AU2017391885B2 - Diesel Locomotive Driver Controller with Loading Protection Function - Google Patents
Diesel Locomotive Driver Controller with Loading Protection Function Download PDFInfo
- Publication number
- AU2017391885B2 AU2017391885B2 AU2017391885A AU2017391885A AU2017391885B2 AU 2017391885 B2 AU2017391885 B2 AU 2017391885B2 AU 2017391885 A AU2017391885 A AU 2017391885A AU 2017391885 A AU2017391885 A AU 2017391885A AU 2017391885 B2 AU2017391885 B2 AU 2017391885B2
- Authority
- AU
- Australia
- Prior art keywords
- traction
- driver controller
- locomotive
- brake
- switch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Regulating Braking Force (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Abstract The invention discloses a diesel locomotive driver controller with a loading protection function. A traction position, a brake position and a locomotive idling position are set on gears of the driver controller. The traction position includes traction I, traction II, traction III, traction IV and traction V from low speed to high speed of a locomotive; the brake position includes brake I, brake II, brake III and brake IV from low braking force to high braking force of the locomotive; the locomotive idling position is set between the traction I and the brake I. A traction pre-brake position with an override loading protection function is set between the traction I and the locomotive idling position, and a resistance pre-brake position with a condition conversion protection function is set between the brake I and the locomotive idling position. The invention has the advantages that the diesel locomotive driver controller with the loading protection function can greatly reduce accidental conditions caused by misoperation of the driver, protect main devices of the locomotive to the largest extent and enable the locomotive to have better reliability and safety.
Description
Diesel Locomotive Driver Controller with Loading Protection Function
Technical Field
The invention relates to a driver controller, in particular to a diesel locomotive driver controller with a loading protection function, which belongs to the field of diesel locomotives.
Background Art
The console of a diesel locomotive is generally provided with the driver controller, and a driver can perform functions of locomotive loading, traction or resistance braking condition conversion, diesel speed regulation, etc through the driver controller.
Before locomotive traveling, the driver can lift a driver controller lever from the idling position to the loading position or the traction position, and then action of relevant contactors is achieved through corresponding logic circuits to enable an exciter circuit and a main circuit to form a closed loop to complete loading.
The traditional driver controller is generally provided with gears of traction V-traction IV-traction III-traction II-traction I-locomotive idling position-brake I-brake II-brake III-brake IV.
When the driver controller is at the locomotive idling position, a diesel engine runs at constant low speed after started;
When the driver controller is at the traction I position, the locomotive is in the traction condition loading state, the condition conversion switch is at the traction position, the other traction related contactors act, and the locomotive will be powered when the exciter circuit and the main circuit form the closed loop and generate current; the driver can speed up or down according to the actual road conditions and the load conditions;
When the driver controller is at the brake I position, the locomotive is in the resistance braking condition loading state, the condition conversion switch is at the resistance braking position, the resistance braking related contactors act, and the locomotive will get resistance braking force when the resistance braking exciter circuit and the main circuit form the closed loop and generate current, thereby achieving locomotive deceleration; the driver can regulate the resistance braking force according to the actual load conditions and the load conditions by means of the resistance braking gear change.
Although this driver controller scheme is the traditional design in the field of the diesel locomotives electrical systems, it's hard to avoid accidental conditions caused by misoperation or unconventional operation of the driver in the actual application process. E.g., the driver may switch the driver controller from the idling position directly to the traction V position, the locomotive microcomputer will adjust the locomotive power to the maximum according to the command, but the diesel speed cannot be adjusted to the maximum speed quickly due to mechanical inertia at the moment, which will lead to overload directly and is prone to generate black smoke. Or, the driver may directly switch the traction 5 position to the traction 4 position, the condition conversion switch needs to be converted immediately at the moment, but there is still remaining current in the main circuit, which will lead to burning of main contacts of the conversion switch directly due to arcing. Therefore, the traditional design scheme has severe potential safety hazard.
