JP2001207881A - Diesel engine automatic stopping device of monorail carrier - Google Patents

Abstract

PROBLEM TO BE SOLVED: To use a diesel engine as a driving source of a motor vehicle of a monorail carrier, and stop the engine simultaneously when stopping a car at the starting end and the tail end of a rail. SOLUTION: This device is provided with a limit switch for taking two states of departure and stopping by a stopping departure operation lever or an automatic stopping lever. Oiling is stopped when the limit switch is switched to stopping from departure. Fuel supply to the diesel engine is stopped after a specific time to stop the diesel engine of the motor vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic stopping device for a diesel engine of a single-rail carrier. The single-rail vehicle is a device that automatically moves a load on a single rail laid in a mountainous or hilly area. It originally originated in the tangerine orchard in Ehime to transport tangerines, fertilizers and agricultural tools. A small truck with a load of about 250 kg was connected to a small motor vehicle. It is later used for agriculture to transport fertilizers and products.

[0002] It is sometimes used for civil engineering to carry heavy objects such as stones, cement and gravel. In that case, the transport vehicle has a large capacity such as 1 to 2 tons.
Since there is no single rail, use a combination of upper and lower rails. In the Applicant's device, the rack is on the side and meshes with the side drive pinion for both single and double rails. This is common to all.

[0003] Many drive sources have been gasoline engines. For things that use an engine, lay wires and cables
There is no need to lay along It is suitable for remote areas in the mountains. However, the use of an engine has limited power and poor operability, so that an electric single-rail carrier is sometimes manufactured and used. When electricity is used, various electronic circuits can be used, and starting and stopping are easy.

The present applicant has manufactured a gasoline engine and a motor. Now I want to make a diesel engine. SUMMARY OF THE INVENTION The present invention is directed to a single-rail truck driven by a diesel engine and to provide a new automatic stop device for an engine.

[0005]

2. Description of the Related Art A single-rail carrier comprises a motor vehicle and a carrier. In the case of the engine drive, the motor vehicle is driven by the engine. The fuel is gasoline mixed with lubricating oil. A two-cycle gasoline engine is mounted on a motor vehicle. Ray
Is a 50 mm square pipe. Racks are welded on the rails, above, below and sideways. In all of our single rail vehicles, the racks are on the side. Powered vehicles are engines, clutches,
Gear reduction mechanism, brake, upper wheel, lower wheel, pinion,
It has an oil tank and a manual operation lever. Slow down the engine and turn the pinion. The pinion pushes the rack and the powered vehicle moves by the reaction. Carriers carry luggage and do not move themselves. Towed by motor vehicle.

Heretofore, the drive source of the single-rail carrier manufactured by the present applicant has been a gasoline engine or an electric motor. In the case of small single-rail vehicles where cables could not be laid, all were gasoline engines. It is a two-cycle gasoline engine, and the whole device is easily reduced in size and weight. Therefore, the price of the motor vehicle can be reduced. It has the advantage of low initial investment. The light weight of motor vehicles is an advantage for single-rail vehicles.

However, gasoline engines have disadvantages. One is that fuel is expensive. Unlike passenger cars, the two-stroke gasoline engine of a single rail vehicle uses fuel mixed with lubricating oil in addition to gasoline. Examples thereof include a mixture of gasoline 20 to 25 and lubricating oil at a ratio of 1 (mixed oil). Without lubricating oil, the engine would burn. Since lubricating oil is expensive, it increases the fuel cost. For example, a gasoline alone costs 90 yen per liter, but a mixed oil containing lubricating oil costs 120 yen per liter.

There is also a management problem. If the mixed fuel of lubricating oil and gasoline is left unused for a while, the volatility of gasoline is good, so the proportion of lubricating oil increases by the amount of gasoline volatilization. Then, the ratio of the lubricating oil in the float chamber of the carburetor increases, and the ratio of the lubricating oil of the residual fuel also increases in the engine crankcase. If a fuel with a high proportion of lubricating oil remains in the engine crank chamber, the spark plug is wet with lubricating oil having poor flammability, so that the spark plug does not spark when starting the engine and the engine does not start. To do so, the spark plug must be removed and cleaned.
The engine must run idle to remove residual fuel and a clean spark plug must be installed before starting the engine. It requires very complicated work. A single-rail truck that requires no maintenance and can be started immediately is desired.

There are still problems with two-stroke gasoline engines. When the humidity decreases in cold weather, the air sucked from the carburetor flows faster when passing through the venturi, and the temperature decreases. Therefore, the icing phenomenon that the atomized fuel freezes may occur. In such a case, it is necessary to warm around the engine when starting the engine. Since the truck cannot be started immediately, it takes time to start work.

