JPH0467401B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a dead man device, and more particularly to a dead man device for a rack type electric locomotive suitable for locomotive replacement.

[Background of the invention]

Gradient sections using toothed rail locomotives for steep slopes (easy type electric locomotives equipped with sticky wheels and toothed rail gears and using sticky wheel drive motors and toothed rail gear drive motors that rotate these cars), etc. When traveling on a road, a deadman device using a foot switch is installed as one of the protection devices. With this device, the engineer keeps pressing a switch while driving the locomotive, and if his foot leaves the switch due to some kind of accident, an emergency brake is output and the locomotive is brought to a stop.

By the way, when replacing locomotives, it is required to reduce the burden on workers and to perform the work quickly. For this purpose, it is desirable to open this device and allow locomotives to be swapped.

If you do the shunting work without opening the device, the emergency brake may activate if your foot leaves the switch while backing up to monitor the rear, or when driving while standing. This causes a decrease in work efficiency.

Open operation of conventional locomotive equipment was performed by switching a switch.

However, the conventional technology has the following problems.

In other words, if you forget to change the switch, this device will remain open and the engine will continue to run in this state, and in the event of a physical or mental accident to the engineer, the deadman device will normally be activated and the emergency brake will be output. The emergency brake is no longer output when it should be.

Therefore, forgetting to turn the switch on a rack-type locomotive is extremely dangerous. Additionally, there is a problem in that the provision of a switch increases the cost accordingly.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to provide a dead man device that can improve the work efficiency of a worker.

[Summary of the invention]

The gist of the present invention is to open the deadman device and carry out shunting work by placing the auxiliary handle for selecting the operating section of the locomotive in a position other than the easy operating position.

[Embodiments of the invention]

Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a control circuit diagram of the present invention.

In FIG. 1, reference numeral 1 is a reversing handle of the main controller, which is a device that commands whether the vehicle is moving forward or backward.
Reference numeral 2 is a main handle of the main controller, which is a device for commanding the power running or the slow braking notch.
3 is an auxiliary handle for selecting the driving section;
This is a device that instructs whether the rack (gear) is to be operated in an open rotation (hereinafter abbreviated as A&Red) or in an adhesive and easy operation (hereinafter abbreviated as A&R). Reference numeral 4 is a deadman switch, and when powering in the easy section, powering will not be possible unless this switch is turned on. Reference numeral 5 denotes a relay that is energized when the auxiliary handle 3 is placed in the A&R position, causing 5b to open and 5a to close, forming a deadman circuit. 6 is a relay that closes when the vehicle speed exceeds 5 km/h. 7 is a timer device with a slowing element of approximately 5 seconds. 8 is a deadman output relay, and when the auxiliary handle 3 is in the A&R position and the deadman switch 4 is operated, the b contact of the deadman switch 4 is closed, 5a is closed as described above, and a deadman operation command is output to 6. Since the circuit 6 is closed at speeds of 5 km/h or higher, the timer 7 is operated and energized under such conditions. When the relay 6 is energized, the contact 8a is opened. Since 9 is a relay for outputting an emergency brake, the relay demagnetizes and energizes an emergency brake solenoid valve (not shown) to apply an emergency brake.

FIG. 2 shows an operational diagram of the auxiliary handle 3 depending on its operating position. When the auxiliary handle 3 enters the A position, the adhesive drive device is driven and the electric motor 19 is rotated. When set to the A&Red position, in addition to the electric motor 19, the rotary drive device is driven to drive the rack electric motor 2.
Start driving around from 0. Further, in the easy section, the electric motors 19 and 20 are rotated at the A&R position.

According to this embodiment, not only the efficiency during work can be improved, but also it is possible to avoid forgetting to switch at a low cost without adding a switch or the like. Furthermore, the circuit configuration can be simplified.

〔Effect of the invention〕

According to the present invention, when a locomotive is replaced on a flat surface, there is no need for a special operation to open the dead man device, and the replacement work can be performed relatively easily.

[Brief explanation of the drawing]

FIG. 1 is a control circuit diagram of one embodiment of the present invention, and FIG.
The figure is an explanatory diagram of the operation of the auxiliary handle. 1...Reversing controller, 2...Main controller, 3...
Auxiliary controller, 4...Deadman device, 4a...a
Contact, 4b...B contact, 50...Dead man release device, 5a...A contact, 5b...B contact, X...
Emergency braking device.

Claims (1)

[Scope of Claims] 1. An emergency brake control device for a rack-type electric locomotive, comprising a main controller 2, an auxiliary controller 3, a deadman device 4, a deadman release device 50, and an emergency brake device X. The easy type electric locomotive runs by driving sticky wheels and driving the sticky wheels and toothed gears in combination, and the main controller 2 is operated by the driver and outputs running commands. The auxiliary controller 3 is operated by the driver and outputs a sticky wheel drive command or a combined drive command for sticky wheels and toothed rail gears, and the dead man device 4 is connected to the main controller 2. It has an a contact 4a and a b contact 4b, and the a contact 4a
By closing the contact b, the main controller 2 outputs the travel command, and by closing the b contact 4b, the main controller 2 outputs the travel command as a deadman operation command. A contacts 5a and b
The B contact 5b is connected to the main controller 2 and is closed to output a running command when the output of the auxiliary controller 3 is not a combined drive command, and the A contact 5a is connected to the dead man device 4. b contact 4b
When the output of the auxiliary controller 3 is a combined drive command, the emergency brake device
An emergency brake control device for a rack-type electric locomotive which inputs a zero deadman operation command and outputs an emergency brake command.