Contents of the Invention
The invention designs a novel loading protection control scheme specific to safety hidden hazards existing in the traditional driver controller scheme of diesel locomotives, which can greatly reduce accidental conditions caused by misoperation of the driver and enables the locomotive to have better reliability and safety.
2017391885 06 Feb 2020
The technical scheme adopted by the invention is a diesel locomotive driver controller with a loading protection function. The driver controller includes a traction position, a brake position and a locomotive idling position set on gears of the driver controller. The traction position includes traction I, traction II, traction III, traction IV and traction V from low speed 5 to high speed of a locomotive; the brake position includes brake I, brake II, brake III and brake IV from low braking force to high braking force of the locomotive; and the locomotive idling position is set between the traction I and the brake I. A traction pre-brake position with an override loading protection function is set between the traction I and the locomotive idling position, and a resistance pre-brake position with a condition conversion protection function is set between the brake I and the locomotive idling position.
In the diesel locomotive driver controller with the loading protection function, the gears of the driver controller are selected according to commands sent by a locomotive microcomputer, and a traction command switch, a resistance braking command switch, a gear signal I switch, a gear signal II switch and a gear signal III switch are arranged between the .5 locomotive microcomputer and the driver controller.
In the diesel locomotive driver controller with the loading protection function, the driver controller is at the locomotive idling position when all the switches between the locomotive microcomputer and the driver controller are off; the driver controller is converted between the traction pre-brake position, the traction I, the traction II, the traction III, the traction IV and 20 the traction V when the traction command switch between the locomotive microcomputer and the driver controller is on; the driver controller is converted between the resistance pre-brake position, the brake I, the brake II, the brake III and the brake IV when the resistance braking
2017391885 06 Feb 2020 command switch between the locomotive microcomputer and the driver controller is on.
In the diesel locomotive driver controller with the loading protection function, the driver controller is at the traction pre-brake position when the traction command switch between the locomotive microcomputer and the driver controller is on, the gear signal III switch is on and the other switches are off; the driver controller is at the traction I when the traction command switch and the gear signal II switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction II when the traction command switch, the gear signal II switch and the gear signal III switch between the locomotive microcomputer and the driver controller are on and the other switches are off;
the driver controller is at the traction III when the traction command switch and the gear signal I switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction IV when the traction command switch, the gear signal I switch and the gear signal III switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the .5 driver controller is at the traction V when the traction command switch, the gear signal I switch and the gear signal II switch between the locomotive microcomputer and the driver controller are on and the other switches are off.
In the diesel locomotive driver controller with the loading protection function, the driver controller is at the resistance pre-brake position when the resistance braking command switch 20 between the locomotive microcomputer and the driver controller is on, the gear signal III switch is on and the other switches are off; the driver controller is at the brake I when the resistance braking command switch and the gear signal II switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver
2017391885 06 Feb controller is at the brake II when the resistance braking command switch, the gear signal II switch and the gear signal III switch between the locomotive microcomputer and the
4a driver controller are on and the other switches are off; the driver controller is at the brake III when the resistance braking command switch and the gear signal I switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the brake IV when the resistance braking command switch, the gear signal I switch and the gear signal III switch between the locomotive microcomputer and the driver controller are on and the other switches are off
The invention has the advantages that the diesel locomotive driver controller with the loading protection function can greatly reduce accidental conditions caused by misoperation of the driver, protect main devices of the locomotive to the largest extent and enable the locomotive to have better reliability and safety.
Description of Figures
Figure 1 is the driver controller gear schematic diagram.
Figure 2 is the driver controller gear and locomotive microcomputer interface circuit diagram.
Figure 3 is the driver controller gear and locomotive microcomputer command logic relation diagram.
Marks in figures: 1-Traction I, 2-Traction II, 3-Traction III, 4-Traction IV, 5-Traction IV, TR-Traction pre-brake position, IDLE-Locomotive idling position, DB-Resistance pre-brake position, Γ-Brake I, 2'-Brake II, 3'-Brake III, 4'-Brake IV, SI-Traction command switch, S2-Resistance braking command switch, S3-Gear signal I switch, S4-Gear signal II switch, S5-Gear signal III switch.