[0010] The Applicant has now conceived of manufacturing a single-rail carrier for a diesel engine. When a diesel engine is used as a drive source, there is no spark plug, so the spark plug does not need to be cleaned. Diesel engines use light oil as fuel. Gas oil is less volatile than gasoline,
The engine starts immediately after being left for a long time. This is very useful. I am grateful that daily maintenance is unnecessary. It also saves fuel economy itself. Diesel engines use light oil. Light oil is cheaper than gasoline and does not require lubrication. For example, even if the mixed oil is 120 yen per liter, the fuel cost can be reduced because light oil is about 70 yen.

[0011]

Conventionally, single-rail vehicles have no automatic engine stop function. At the end of the rail, there is a stopper, and the automatic stop lever rotates when it hits it to operate the stop brake and stop. The vehicle stops, but the engine does not. Lubricating oil is dropped on rails and racks to provide lubricity, but this must also be stopped. It is necessary to stop the engine by turning the key switch. Conventionally, there was a person at the end of the rail, turning the key switch to stop the engine, closing the oil supply valve by hand, and stopping the supply of lubricating oil. It is inconvenient to think about stopping the engine and refueling valve when there is a person. At the end point of the rail, the stop brake works and stops without permission.
We want lubrication oil supply to stop without permission. This is a problem with single-rail vehicles that only carry luggage.

[0012] Riding single-rail vehicles have begun to be used. Work such as logging and preservation of forests on mountain slopes,
Occasionally, workers may climb a single-rail carrier to work at a power plant. For example, one team is made up of five people, but there is no problem if all of them can get on a single-rail carrier together. However, sometimes only one person has an errand and is late. In this case, if the first four people get off the single-rail carrier and leave it alone, the latecomers will have to walk up. Therefore, the single-rail carriage is returned to the foot, but if it is returned unattended, it will stop at the beginning, but the engine and refueling will not stop, so fuel and oil will be wasted. There he got up, but one of the four had to get off the mountain in a single-rail carrier and wait for the laggard at the foot. This is both inconvenient and inconvenient.

It is desirable to have a single-rail carrier that automatically stops at the end of the rail and automatically stops the engine. The applicant has so far used a gasoline engine as a power source. A gasoline engine driven single rail vehicle equipped with an automatic engine stop device has already been invented. Japanese Patent Application No. 11-85395, "Automatic lubrication stop system for single rail vehicles". This provides an excellent mechanism for automatically stopping the gasoline engine. That's fine for gasoline engines. However, the present applicant now seeks to newly manufacture a single-rail carrier powered by a diesel engine. Since the diesel engine and the gasoline engine have different structures, the automatic stop device is also different. SUMMARY OF THE INVENTION It is an object of the present invention to provide an automatic stopping device for a diesel engine in a single-rail vehicle powered by a diesel engine.

[0014]

According to the present invention, there is provided a single-rail carrier having an engine of a diesel engine, a limit switch for starting and stopping by a stop / start operating lever or an automatic stop lever. The refueling is stopped when the vehicle is switched from the start to the stop, and after a predetermined time, the fuel supply of the diesel engine is stopped to stop the diesel engine of the motor vehicle.
Since it is a diesel engine, there is no spark plug and there is no need to cut off the high voltage for the spark plug. Simply stopping the fuel supply stops the diesel engine.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS There are several problems in changing the drive source from a gasoline engine to a diesel engine. In the above invention, a gasoline engine automatic stop mechanism is provided. It is convenient for diesel engines to have an automatic engine stop mechanism. However, gasoline engines and diesel engines have different structures, ignition methods, and fuels, so the structure applicable to gasoline engines cannot be directly used for diesel engines.

[0016]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a single-rail transport vehicle according to the present invention. FIG. 1 is a right side view of a motor vehicle of a single-rail carrier according to an embodiment of the present invention, and FIG. 2 is a left side view. FIG. 3 is a rear view of the motor vehicle.

The power vehicle 1 has a traveling device 2 below. The traveling device and the power transmission mechanism are housed inside the frame 3. The frame 3 is an Al alloy. When it is made of an Al alloy, it is lightweight and robust. It can also be made of cast iron using a mold. The stop / start operation lever 4 rotatably provided upward is for applying and releasing a brake. The automatic stop lever 5 rotatably provided downward also applies or releases a brake. The operator operates the stop / start operation lever 4 that has come out upward by hand. The automatic stop lever 5 hanging downward is automatically operated by a stopper provided on the ground.

