JPS62293909A - Master controller for car body - Google Patents

Abstract

PURPOSE:To enable a device to be used for various sorts of cars in common, by composing the device of a stationary control section operated with a handle and for generating the output of power running command or braking command step by step, and a signal converting section for converting the output of the stationary control section to control signal. CONSTITUTION:By a stationary control section 201, according to the operation of a cam, the output of forward or backward moving signal is generated from contacts 53a, 53b, and the output of signal according to respective steps on power running and braking operation is generated from contacts 54a-54c, and the output of fail-safe signal is generated from a contact 54d. In the meantime, by a signal converting section 206, output signal from the stationary control section 201 is converted to power running command and pneumatic brake command, and the output is generated. As a result, a device can be accommodated to the various sorts of cars over a wide range in common.

Description

Detailed Description of the Invention 3. Detailed Description of the Invention [Technical Field to Which the Invention Pertains] This invention relates to a power running command or a power running command that is installed in the driver's cab of a vehicle and operated by a steering wheel, and is output in stages as the operation progresses. The present invention relates to a master controller that inputs a brake command to a control device that controls the operation of a vehicle and causes the device to fail-safely output control signals for operation corresponding to each stage of the power running command or the brake command.

[Prior art and its problems]

Railway vehicles have different control systems and control devices depending on the vehicle type, and the master controller that outputs power running commands or brake commands that instruct the operating status of the vehicle to this control device also varies widely. Each car model is different, and the design and production process are extremely inefficient.

Furthermore, the number of contacts for outputting the commands is large, and the structure of the main controller becomes large, which places great restrictions on the configuration of the driver's cab. FIG. 2 shows an example of a conventional configuration of such a master controller. In this configuration example, the master controller 101'! A cam contactor 101 for outputting a command for forward and backward movement of the vehicle, a cam contactor 102 for outputting a powering command, which is usually structurally coaxial, and outputting a brake command (in this example, an air brake command). A cam contactor 103 is provided for this purpose. When powering the vehicle in the forward direction, a handle is inserted into the cam contactor 101 and operated in the forward direction, and the cams 11 and 12 are used to connect the respective contacts 50a and 50b.
is turned on, a forward command is output from the command line 4 to a control device (not shown), and a common handle is inserted into the cam contactor 102 to operate it to the power running side. When the notch position IA of the cam reaches the operating position of the contact 51a by this operation toward the powering side and turns on the contact,
A command to bring the vehicle into the first stage operation state is output from the command line l. This command is, for example, a command to fully insert a starting resistor in series with each drive motor, and to further connect in series the motors with the starting resistors inserted in series.

A control device (not shown) that receives this command outputs a control signal that embodies this command. When the powering operation of the handle further progresses and the cam 16 whose tip coincides with the notch position ft2A of the cam 15 reaches the notch position IA and turns on the contact 51b at this position, the control device (not shown)
A new command is output from the command line 2 through this contact in addition to the first stage command, and these two commands form the second stage command. This second-stage command is, for example, a command to gradually reduce the series starting resistance of the electric motor, and the control device that receives this command outputs a control signal that embodies this command. Similarly, further command line 3
When a third-stage command is formed by adding commands from A switching signal is output to the motor so that the starting resistor is fully inserted in series. Similarly, when the commands for the four trial stages are formed by the commands output from the command line 7, the control device outputs, for example, a signal to reduce the starting resistance. Therefore, in the configuration example shown in the figure, there are four contacts 51a on the power running side.
, 51b, 51c and 51d are provided.

On the other hand, when applying the brakes to a vehicle, the handle is operated toward the brake side. On the brake side, the cam 19 turns the brake power on at all notch positions on the brake side to utilize the brake power, and during power running as described above, the brake power is turned off at any position during the power running operation so that the brake power is not utilized. a fail-safe contact 52a to
Contact 52b switched by cam I and cam 2
1, a contact 52d that is switched by cams 22a and 22b disposed on the same circumference, and a cam 2 disposed on the same circumference.
Contact 52e switched by 3a and 23b
is provided, so when the contact 52a is switched by the cam 19, an air brake command is issued from the command line SBt. When this command is issued, a signal for operating the first electromagnetic valve is output from a control device (not shown), and a braking force of, for example, 1 force is applied to the vehicle. When the handle is moved further in the brake direction, the contact 52d is switched downward by the cam 22a, so the air brake command is also output from the command line SB2, the power to the command line SBl is cut off, and only the second solenoid valve operates. Therefore, a braking force of 2 forces is applied to the vehicle. When the steering wheel moves further in the braking direction, the contact point 52e switches, so the air brake command is output from the command lines SB1 and SB2, and the sum of the braking forces from both, that is, the braking force of 3 is applied to the vehicle. . In the same way.