Specific embodiments
The diesel locomotive driver controller with a loading protection function is further described below by combining the figures.
The diesel locomotive driver controller with the loading protection function is disclosed. The traction position, the brake position and the locomotive running-out position are set on gears of the driver controller. The traction position includes traction I 1, traction II 2, traction III 3, traction IV 4 and traction V 5 from low speed to high speed of a locomotive; the brake position includes brake IT, brake II 2', brake III 3' and brake IV 4' from low braking force to high braking force of the locomotive; the locomotive idling position IDLE is set between the traction I 1 and the brake I Γ. A traction pre-brake position TR with an override loading protection function is set between the traction I 1 and the locomotive idling position IDLE, and a resistance pre-brake position DB with a condition conversion protection function is set between the brake I 1 and the locomotive idling position IDLE.
The gears of the driver controller are selected according to commands sent by a locomotive microcomputer, and a traction command switch SI, a resistance braking command switch S2, a gear signal I switch S3, a gear signal II switch S4 and a gear signal III switch S5 are arranged between the locomotive microcomputer and the driver controller.
The driver controller is at the locomotive idling position IDLE when all the switches between the locomotive microcomputer and the driver controller are off; the driver controller is converted between the traction pre-brake position TR, the traction I 1, the traction II 2, the traction III 3, the traction IV 4 and the traction V 5 when the traction command switch SI between the locomotive microcomputer and the driver controller is on; the driver controller is converted between the resistance pre-brake position DB, the brake I Γ, the brake II 2', the brake III 3' and the brake IV 4' when the resistance braking command switch S2 between the locomotive microcomputer and the driver controller is on.
The driver controller is at the traction pre-brake position TR when the traction command switch SI between the locomotive microcomputer and the driver controller is on, the gear signal III switch S5 is on and the other switches are off; the driver controller is at the traction I 1 when the traction command switch SI and the gear signal II switch S4 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction II 2 when the traction command switch S1, the gear signal II switch S4 and the gear signal III switch S5 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction III 3 when the traction command switch SI and the gear signal I switch S3 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction IV 4 when the traction command switch S1, the gear signal I switch S3 and the gear signal III switch S5 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction V 5 when the traction command switch SI, the gear signal I switch S3 and the gear signal II switch S4 between the locomotive microcomputer and the driver controller are on and the other switches are off.
The driver controller is at the resistance pre-brake position DB when the resistance braking command switch S2 between the locomotive microcomputer and the driver controller is on, the gear signal III switch S5 is on and the other switches are off; the driver controller is at the brake I 1' when the resistance braking command switch S2 and the gear signal II switch S4 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the brake II 2' when the resistance braking command switch S2, the gear signal II switch S4 and the gear signal III switch S5 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the brake III 3' when the resistance braking command switch S2 and the gear signal I switch S3 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the brake IV 4' when the resistance braking command switch S2, the gear signal I switch S3 and the gear signal III switch S5 between the locomotive microcomputer and the driver controller are on and the other switches are off.
The diesel locomotive driver controller with the loading protection function is provided 12 gears of traction V 5-traction IV 4-traction III 3 -traction II 2-traction I 1 -traction pre-brake position TR-locomotive idling position IDLE-resistance pre-brake position DB-brake I 1 -brake II 2-brake III 3-brake IV 4, two gears of traction pre-brake position TR and resistance pre-brake DB are added compared with the traditional scheme, and the specific scheme is shown in Figure 1.
For the traction pre-brake position TR, when the driver switches the controller from the locomotive idling position IDLE to the traction pre-brake position TR, the locomotive is in the traction condition ready state, the condition conversion switch is at the traction position, the other traction related contactors act to enable the exciter circuit and the main circuit to form the closed loop, but the locomotive microcomputer does not generate exciting current at the moment, and the locomotive has no power accordingly. When the driver further switches the controller from the traction pre-brake position TR to the traction I 1, the locomotive microcomputer will generate exciter current, so that the locomotive will have power. The locomotive power will also be increased with increase of the traction gear.