Several additional superstructures are provided on the frame 3. An oil tank 6 is provided above the center. As can be seen in FIG. 2, the oil gradually drops from the oil supply cock 7 through the hose 8 onto the rail.

Further, a battery box 9 is provided in front of the frame 3 and accommodates a rechargeable battery. The battery is mainly for driving the starter motor. In the case of a small single-rail carrier, there was also a type in which there was no cell motor and a rope was pulled to start the engine. Because it needed strength and knack, it started to attach a self-motor. That's why batteries were needed. Since there is a battery, it can be used for other control mechanisms.

A fuel tank 10 is further on the upper right side.
This holds the fuel of the engine 11. The fuel is light oil because it uses a diesel engine.

The rotation of the diesel engine 11 is transmitted to a gear reduction mechanism (mission) via a centrifugal clutch. The mission 12 is inside the frame 3. This does not include chains and the like. The gears are multistage decelerated. A starter motor 13 is mounted in front of the engine 11. A downhill brake (constant speed brake) 14 is provided on the left side of the frame 3. This is a combination of a shoe and a brake drum that spread by centrifugal force. If the rotation of the rotating shaft is increased, the shoe is prevented from contacting the drum and the speed is prevented from becoming excessive. Prevents excessive speed when going downhill.
This is to set the acceleration to 0, not to the speed, even if it is called a brake.

There are three braking devices on a single rail carrier.
One is to stop at the beginning and end, and is called a stop brake. The other is an emergency stop brake that stops when the speed becomes excessive. This is a last resort to prevent accidents and usually does not work. The other is a constant speed (downhill) brake 14. This is for safely descending at a constant speed. These three types of brakes should not be confused.

A muffler 15 is provided at the top of the head for exhausting the engine 11. The muffler 15 is protected by a muffler cover 16.

A universal joint 17 is provided on the back of the traveling device 2. This is for connecting to a subsequent carrier (not shown). A mission oil lubrication port 18 is provided at the mission 12 portion of the frame 3. The transmission consists of a gear train but needs to be lubricated with oil or grease. There are also single-rail trucks of the type in which power is transmitted by chains and sprockets. However, applicant does not take such a fragile transmission mechanism. The chain breaks. Runs out when cut. Runaway will result in an accident. It is a danger. So choose a gear reduction mechanism. Even if the gears break, they just stop and do not run away. So it is safe. Lubrication is important because it is a gear. Here, the entire transmission case is filled with lubricating oil.

A change lever 19 is provided on the upper surface of the frame 3.
There is. This performs forward / reverse switching. The meshing of the gears is changed, and the direction of forward / reverse is switched. In addition, the speed reduction ratio is changed, and the absolute value of the speed, such as the first speed and the second speed, is also switched. In this example, the intermediate position is reverse, the second speed to the left and the first speed to the right, and the intermediate position between the reverse, the first speed, and the second speed is neutral.

The rail 21 with the rack 20 welded to the side is a square iron pipe. It is a rail of 50 mm x 50 mm. A rail beam is welded to the side of the rail 21 on the side without the rack, and the rail is cantilevered by a column. The rack 20 is formed by bending a thin rod of mild steel into a corrugated shape and welding it to the side surface of the rail. For example, a corrugated rack is automatically welded to a 3 m square rail. Since the rail is bent by welding, a step of correcting the bending is necessary. The corrugated rack often has a large pressure angle and a stubby toothed drive pinion. Since the pressure angle is difficult to be constant when the steel is bent in a corrugated shape, a steel rack may be cut into a precise shape and welded to the side of the rail.

On the right side is a recoil starter 22, as shown in FIGS. Next to it is a starter knob 24. Further behind it is a starter key switch 25 into which a key 26 is inserted. By turning the key of the key switch 25, the cell motor is rotated to start the engine. Turning the key 26 in the opposite direction will stop the engine.

Air cleaner 27 opening upward and backward
Is provided. This has the effect of inhaling and cleaning the outside air. The fuel flows from the fuel tank 10 through the hose, passes through the fuel filter 29, and reaches the fuel pump 28. Here, the fuel is pressurized. The fuel is supplied from the injection nozzle 30 to the engine 11 through the high-pressure pipe.

A switch box 31 is installed just above and backward of the frame. Several switches are provided in addition to the key switch 26 described above. A regulator 32 is built therein. A head cover 33 for protecting the engine is attached to the upper front. Immediately behind the lubrication tank 6 is a lubrication cock 7 connected by a hose, followed by an lubrication solenoid valve 34.

