverse handle 3 Power running handle 6 Rotating shaft 11 Handle position detection device 12 Rotating shaft 16 Magnet 17 Magnet holding member 18 (SW1 to SW10) Reed switch 19 Reed switch holding member U1 to U10 Individual position detecting unit

Claims (3)

A steering wheel position detection device for a main controller of a railway vehicle,
A plurality of individual position detectors provided respectively corresponding to a plurality of notch positions of the handle of the master controller;
Each of the individual position detection units includes a magnet provided in the movable unit interlocked with the handle, and an on / off state that is different depending on whether the magnet is approaching and the magnet is moving away from the fixed unit. A steering wheel position detection device for a master control device. Regardless of the position within the movable range of the handle, two individual position detections corresponding to one individual position detection unit of the plurality of individual position detection units or two notch positions adjacent to each other The lead switch of the part is in an on / off state different from the lead switches of other individual position detection parts,
When the handle moves in one direction and is positioned at at least one intermediate notch position among the plurality of notch positions, the handle corresponds to two notch positions adjacent to each other in the plurality of individual position detection units. The reed switches of the two individual position detectors are on / off different from the reed switches of the other individual position detectors,
When the handle moves in the other direction and is positioned at each notch position, the reed switch of one individual position detection unit of the plurality of individual position detection units is different from the reed switch of the other individual position detection unit. Will be on / off,
The handle position detecting device for a master control device according to claim 1.   A master control device for a railway vehicle, comprising the handle position detection device according to claim 1.

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