For the resistance pre-brake position DB, when the driver switches the controller from the locomotive idling position IDLE to the resistance pre-brake position TR, the locomotive is in the resistance braking condition ready state, the condition conversion switch is at the resistance braking position, the other resistance braking related contactors act to enable the resistance braking exciter circuit and the main circuit to form the closed loop, but the locomotive microcomputer does not generate resistance braking exciting current at the moment, and the locomotive has no resistance braking force accordingly. In case the driver further switches the controller from the resistance pre-brake position DB to the brake I 1, the locomotive microcomputer will generate the resistance braking exciting current to enable the locomotive to have the resistance braking force. The resistance braking force will also be increased with increase of the resistance braking gear.
Locomotive microcomputer loading protection control function:
The locomotive microcomputer will collect the gear conditions of the driver controller in real time and unload immediately to protect the main devices of the locomotive in case abnormal operation conditions are detected. The driver controller gear and locomotive microcomputer interface circuit is shown as Figure 2.
The specific principle is as follows
1. At the locomotive idling position IDLE, the locomotive microcomputer does not receive any traction or brake command according to the closing point logic of Figure 3, therefore the locomotive microcomputer does not need to make corresponding control response;
2. For the traction pre-brake position, when the driver controller lever is set at the traction pre-brake position TR or any traction gear (the traction I 1 to the traction V 5), the traction command switch SI point in the locomotive microcomputer interface circuit is closed, i.e. a traction command from the driver controller is received, and meanwhile the locomotive microcomputer will enter the traction state and control work of the traction related contactors;
For the resistance pre-brake position DB, when the driver controller lever is set at the resistance pre-brake position DB or any brake gear (the brake I Γ to the brake IV 4'), the resistance braking command switch S2 point in the locomotive microcomputer interface circuit is closed, i.e. a braking command from the driver controller is received, and meanwhile the locomotive microcomputer will enter the braking state and control work of the braking related contactors;
There is also corresponding relation between different traction gears (the traction I 1 to the traction V 5) and brake gears (the brake I Γ to the brake IV 4') and the position signals of the locomotive microcomputer. The driver controller is at the traction pre-brake position TR when the traction command switch SI between the locomotive microcomputer and the driver controller is on, the gear signal III switch S5 is on and the other switches are off; the driver controller is at the traction I 1 when the traction command switch SI and the gear signal II switch S4 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction II 2 when the traction command switch SI, the gear signal II switch S4 and the gear signal III switch S5 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction III 3 when the traction command switch SI and the gear signal I switch S3 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction IV 4 when the traction command switch SI, the gear signal I switch S3 and the gear signal III switch S5 between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction V 5 when the traction command switch S1, the gear signal I switch S3 and the gear signal II switch S4 between the locomotive microcomputer and the driver controller are on and the other switches are off. The driver controller is at the resistance pre-brake position DB when the resistance braking command switch S2 between the locomotive computer and the driver controller is on, the gear signal III switch S5 is on and the other switches are off; the driver controller is at the brake I Γ when the resistance braking command switch S2 and the gear signal II switch S4 between the locomotive computer and the driver controller are on and the other switches are off; the driver controller is at the brake II 2' when the resistance braking command switch S2, the gear signal II switch S4 and the gear signal III switch S5 between the locomotive computer and the driver controller are on and the other switches are off; the driver controller is at the brake III 3' when the resistance braking command switch S2 and the gear signal I switch S3 between the locomotive computer and the driver controller are on and the other switches are off; the driver controller is at the brake IV 4' when the resistance braking command switch S2, the gear signal I switch S3 and the gear signal III switch S5 between the locomotive computer and the driver controller are on and the other switches are off.