An automatic engine stop device 35 is provided above the automatic stop lever 5. This is to stop the engine automatically by detecting the backward rotation of the stop / start operation lever by the limit switch. The automatic stop lever activates the stop brake to stop the locomotive, but does not stop the engine. The automatic engine stop device 35 can perform an operation of stopping the engine and stopping refueling. An outline of the internal structure is shown in FIG. This will be described later.

The lower structure of the motor vehicle will be described. The traveling device 2 has a power vehicle lower structure. This includes wheels and power transmission mechanisms, braking mechanisms, and the like. The upper rear wheel 36 with both flanges and the upper front wheel 37 with both flanges hold down on the square rail 21. The lower rear wheel 38 is a wheel with a single flange and presses the lower right side of the rail upward as shown in FIGS. Drive pinion 3
Reference numeral 9 is provided coaxially with the lower rear wheel 38 and presses the lower right side of the rail upward. The drive pinion 39 is located at the end of the gear transmission mechanism in the frame, and the decelerated rotation of the engine is output to the drive pinion. The drive pinion 39 meshes with the rack 20. By pushing the rack 20 backward, the motor vehicle moves forward. Both front flanged lower wheels 40 hold the lower side of the rail 21. It is possible that the rail 21 can be held down by the lower front wheels with both flanges because the rail is cantilevered from the side. The power transmission mechanism included in the traveling device includes a gear reduction mechanism housed inside the frame 3. Gear reduction is a common feature of single rail vehicles manufactured by the present inventors. The points that are superior to chain deceleration are already described.

There are three types of braking mechanisms as described above. Stop brake, constant speed brake and emergency stop brake. The constant speed brake 14 is provided so as to project to the left side of the frame 3. This has the effect of preventing the shoes expanded by centrifugal force from rubbing against the inner wall of the drum when the speed exceeds a certain speed, so that the shoes do not come out beyond the certain speed. The stop brake is activated by pulling the stop / start operating lever 4 or by kicking up the automatic stop lever 5. The brake drum and the like are located above the right hand of the frame, but do not appear in the figure. The emergency stop brake uses a part of the function of the stop brake to apply a brake during runaway.

The mounting portion of the engine also appears in the left side view of FIG. 2, but is difficult to understand, so that a sectional view is shown in FIG. FIG. 5 shows the engine and the engine mount. In the present invention, the diesel engine 11 is mounted on the frame using a special engine mounting member 41. FIG. 6 shows a perspective view of the engine mounting member 41. The engine mounting member 41 is a combination of a cylindrical engine mounting flange 42 and a U-shaped engine mounting base 43.

The engine mounting member 41 is made of, for example, ductile cast iron. The engine mounting flange 42 of the engine mounting member has a role of holding the engine while accommodating the centrifugal clutch. The engine mounting flange 42 includes a circular insertion tube portion 44 that opens laterally, a square flange portion 45, and a cylindrical portion 47 that follows behind. Bolt through holes 46 are drilled at four corners of the square flange 45. The centrifugal clutch is provided inside the cylindrical portion 47 as described above. The rear side of the cylindrical portion 47 is a disk portion 48. Four bolt holes 49 are drilled in the disk portion 48. Two legs 51 and 52 are formed below the cylindrical portion 47. Two pairs of bolt holes 53 are formed in the lower surfaces of the legs 51 and 52. This is the entire engine mounting flange 42.

The engine mount 43 is a forked jig.
Four bolt holes 55 are drilled in the wide base 54. At the tip of the base 54, two branch portions 5 extending in parallel are provided.
6, 57. Protrusions 58, 59 which are slightly raised are formed at the tips of the branches 56, 57. A bolt passing hole 60 is formed in the raised portion. Reinforcing bars 61, 61 are provided on the lower sides of the branch portions 56, 57, and are designed to carry heavy loads well.

The engine mounting base 43 and the engine mounting flange 42 are both made of ductile cast iron using a mold. Of course, it can be made of ordinary cast iron.
However, mere cast iron has insufficient strength and may be damaged. It can also be made of an Al alloy. If it is an Al alloy, it can be robust and lightweight. However, when Al is used, vibration absorption may be insufficient.

The engine mounting flange 42 and the engine mounting base 43 are connected to the bolt holes 53 and the through holes 55 through the bolts 4.
Combined in a book. The engine mounting base 43 is bifurcated, on which a diesel engine is mounted and fixed.

FIG. 4 shows an engine mounted state. The frame 3 is an Al alloy. This is a stack of several components. It includes a transmission case A62 and a transmission case B63. The inside of the transmission case of AB is filled with lubricating oil, and a gear train is built therein.