In 4B, the air brake command is output only from the command line SB3, so the 4B command is sent to the vehicle via the third solenoid valve.
A braking force of force is applied. In this way, braking forces of magnitudes 1 to 7 are sequentially applied to the vehicle, corresponding to each of the notch positions IB to 7B, as shown in the table below, and each notch position and command This means that five switching contacts are required to obtain the combination.

In this way, the master controller with the conventional configuration requires nine contacts for both power running and braking, excluding the contacts for forward and backward commands. In addition, since the number of contacts varies depending on the control method, the main controller differs depending on the vehicle type, and its structure becomes large, which imposes a large restriction on the configuration of the driver's cab.

[Purpose of the invention]

It is an object of the present invention to provide a main controller which eliminates the above-mentioned conventional drawbacks, has a portion installed in the driver's cab, has a small number of contacts, and can commonly be used for a wide range of different vehicle types.

[Key points of the invention]

The present invention provides a fixed control section that includes a contact that is closed at all notch positions within one range of power running operation or brake operation of the handle, and is opened at all notch positions within the other range; A signal conversion unit that receives a signal output from a fixed control unit and converts it into a power running command or a brake command that causes the vehicle to operate in a state corresponding to the signal and outputs the signal, and aims to achieve the above purpose. It is. Further, it is preferable that the fixed control section is installed in the driver's cab, and the signal conversion section, which varies in size depending on the vehicle type, is housed under the floor of the vehicle.

[Embodiments of the invention]

FIG. 1 shows an embodiment of a master controller constructed based on the present invention. This main controller sends one forward and one forward signal respectively.
two cams 32 , 34 and thus one contact 53 each
The cam contactor 202 that outputs at a and 53b, and the same number of common contacts as the stages of power running, which output a signal corresponding to one stage of power running during power running operation, and output a signal corresponding to one stage of brake during brake operation. A power running/brake signal output section 205 is provided with a fail-safe contact 54d that is closed at all notch positions and the middle π position within the power running operation range and is open at all notch positions within the brake operation range. A fixed control unit 201, a forward/reverse command that receives a signal output from the fixed control unit 201 and instructs the direction of travel of the vehicle, a power running command that instructs the operating state of the stage corresponding to the received signal, and an air brake. It is composed of a signal conversion unit 206 that converts commands into signals. Here, the power running/brake signal output section 205 includes a cam group 203 on the power running side and a cam group 204 on the brake side, and the cams at each stage in both are arranged in one row, that is, for example, on the same circumference of a cylinder. The common contacts are arranged on this circumference. Now, if you want to power the vehicle in the forward direction, insert the nodle into the cam contactor 202 and operate it in the forward direction, and the forward contact 53 is activated by the cam n.
A is turned on to excite the operating coil of relay A, and a forward command is output from the command line 4, and a handle is inserted into the -power running-brake signal output section 205 and operated to the power running side. When the relay is on the powering side including the middle π position, the contact 54d is always on, so that the relay F
The operating coil is always energized to utilize the power source for the power running command, and the power source for the air brake command side is always cut off. Therefore, the handle is at the notch position I on the powering side.
When the position is A, the contact 54J1 is turned on, the operating coil of the relay C is excited, and a power running command is output from the command line 1. Furthermore, since the operating coil of the relay is also excited at the two-person notch position, a power running command is output from the command line 1.2. Furthermore, at the notch position 3A, a power running command is output from the command line 1.2.3 due to the operation of the relay, and the power running command is output from the command line 1.2.3 at the notch position 4A.
Then, a power running command from the command line 7 is additionally output. Therefore, the cam group 203 on the power running side is configured as shown in FIG. By operating the GTT device combined as shown in the figure, the signal output from the fixed control section 201 is converted into the power running command number exactly the same as the master controller shown in FIG. Ru. Furthermore, when applying the brakes to the vehicle, the handle of the power running-brake signal output unit 205 is operated to the brake side to turn off the contact 54d, and the IJE source is switched to the air brake command side. When the handle is at the notch position RIB, the cam 39a turns on the contact 54a, which is turned on and off by the cam on the power running side, so the relay C operates and the command, I
A brake command is output from JsB. At the notch position 2B, the contact 54b is turned on by the second stage cam 40a, so the relay also operates, and the brake command is on the command line SB.

