KR0163019B1 - Deadman device of raillar - Google Patents

Abstract

According to the present invention, if the driver does not operate the pedal periodically, the driver considers the driver to beep and generates a warning sound, and if the driver does not operate the reset switch within a certain time after the warning sound is generated, the driver regards the driver as not waking up and brakes the railway vehicle. In addition to the driving boundary device of the railway vehicle to cut off the power, it can effectively prevent the drowsiness of the driver, the structure is simple and can be easily applied to the retrofit of existing cars and new cars.

Description

Driving boundary device of rolling stock

1 is a circuit diagram of a driving boundary device for a railway vehicle according to an embodiment of the present invention.

* Explanation of symbols for the main parts of the drawings

10: first determination unit 20: warning sound generating unit

30: second determination unit 35: daytime controller

40: power cut off part 50: emergency braking part

DMTR1,2,3: Deadman Time Relay DR: Deadman Relay

DFS: Pedal Switch DRPS: Deadman Reset Push Button Switch

PCR1,2,3: Power difference stage electric DMN: Deadman No Fuse Breaker

EmBR1: Emergency Braking Relay

The present invention relates to a driving boundary device of a railway vehicle to prevent driver drowsiness, and more particularly, to prevent a driver's drowsiness while driving a railway vehicle. It relates to a driving boundary device.

In general, domestic railroad cars allow the driver and two driving surveyors to drive, enabling safe driving.

In other words, the driver and the driving investigation is rarely tightened at the same time, so even if one of them is asleep, the other person is awake to drive.

However, at present, due to the lack of drivers and economic problems, it is being converted to a single driving method in Korea, and therefore, a device for preventing driver drowsiness is required.

The driving boundary device of the conventional railway vehicle to meet this demand is mainly made by applying the daytime controller.

That is, the daytime controller that controls the speed of the vehicle should be handled by the driver at all times while the vehicle is being driven.If the driver releases the handle of the daytime controller because he cannot overcome sleepiness, the handle of the daytime controller returns to the origin by mechanical linkage, When the steering wheel returns to the origin, the circuit for safe driving in emergency operates and the railway car is emergency braking.

However, since the driving boundary device of the conventional railway vehicle is made by applying a daytime controller, not only the structure thereof is complicated but also a lot of vehicle parts are used. In particular, the structure is very complicated, there is a problem that it is very difficult to install a driving boundary device by modifying an existing railway vehicle is not provided with a driving boundary device.

Accordingly, the present invention has been made to solve the above-mentioned conventional problems, and if the driver does not operate the pedal periodically, the driver generates a warning sound, and the driver resets within a predetermined time after the warning sound is generated. If the switch is not operated, the driver is judged not to wake up and the railway vehicle is braked and the power is cut off to effectively prevent the driver's drowsiness and its simple structure makes it easy to remodel existing railway vehicles and new railway vehicles. An object of the present invention is to provide a driving boundary device for a railroad vehicle that can be easily applied.

In order to achieve this object, the driving boundary device of a railway vehicle according to the present invention is a driving boundary device of a railway vehicle having a pedal switch and a daytime controller that is turned on or off in response to a driver's operation, wherein the pedal switch is operated for a predetermined time. A first deadman time relay for supplying power applied from the outside by being shorted if kept in the on state, and a second deadman time for supplying power applied from the outside when the pedal switch is kept in the off state for a predetermined time; A warning sound generating device for generating a warning sound by receiving an external power supply through a relay, the first deadman time relay or the second deadman time relay, and the first deadman time relay or the second deadman time relay. Excitation is performed by an external power supply that External dead power supply through a third deadman time relay for supplying power applied from the controller, a deadman reset pushbutton switch for deciding the third deadman time relay according to the driver's operation, and the third deadman time relay. Deadman relay which is short-circuited when supplied, and supplies power applied from the outside, a power cut-off unit which cuts the drive signal output from the weekly controller by receiving external power through the deadman relay, and through the deadman relay It characterized in that it comprises an emergency braking unit for braking the railway vehicle by receiving an external power source.

The power cut-off unit may include a first power step-up step, a second power step-up step, and a third power step-down step, each of which is excited by an external power source supplied through the deadman relay to block the drive signal output from the weekly controller. It is preferred to be configured.

A locking device for preventing a driver from deliberately removing a driving boundary function on a power line simultaneously applied to the first deadman time relay DMTR1, the second deadman time relay DMTR2, and the deadman relay DR. It is preferable that an In Deadman No Fuse Breaker (DMN) is installed.

The pedal switch is preferably configured to be turned on when the driver presses the pedal and to be turned off when the pedal is released.