The output shaft of the diesel engine is the shaft of the centrifugal clutch. The torque is transmitted from the engine shaft to the centrifugal clutch shaft center. The centrifugal clutch 85 includes a shoe and a drum 64 attached to the shaft center. The rotational force to the internal gear train is provided by the centrifugal clutch drum 64. The hub of the centrifugal clutch drum 64 is spline-coupled to the transmission case input shaft 65. A screw 66 is screwed in the axial direction to prevent the hub of the drum 64 from coming off. A medium diameter portion 67 and a small diameter portion 68 are formed at the tip of the input shaft 65 of the mission. These are made by grinding one shaft member and are integrated. The input shaft 65 by the bearing 69
Is supported by the transmission case B63. The small-diameter portion 68 is formed by a bearing 70 with a transmission case
2 rotatably supported.

Since a number of gears mesh with the hollow portions between the transmission cases A, B62 and 63, the oil supply plug 71 is opened to fill the interior 72 of the transmission case with lubricating oil. The gears and shafts remain immersed in the lubricating oil. The middle diameter portion 67 has a collar 73 for determining the position of the first gear 74.
There is no oil in the space 75 on the centrifugal clutch side. An oil seal 76 is provided in a shaft hole on the transmission case B63 side to prevent lubricant oil from leaking between the transmission cases A and B. The first gear 74 meshes with a larger second gear 77. One end of the second shaft 78 is supported by a bearing 79. The second shaft 78 is connected to the third gear 80 together with the second gear 77.
Also hold. The opposite end is supported by a bearing 81 on the transmission case A side.

As shown in FIG. 4, the diesel engine 11
Is a vertically long device having a fuel tank 10 on the side. An output shaft 84 projects horizontally outward from the lower wall 82 of the engine 11. The disk portion 48 of the engine mounting flange 42 is brought into contact with the engine lower side wall 82 and the side mounting bolt 83
Is passed through the bolt through hole 49 and screwed into the screw hole 90 in the side wall. The engine lower flange 82 and the engine mounting flange 42 are firmly fastened by the four side mounting bolts 83.

The centrifugal clutch shoe 85 is inserted into the engine output shaft 84. The key 91 stops the rotation between them. A cylindrical collar 86 is inserted through the end face opening on the opposite side of the centrifugal clutch shoe 85, and the collar is screwed into the engine output shaft 84 with a bolt 87. Thus, the centrifugal clutch shoe 85 and the engine output shaft 84 are connected. A cylindrical centrifugal clutch drum 64 is already fixed to the transmission case input shaft 65 by bolts 66. When stationary, the centrifugal clutch shoe 85 is closed by the force of the spring. At the time of rotation, the centrifugal force causes the centrifugal clutch shoe to expand and come into contact with the inner peripheral surface of the centrifugal clutch drum 64. Therefore, the engine mounting flange 42 also functions as a centrifugal clutch case. It is a clever design.

The engine mount 43 is placed on the bottom of the diesel engine 11, and bolts 89 are passed through the engine mount base through holes 60 and through holes 93 of the engine base 92, and tightened by the nuts 94. Thus, the diesel engine 11 is fixed on the engine mount 43. In this state, the base 54 of the engine mounting base 43 is
Contact with the leg 51 of the main body. Insert the stand fixing bolt 88 into the through hole 55
And screw it through the bolt hole. Thus, the engine mounting base 43 is connected to the engine mounting flange 42.
An engine mount 43 is provided on the bottom of the diesel engine 11.
However, the engine mounting flange 42 is fixed to the lower surface,
The engine mounting base 43 and the engine mounting flange 42 are connected. In each case, four bolts are used.

In this state, the diesel engine 1
1 includes an engine mounting base 43 and an engine mounting flange 4
2 are already integrally fixed. The engine output shaft 84 has a centrifugal clutch shoe 8
5 is a centrifugal clutch drum 64 on the transmission case side.
Is attached.

Now, the diesel engine and the transmission case are connected in the centrifugal clutch. Headless horizontal bolts 97 are already fixed to the holes 96 at the four corners of the opening flange 95 of the transmission case B63. Attach the insertion tube part 44 of the engine mounting flange 42 to the transmission case B
Into the opening flange 95. The fitting portion between the opening flange 95 and the insertion tube portion 44 is important for supporting the load. A centrifugal clutch shoe 85 is fitted inside the drum 64 of the centrifugal clutch. A horizontal bolt 97 penetrates the bolt through hole 46 of the square flange 45. The square flange portion 45 is in perfect contact with the opening flange 95 of the transmission case B63. Nut 9 on thread of horizontal bolt 96
8 is screwed. Thus, the engine mounting flange 42 is fixed to the transmission case B63.