The locomotive microcomputer will implement functions of relevant contactor action, condition conversion and loading protection according to the gears of the driver controller. Wherein, the loading protection function mainly includes the following two aspects:
Override loading protection function:
Take the traction condition as an example, the driver should wait for at least 1 second when switching the controller from the locomotive idling position IDLE to the traction pre-brake position TR to ensure that the contactors have sufficient action and feedback time. In case the driver directly switches the controller from the locomotive idling position IDLE to the traction I 1 or other traction gears due to misoperation, the microcomputer will judge that the driver controller is directly overridden to the traction gear without stopping at the traction pre-brake position TR, the microcomputer will not control the contactors to act at the moment, and the locomotive cannot complete loading accordingly.
2017391885 06 Feb 2020
The design principle of the resistance pre-brake position DB of the resistance braking condition is the same as that of the traction pre-brake position TR of the traction condition.
Condition conversion protection function:
When the traction condition is switched to the resistance braking condition, the traction 5 gear should be returned to the locomotive idling position IDLE sequentially, then converted to the resistance pre-brake position DB, staying for at least 1 second, and then switched to the brake I 1 or the other resistance braking gears after relevant contactors act. In the conversion process, in case the locomotive microcomputer detects that the driver controller gear is overridden to the resistance braking gear directly from the traction gear or there is still 0 remaining current in the locomotive main circuit due to generator remanence in the conversion process, the locomotive microcomputer will not control the conversion switch to act, the resistance braking related contactors will not act, the resistance braking condition loading cannot be completed at the moment, and the driver needs to return the driver controller gear to the locomotive idling position IDLE and performs loading under the 5 resistance braking condition after the main loop current is zero.
It will be understood that the term “comprise” and any of its derivatives (eg comprises, comprising) as used in this specification is to be taken to be inclusive of features to which it refers, and is not meant to exclude the presence of any additional features unless otherwise stated or implied.
The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement or any form of suggestion that such prior art forms part of the common general knowledge.
It will be appreciated by those skilled in the art that the invention is not restricted in its use to the particular application described. Neither is the present invention restricted in its 25 preferred embodiment with regard to the particular elements and/or features described or
2017391885 06 Feb 2020 depicted herein. It will be appreciated that various modifications can be made without departing from the principles of the invention. Therefore, the invention should be understood to include all such modifications in its scope.
Claims (5)
1. A diesel locomotive driver controller with a loading protection function, the driver controller including:
a traction position, a brake position and a locomotive idling position set on gears of the driver controller, wherein the traction position includes traction I, traction II, traction III, traction IV and traction V from low speed to high speed of a locomotive;
wherein the brake position includes brake I, brake II, brake III and brake IV from low braking force to high braking force of the locomotive; and wherein the locomotive idling position is set between the traction I and the brake I, characterized in that a traction pre-brake position with an override loading protection function is set between the traction I and the locomotive idling position, and a resistance pre-brake position with a condition conversion protection function is set between the brake I and the locomotive idling position.
2. The diesel locomotive driver controller with the loading protection function according to Claim 1, characterized in that the gears of the driver controller are selected according to commands sent by a locomotive microcomputer, and a traction command switch, a resistance braking command switch, a gear signal I switch, a gear signal II switch and a gear signal III switch are arranged between the locomotive microcomputer and the driver controller.
3. The diesel locomotive driver controller with the loading protection function according to Claim 2, characterized in that the driver controller is at the locomotive idling position when all the switches between the locomotive microcomputer and the driver controller are off; the
2017391885 06 Feb 2020 driver controller is converted between the traction pre-brake position, the traction I, the traction II, the traction III, the traction IV and the traction V when the traction command switch between the locomotive microcomputer and the driver controller is on; the driver controller is converted between the resistance pre-brake position, the brake I, the brake II, the brake III and the brake IV when the resistance braking command switch between the locomotive microcomputer and the driver controller is on.