The first deadman time relay is short-circuited when excited for 60 seconds or longer to supply power applied from the outside, and the second deadman time relay is short-circuited when the device is 10 seconds or longer to supply power applied from the outside. It is preferable.

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

FIG. 1 is a circuit diagram of a driving boundary device for a railway vehicle according to an embodiment of the present invention, wherein the driving boundary device of the railway vehicle determines a driver's sleepiness and outputs a warning sound driving signal when it is determined that the driver is sleeping. 10, the warning sound generating device 20 which receives the warning sound driving signal and generates a warning sound, and determines whether the driver has woken up by receiving the warning sound driving signal, and if the driver does not wake up, the power cutoff signal and the emergency braking signal. The second determination unit 30 for outputting the power, the power cut-off unit 40 for receiving the power cut-off signal and blocking the drive signal output from the weekly controller 35 and the emergency braking signal to receive the railway vehicle It is configured to include an emergency braking unit 50 for braking.

More specifically, the first determination unit 10 may include a first deadman time relay DMTR1 shorting and supplying power applied from the outside when the pedal switch DFS is kept on for a predetermined time, and the pedal switch And the second deadman time relay DMTR2 for supplying power applied from the outside when the DFS remains in the OFF state for a predetermined time.

The second determiner 30 is excited by an external power source supplied through the first deadman time relay DMTR1 or the second deadman time relay DMTR2 and shorted if it is not re-charged within a predetermined time after being excited. A third deadman time relay DMTR3 for supplying power applied from the outside, a deadman reset pushbutton switch DRPS for demagnetizing the third deadman time relay DMTR3 according to a driver's operation, and When the external power is supplied through the third deadman time relay DMTR3, a short-circuit is configured to include a deadman relay DR for supplying power applied from the outside.

The power cut-off unit 40 is excited by an external power source supplied through the deadman relay DR, respectively, and the first power difference stager PCR1 and the second blocking the drive signal output from the weekly controller 35. And a third power differential stage PCR2 and a third power differential stage PCR3.

The pedal switch (DFS) in the above is a structure that is turned on when the driver presses the pedal, off when the pedal is released.

Also, when the first deadman time relay DMTR1 is excited for 60 seconds or more, the first deadman time relay DMTR2 supplies power applied from the outside when the second deadman time relay DMTR2 is turned off for 10 seconds or more. It becomes the structure to make.

In addition, a kind of lock is provided to prevent a driver from deliberately removing a driving boundary function on a power line simultaneously applied to the first deadman time relay DMTR1, the second deadman time relay DMTR2, and the deadman relay DR. The device, the Deadman No-Fuse Breaker (DMN), is installed.

Referring to the operation and effect of the driving boundary device of a railway vehicle according to an embodiment of the present invention configured as described above are as follows.

According to the present invention, when the driver does not operate the pedal periodically, that is, when the pedal is pressed for a long time or when the pedal is released, the driver considers the driver to beep and generates a warning sound. If the button switch (DRPS) is not pressed, the driver is regarded as not waking up and the railroad vehicle is braked and the power is cut off to prevent the railroad vehicle from being in a dangerous situation.

First, when the driver presses the pedal to turn on the pedal switch DFS, the first deadman time relay DMTR1 is excited by the power applied from the battery via the line 1a. In this case, the first deadman time relay DMTR1 is shorted when the contact point a is excited for 60 seconds or more.

If the driver does not release the pedal within 60 seconds after the driver presses the pedal to excite the first deadman time relay DMTR1, the power (warning sound driving signal) applied from the battery is the first deadman time relay DMTR1. The alarm sound generating device 20 and the second determination unit 30 are simultaneously input through the contact point a of the alarm sound generating unit 20 to generate a warning sound.

Further, when the driver releases the pedal switch DFS by releasing the pedal, the second deadman time relay DMTR2 is elemented by the power applied from the battery via the line 1a. In this case, the second deadman time relay DMTR2 is shorted if the device contacts the device for 10 seconds or more.

If the driver does not step on the pedal again within 10 seconds after the driver releases the pedal and deactivates the second deadman time relay DMTR2, the power applied from the battery may contact the b contact of the second deadman time relay DMTR2. Through the alarm sound generating unit 20 and the second determination unit 30 are simultaneously input, the warning sound generating unit 20 generates a warning sound.

In other words, if the driver keeps pedaling for a period of time or is releasing the pedal, the driver is considered to be sleeping.

On the other hand, the third deadman time relay DMTR3 of the second determination unit 30 is connected to the power (warning sound driving signal) input through the first deadman time relay DMTR1 or the second deadman time relay DMTR2. Be a woman by In this case, when the third deadman time relay DMTR3 is excited for 4 seconds or more, the contact a is short-circuited.