The fuel system of the diesel engine will be described with reference to FIG. Light oil is stored in the fuel tank 10.
Fuel passes from the tank 10 through the fuel filter 29 to the fuel pump through the fuel pipe. Here, the fuel that is pressurized and energized is injected from the injection nozzle 30 through the high-pressure pipe. At this time, the air sucked into the cylinder through the air cleaner is compressed by the piston to have a high temperature and a high pressure. The fuel is injected there and ignites and burns. Excess fuel at the injection nozzle is returned to the fuel tank through a fuel return pipe.

An outline of a power system such as a starter motor and a generator will be described with reference to FIG. There is no high-voltage power supply for discharging the spark plug because there is no spark plug like a gasoline engine. Battery is 12
A voltage of V is generated. The battery terminal is connected to a key switch 25, a controller, a cell motor, a solenoid, and the like. Here, only the power system is shown, and the control system will be described later with a more detailed circuit. At the time of starting, a voltage is applied to the cell motor from the battery to rotate the cell motor. The generator rotates in conjunction with the diesel engine to generate electric power. The generator power is converted to direct current by a rectifier to charge the battery.

FIG. 9 shows an outline of the control circuit. The controller 100 driven by the battery plays a central role. The controller 100 has a power supply terminal (BA
TT), ground terminal (GND), KEY-ON, K
EY-ST, IG # 1, IG # 2, FCUT & HT, S
It has terminals such as T-MT.

The KEY-ON terminal is an important terminal having an automatic stop function. When an "H" signal is given to this terminal, the engine becomes operable. Here, the signal "H" is also referred to as "high level", "1", or "on", and means a battery voltage of 12V. “L” is also 0 V, also referred to as “low level”, “0”, and “off”. KEY-
When the "L" signal is given to the ON terminal, the fuel cut solenoid operates to stop the fuel and stop the engine. Therefore, the automatic stop lever is set to "L" after the brake is applied to the stopper and the engine is stopped to stop the engine.

The KEY-ST terminal is a start key for the starter motor. KEY-ST when KEY-ON is H
Is set to H, the starter ST-MT becomes H level, the starter relay operates, and the starter motor 13 rotates. The starter motor rotates the engine 11. The engine speed can be known from IG # 1 and IG # 2. Engine rotation is 1
If it is 050 rpm or more, it means that the engine has started normally. When the start of the engine is confirmed, ST-MT returns to L. Due to the limitation of key switch operation, KEY-O
N is not L and KEY-ST is not H. Starter output ST-MT even if the key switch is turned during operation
Does not become H.

When the rotation output of the engine is not generated even when the key switch is set to ST (start) (the outputs of IG # 1 and IG # 2 are 0), the starter output falls to L in about 3 seconds (H → L). ). This means that the starter motor is not rotating, which means some trouble.

Although the starter motor rotates and the engine rotation input (IG # 1, IG # 2) also exists, the engine does not start even after about 21 seconds (it does not exceed 1050 rpm).
In this case, the output of the starter ST-MT is returned to L. This is also a failure.

The IG # 1 and GI # 2 terminals are connected to the charging coil terminals. This is a coil wound on an iron core inside a flywheel with magnet that rotates with the engine. A device including a rotor and a coil is a generator. Since a voltage proportional to the engine speed appears at the coil terminal, the engine speed can be known. This has several effects. Some have already been mentioned. If there is no output (not rotating) for 3 seconds when the engine is started, it is determined that a failure has occurred and ST is returned to L. If the engine speed is 1050 rpm or less even after 21 seconds, ST is returned to L as a failure.
If it becomes 1050 rpm or more, it is determined that the engine has started and ST is returned to L. Even if the key switch is turned to the ST side during operation, ST is kept at L. If the engine speed becomes 60 rpm or less during operation, it is determined that the engine is stopped, and the controller is turned off after 3 minutes.

FCUT & HT is a fuel cut valve output. When KEY-ON is turned off (L) during operation, the fuel cut solenoid SV1 is operated. When the fuel cut solenoid SV1 operates, the valve closes for a certain period of time (about 21 seconds) to shut off the supply of fuel to the engine. If there is no fuel supply, the diesel engine stops. After 21 seconds, the fuel cut solenoid returns to its original open state by itself. It is a self-returning type solenoid, so there is no need to send a signal from closed to open and back. Fuel does not go into the engine because the engine is stopped and the fuel pump does not work.

The engine rotation monitor 110 is for confirming that the engine has stopped rotating, and a generator (generator) for generating electric power by the rotation of the engine is a sensor. Since a voltage proportional to the number of rotations is output, it is possible to determine whether the motor is rotating by looking at the generated voltage.