4. The diesel locomotive driver controller with the loading protection function according to Claim 3, characterized in that the driver controller is at the traction pre-brake position when the traction command switch between the locomotive microcomputer and the driver controller is on, the gear signal III switch is on and the other switches are off; the driver controller is at the traction I when the traction command switch and the gear signal II switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction II when the traction command switch, the gear signal II switch and the gear signal III switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction III when the traction command switch and the gear signal I switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction IV when the traction command switch, the gear signal I switch and the gear signal III switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the traction V when the traction command switch, the gear signal I switch and the gear signal II switch between the locomotive microcomputer and the driver controller are on and the other switches are off.
2017391885 06 Feb 2020
5. The diesel locomotive driver controller with the loading protection function according to claim 3, characterized in that the driver controller is at the resistance pre-brake position when the resistance braking command switch between the locomotive microcomputer and the driver controller is on, the gear signal III switch is on and the other switches are off; the driver controller is at the brake I when the resistance braking command switch and the gear signal II switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the brake II when the resistance braking command switch, the gear signal II switch and the gear signal III switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the brake III when the resistance braking command switch and the gear signal I switch between the locomotive microcomputer and the driver controller are on and the other switches are off; the driver controller is at the brake IV when the resistance braking command switch, the gear signal I switch and the gear signal III switch between the locomotive microcomputer and the driver controller are on and the other switches are off.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710527542.8A CN107472264B (en) | 2017-06-30 | 2017-06-30 | Diesel locomotive driver controller with load defencive function |
| CN2017105275428 | 2017-06-30 | ||
| PCT/CN2017/113543 WO2019000828A1 (en) | 2017-06-30 | 2017-11-29 | Internal combustion locomotive driver controller having loading protective function |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AU2017391885A1 AU2017391885A1 (en) | 2019-01-17 |
| AU2017391885B2 true AU2017391885B2 (en) | 2020-03-05 |
Family
ID=60595469
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2017391885A Active AU2017391885B2 (en) | 2017-06-30 | 2017-11-29 | Diesel Locomotive Driver Controller with Loading Protection Function |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN107472264B (en) |
| AU (1) | AU2017391885B2 (en) |
| WO (1) | WO2019000828A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115416722B (en) * | 2022-10-09 | 2023-08-08 | 中车株洲电力机车有限公司 | Vehicle, cab, fault judging method and device and allowable error correcting method |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2523142A (en) * | 1946-05-07 | 1950-09-19 | Westinghouse Electric Corp | Control system |
| US4695941A (en) * | 1985-07-29 | 1987-09-22 | General Electric Company | Loss of electrical feedback detector |
Family Cites Families (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2666877A (en) * | 1952-02-13 | 1954-01-19 | Westinghouse Electric Corp | Dynamic-braking protection |
| CN201097379Y (en) * | 2007-07-25 | 2008-08-06 | 谢步明 | Novel engine controller based on network transmission technology |
| RU2514961C1 (en) * | 2012-11-29 | 2014-05-10 | Закрытое акционерное общество "Кронид-ЭЛ" | Device for regulation of regenerative brake for direct-current locomotive |
| KR101417969B1 (en) * | 2013-02-27 | 2014-07-09 | 한국철도기술연구원 | rotation type railway car driver's cabin control unit |
| CN203543965U (en) * | 2013-11-11 | 2014-04-16 | 南车株洲电力机车有限公司 | Rail transit driver controller interlocking mechanism and driver controller |