Output from only. Furthermore, since only the contact 54b is turned on at the notch position 3B, a brake command is output from the command lines SBl and SB2 due to the operation of the relay, and a braking force of force 3 is applied to the vehicle as described above. . When the combinations of each notch position and the command line for outputting commands are found in this way, the combinations that are exactly the same as those obtained in the configuration shown in FIG. 2 are obtained. Therefore, the cam group 204 of the brake gJIl is configured as shown in the figure, and the contacts turned on and off by each cam are shared with the contacts on the power running side to reduce the number of contacts, and the same number of relays as this small number of contacts are operated. By letting
The signal output from the fixed control section 201.

The brake signal can be converted into exactly the same brake signal as the main controller shown in FIG. In other words, even if the number of cam stages and therefore the number of contacts is small, the signal output from the fixed control section can be converted into a desired power running or braking command over a wide range by changing the combination of the relay contacts in the signal conversion section. Therefore, the main controller consists of a fixed control section consisting of a cam with a small number of stages and a small number of contacts, regardless of the vehicle type, and a signal conversion unit that converts the signals output from this fixed control section into desired commands depending on the vehicle type. If the fixed control part is installed in the driver's cab and the signal conversion part is installed in an appropriate position, such as under the floor of the vehicle,
Since this fixed control section has a small number of contacts and can be configured in a small size, there is no restriction on the configuration of the driver's cab.

〔Effect of the invention〕

As described above, according to the present invention, a power running command or a brake command that is installed in the driver's cab of a vehicle, is operated by a steering wheel, and is output in stages as the operation progresses is sent to a control device that controls the operation of the vehicle. When the handlebar is operated for power running, the main controller is configured to fail-safely output control signals for operation corresponding to each stage of the power running command or brake command from the device. A sufficient number of common contacts are provided to output a signal and a brake signal is output at a predetermined notch position within a brake operation range when the handle is operated for braking, and the number of common contacts is sufficient to obtain a predetermined number of steps of the power running command or the brake command. The handle is equipped with a fail-safe contact that is closed at all notch positions within either the powering operation or braking range, and is open at all notch positions within the other range. A fixed control unit receives a fail-safe signal output from a contact point of the fixed control unit, converts the signal into a power running command or a brake command that causes the vehicle to operate in a state corresponding to the signal, and inputs the signal to the control device. Since the fixed control section can be configured with a small number of contacts and can be commonly applied to a wide range of different vehicle models, the signal conversion section can Signals can be converted into desired power running or braking commands over a wide range by combining relay contacts.
In addition, since the small joint can be formed compactly using a device, if the fixed control section is installed in the driver's cab and the signal conversion section is installed, for example, under the floor of the vehicle,
It will be possible to configure the driver's cab without being restricted by the main controller that differs depending on the vehicle type.
Since the fixed control unit and the driver's cab can be clearly identified, it is possible to reduce costs and improve reliability.

[Brief explanation of the drawing]

FIG. 1 is a circuit configuration diagram of an embodiment of a master controller constructed based on the present invention, and FIG. 2 is a circuit diagram showing an example of a conventional master controller.

Claims (1)

[Scope of Claims] 1) Fixed control configured with contacts that are closed at all notch positions within the range of either power running operation or brake operation of the handle, and open at all notch positions within the other range. and a signal conversion section that receives a signal output from the fixed control section and converts it into a power running command or a braking command that causes the vehicle to operate in a state corresponding to the signal and outputs the signal. Main controller. 2) In the main controller for a vehicle according to claim 1, the fixed control section is installed in the driver's cab, and the signal conversion section, which differs in size depending on the vehicle type, is stored under the floor of the vehicle. Characteristic main controller for vehicles.