When the driver presses the deadman reset pushbutton switch DRPS within 4 seconds after the third deadman time relay DMTR3 is excited, the third deadman time relay DMTR3 is no longer included in the first deadman time relay. Since the power applied through the DMTR1 or the second deadman time relay DMTR2 is not input, the third deadman time relay DMTR3 is decoded.

However, if the driver does not press the deadman reset pushbutton switch DRPS within 4 seconds after the third deadman time relay DMTR3 is excited, the first deadman time relay DMTR1 or the second deadman time relay ( The power input through the DMTR2 is input to the deadman relay DR through the contact a of the third deadman time relay DMTR3.

Thereafter, the deadman relay DR is excited by the power input through the contact a of the third deadman time relay DMTR3, whereby the power applied from the battery is a of the deadman relay DR. Input to the power cut-off unit 40 and the emergency braking device 50 through the contact, respectively.

In the above, the first power differential stage PCR1, the second power differential stage PCR2, and the third power differential stage PCR3 of the power cutoff unit 40 are applied through a contact a of the deadman relay DR. By excitation by blocking the drive signal output from the weekly controller 35, and at the same time, the emergency braking relay EmBR1 of the emergency braking unit 50 is also supplied to the power applied through the contact a of the deadman relay DR. Is excited by the emergency braking of the railway vehicle.

On the other hand, when a deadman no-fuse breaker (DMN) is installed on the power line, it is possible to prevent the driver from knowingly turning off the driving alert function.

In addition, the time limits of the deadman time relays DMTR1, DMTR2, and DMTR3 are not limited to the above-described set values but can be adjusted and used according to the needs of the driver.

As described above, in the present invention, if the driver does not operate the pedal periodically, the driver considers the driver to beep and generates a warning sound, and if the driver does not operate the reset switch within a certain time after the warning sound is generated, the driver is considered to have not woken up. By braking the railroad car and cutting off the power, the driver's drowsiness can be effectively prevented and safe driving is possible, and its structure is simple and can be easily applied to the remodeling and new car.

Claims (5)

In the driving boundary device of a railway vehicle having a pedal switch (DFS) and a daytime controller 35 that is turned on or off in response to a driver's operation, the pedal switch (DFS) is short-circuited if the pedal switch (DFS) remains on for a predetermined time. A first deadman time relay DMTR1 for supplying the power applied from the second deadman time relay for supplying power applied from the outside when the pedal switch DFS is in the OFF state continuously for a predetermined time ( DMTR2, an alarm sound generator 20 for generating an alarm sound by receiving external power through the first deadman time relay DMTR1 or the second deadman time relay DMTR2, and the first deadman time relay. It is energized by an external power supply supplied through the DMTR1 or the second deadman time relay DMTR2, and if the device is not re-charged within a predetermined time after being excited, a short circuit is applied to supply power applied from the outside. A third deadman time relay DMTR3, a deadman reset pushbutton switch DRPS for deciding the third deadman time relay DMTR3 in response to a driver's operation, and the third deadman time relay DMTR3. When the external power is supplied through the deadman relay (DR) for supplying the power applied from the outside and the external power is supplied from the deadman relay (DR), the drive signal output from the daytime controller 35 A power boundary device for a railway vehicle, comprising: a power cutoff unit 40 for blocking the emergency braking unit 50 for braking the railway vehicle by receiving external power through the deadman relay DR; . The first power cut-off of claim 1, wherein the power cut-off unit 40 is excited by an external power source supplied through the deadman relay DR to block a drive signal output from the weekly controller 35. A driving boundary device for a railway vehicle, comprising a relay (PCR1), a second power difference stage (PCR2), and a third power difference stage (PCR3). 2. The driver of claim 1, wherein the driver intentionally removes a driving alert function from a power line simultaneously applied to the first deadman time relay DMTR1, the second deadman time relay DMTR2, and the deadman relay DR. Deadman no-fuse breaker (DMN) is a locking device that prevents to prevent the driving of the railway vehicle, characterized in that installed. 2. The driving boundary device of claim 1, wherein the pedal switch (DFS) is configured to be turned on when the driver presses the pedal and to be turned off when the pedal is released. The method of claim 1, wherein the first deadman time relay DMTR1 is shorted when it is excited for 60 seconds or more and supplies power applied from the outside, and the second deadman time relay DMTR2 is shorted when it is turned off for 10 seconds or more. Driving boundary device of a railway vehicle, characterized in that the structure for supplying power applied from the outside.