| CN104670248A (en) * | 2013-11-29 | 2015-06-03 | 中国北车集团大连机车研究所有限公司 | Microcomputer control system of internal combustion locomotive |
| DE102013224879A1 (en) * | 2013-12-04 | 2015-06-11 | Siemens Aktiengesellschaft | Operating arrangement for the driver's cab of a rail vehicle |
| CN103879414B (en) * | 2014-03-26 | 2016-03-30 | 中车信息技术有限公司 | A kind of railway locomotive optimized handling method based on self adaptation A-Star algorithm |
| CN103847749B (en) * | 2014-03-27 | 2016-03-30 | 中车信息技术有限公司 | Sequence generating method handled by a kind of double-deck multiple-objection optimization railway locomotive |
| CN105644593B (en) * | 2015-12-22 | 2017-07-18 | 中国铁道科学研究院通信信号研究所 | A kind of hump remote control suitable for HXN5B type high-power locomotives pushes away peak control system |
| CN205675030U (en) * | 2016-06-20 | 2016-11-09 | 内蒙古包钢钢联股份有限公司 | Locomotive flexible trigger circuit |
| CN205930719U (en) * | 2016-08-26 | 2017-02-08 | 西安开天铁路电气股份有限公司 | Prevent unlocking device of handle maloperation |
| CN106347382B (en) * | 2016-09-29 | 2018-06-22 | 中车戚墅堰机车有限公司 | Diesel locomotive wirelessly joins remote control again |
| CN106740905B (en) * | 2016-12-01 | 2019-03-22 | 中车戚墅堰机车有限公司 | Traction control circuit under multi-locomotive single machine fault condition |
| CN106781817B (en) * | 2016-12-26 | 2022-12-23 | 郑州爱普锐科技有限公司 | Driver controller for diesel locomotive teaching |
| CN106627606B (en) * | 2016-12-28 | 2018-09-07 | 西安沙尔特宝电气有限公司 | A kind of driver controller based on Ethernet control |
-
2017
- 2017-06-30 CN CN201710527542.8A patent/CN107472264B/en active Active
- 2017-11-29 AU AU2017391885A patent/AU2017391885B2/en active Active
- 2017-11-29 WO PCT/CN2017/113543 patent/WO2019000828A1/en active Application Filing
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2523142A (en) * | 1946-05-07 | 1950-09-19 | Westinghouse Electric Corp | Control system |
| US4695941A (en) * | 1985-07-29 | 1987-09-22 | General Electric Company | Loss of electrical feedback detector |
Also Published As
| Publication number | Publication date |
|---|---|
| CN107472264A (en) | 2017-12-15 |
| CN107472264B (en) | 2019-02-01 |
| WO2019000828A1 (en) | 2019-01-03 |
| AU2017391885A1 (en) | 2019-01-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| GB1409601A (en) | Adjustable voltage thyristor-controlled hoist control for a dc motor | |
| AU2017391885B2 (en) | Diesel Locomotive Driver Controller with Loading Protection Function | |
| CN203406808U (en) | Frequency conversion apparatus for taper motor of crane | |
| CN209777994U (en) | Remote testing device for machine-room-less brake | |
| CN106531488B (en) | A kind of disconnecting switch anti kickback attachment and method | |
| CN205532981U (en) | Take starting circuit of neutral protection | |
| CN201923009U (en) | Double-brake lamp switching circuit for outputting different signals | |
| CN203651482U (en) | Electromagnetic type mistaken-stamping-preventing accelerator pedal | |
| CN112645218A (en) | Electrical control loop of crane brake and control method thereof | |
| US2493005A (en) | Electric winch control system | |
| CN110540117A (en) | remote testing device for machine-room-less brake | |
| CN203651600U (en) | School bus and stopping signal plate control system thereof | |
| US2629058A (en) | Electric traction and braking system | |
| CN203296937U (en) | Engine exhaust brake control device with flameout preventing function | |
| CN105715451A (en) | Yaw control circuit of wind generating set | |
| US2539552A (en) | Motor braking and line circuit control | |
| US2579317A (en) | Control system | |
| US3068716A (en) | Automatic kick down assembly for overdrive transmission | |
| US2403048A (en) | Electric motor control system | |
| US2769127A (en) | Control systems for hoists and the like | |
| US2342756A (en) | Dynamic braking system | |
| US3136174A (en) | Electromechanical equipment for controlling the running of an electric vehicle | |
| CN105857499A (en) | Intelligent repairing method for electric vehicle | |
| US2371833A (en) | Generating electric traction and control system | |
| CN204458047U (en) | The slow control circuit of automobile engine to exhaust |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FGA | Letters patent sealed or granted (standard patent) |