The specific structure of the automatic stop circuit 111 will be described later. The automatic stop circuit 111 provides a signal to the controller 100 that the engine should be stopped based on a signal from the stop sensor. The lubrication solenoid SV2 opens and closes the lubrication valve 34. The lubrication valve is opened during traveling, and the lubrication valve 34 is closed during stopping. When receiving the signal for stopping, the controller 100 outputs a signal from the FCUT & HT terminal to close the fuel cut solenoid SV1. The flow of fuel to the engine is shut off. Since there is no fuel, the diesel engine 11 stops.

Since there is no spark plug unlike a gasoline engine, there is no need to interrupt the current to the ignition circuit. Therefore, simply turning off fuel stops rotation. Engine rotation monitoring 11
0 confirms stop. This signal causes the controller 1
At 00, the switch is turned off and the controller 100 itself is stopped. Since the energization of the controller is also stopped, the consumption of the battery can be prevented. The steps of the automatic stop are as described above. The fuel is cut off and the engine is stopped by the signal of the stop sensor.

When the engine is started, it is not necessary that the engine can be started automatically because a person is always present. The device of the present invention is also not automatically activated. When the glow switch 106 is turned on, the glow coil 103 is energized. This is for preheating the engine. When the key switch is turned, the starter motor 13 starts rotating and the diesel engine 11 starts turning. The fuel cut solenoid SV1 is opened and fuel supply is started. This causes the engine to start rotating. The internal structure and combustion cycle of the diesel engine itself are well known and will not be described here.

FIG. 10 illustrates the open / closed state between the terminals of the key switch. Battery terminal B for key switch SS1
There is a switch piece for connecting and disconnecting the battery terminal B and the ignition terminal IG, and a switch piece for connecting and disconnecting M + and M-. These work together by turning the key. The switch opening / closing state is shown for three cases, that is, when stopping, operating, and starting. Three horizontal lines indicate three states, and five vertical lines indicate terminals of M-, M +, B, IG, and ST. An oval connecting the terminals indicates ON (closed). The actual condition of the switch pieces is shown two above the parallel lines and one below. The three contact pieces of the key switch are linked, and M− · M + and B · IG open and close reciprocally. B.ST is closed by further turning the key when B.IG is closed. So the state of the key switch is 3
There can only be one. When stopped, the entire switch piece is displaced to the right, M- and M + are on (closed), B and IG, B and ST
Is off (open).

At the time of starting, the entire switch piece moves to the left,
M- and M + are turned off (open), B and IG, and B and ST are turned on (closed). Since B and ST are on, the starter motor rotates and the diesel engine starts rotating.

During operation, the point between B and ST is off (open) from the start, M- and M + are off (open), and B and IG are on (closed). To make it easier to understand, three states of only key switches are described. The relationship between the state change of the key switch and the control circuit will be described later.

A mechanism for stopping the motor vehicle at the end of the rail has already been established and is provided in a single-rail carrier. A purely mechanical device that fixes a disk with a cam surface having two low surfaces and one protrusion at the center of rotation of the stop / start operating lever, and presses the cam surface with a spring-biased holding piece. Hold the start / stop operation lever. The stop / start operating lever has two stable states because the holding piece is stabilized when pressing the low surface. One is with the lever upright (called the starting position)
The other is a state in which the lever is depressed (stop position). When the lever is down, the stop brake operates and the single-rail carrier stops. When the lever is in the upright position (start position), the stop brake is released and the gear transmission mechanism transmits power to the drive pinion.

To stop manually, the stop / start operation lever may be operated, but in actuality, it must be automatically stopped at the end point of the rail. Therefore, the automatic stop lever 5 is suspended downward from the frame. The automatic stop lever is connected to a cam surface disk of the stop / start operating lever via a rod at an upper position. When the automatic stop lever 5 rotates, the cam surface disk also rotates, and the stop brake operates. A stopper is provided on the ground at the end point. Powered car
When the end point of the robot is reached, the automatic stop lever collides with the stopper and turns backward. Then, the stop brake operates.
The motor vehicle stops. This is purely mechanical.
That alone does not stop the engine.

Even if the single-rail carrier is used for carrying cargo and operated unmanned, there is a person at the end of the rail, and the engine is stopped. In such a case, there is no need to stop the engine automatically. What is described here is one step further than that, in which unmanned driving is stopped, the engine is automatically stopped, and refueling is stopped. Use limit switches to detect lever movement. FIG. 11 is a schematic view of the mechanism. The automatic stop device itself for stopping the engine is disclosed in Japanese Patent Application No. Hei 11
This is the same as that used in -85395. An outline is shown in FIG.

As has already been described, the lower end of the stop / start operation lever 4 is fixed to the cam disk 120, and the cam disk has two stable directions. The cam disc is interlocked with the stop brake. There are two states: an upright start position and a rearward stop position. In the stop position, the stop brake restrains the axle and cannot rotate. In the starting position, the brake is released. A rod A121 is provided below the stop / start operation lever 4, and is connected to the automatic stop lever 5. Although this part is actually complicated, it is described in detail in the prior application of the present inventor, and the description is omitted because the present invention is not novel.

During running, the stop / start operation lever 4 is upright, and the automatic stop lever 5 is also in the vertical direction. The engine automatic stop device 35 is provided with a limit switch LS1 on the movement trajectory of the stop / start operation lever 4 to detect the position of the stop / start operation lever. When the stop / start operation lever 4 is in the start position (upright), the limit switch contact piece is suppressed. This is the starting position.

At the end of the rail, the automatic stop lever 5
, The rod A121 is pulled, and the stop / start operation lever 4 falls down. In some cases, the stop / start operation lever is manually depressed. Stop / start operating lever is limit switch LS1
Move away from the piece. This is the stop position of the limit switch. The above is the operation of the automatic engine stop device.

The operation is performed mechanically until the automatic stop lever 5 hits the stopper and the stop brake operates to stop the vehicle. At this time, the limit switch LS1 is turned off,
Close the lubrication solenoid and stop the engine by the action of the controller with the signal from the automatic stop circuit. When the stop operation is completed, the power supply to the controller is stopped, and wasteful consumption of fuel and electric power can be eliminated. At the time of starting, it can be easily started by a key switch without performing a reset operation.

Circuits around the controller will be described in more detail with reference to FIGS. BATT is +
A terminal for connecting the terminal (12 V), and GND is a terminal for connecting to the negative terminal (0 V) of the battery.

The emergency stop switch 105 is for manually pressing and stopping in an emergency. When this button is pressed, the fuel cut solenoid SV1 connected in series operates and the engine is stopped immediately. The solenoid SV1 is also connected to the controller's FCUT & HT terminal. When the H signal appears at this terminal, automatic stop is performed. The reason why the two diodes are provided is that the logical sum circuit is configured so that the SV1 operates according to one of the signals or the sum of both signals.

The glow switch 106 is a switch manually pressed. When this button is pressed, the glow coil 103 connected in series is energized to preheat the engine. The starter motor M1 is connected in series with the terminal of the starter relay R0. The excitation coil of the starter relay R0 obtains a signal from ST-MT of the controller 100. ST-MT is H
, R0 closes and the starter motor M1 rotates.

The key switch 25 has an M− · M + contact piece, a B ·
It has an ST contact and a B / IG contact. M- is grounded. M
+ Is connected to the KEY-ON terminal of the controller 100. The contact piece of the automatic stop relay R1 can be short-circuited between M + and M-.

The B terminal of the key switch is connected to the battery 104
Leads to. The ST terminal is grounded via the exciting coil of the starter R2. The IG terminal is connected to IG # 1 of the controller via the regulator 32.
The IG terminal is also connected to a common terminal of the limit switch LS1. LS1 can be switched between a start side and a stop side. This switching is automatically performed by the upright / turning of the stop / start operation lever as described with reference to FIG. The stop side is KEY via the contact R2 of the starter relay.
-Connects to ST. Only when stopped, the cell motor can be rotated. During traveling, the starter motor cannot rotate. Although this property has already been described, the limit switch LS
This is the property caused by 1. The starting side branches into three,
One is grounded via a lubrication solenoid SV2. In the running state, LS1 is always on the starting side, so it is always lubricated. When stopped, lubrication is prohibited.

The other on the starting side of LS1 is connected to a common terminal of the changeover switch SS2. Switch S
The terminal of S2 has an automatic side and a manual side. When the SS2 is set to the manual mode, the automatic stop in conjunction with the stop / start operation lever can be disabled. Turn the key switch in reverse to M
The engine stops when ++ M- is short-circuited. Switching to the automatic side allows the engine to stop automatically.
The excitation coil of the timer relay RT1 is connected to the automatic side. The opposite terminal of the exciting coil is grounded. The remaining one on the starting side of LS1 is a connection in which a contact piece RT1 of a timer relay and a coil of an automatic stop relay R1 are connected in series. Timer relay RT1 does not work with a change from off to on. Temporary contact RT when changing from ON to OFF
1 closes for only 10 seconds. When the limit switch LS1 is switched from the start side to the stop side, the timer relay RT1 conducts for 10 seconds, the automatic stop relay R1 operates, and the KEY is activated.
-ON terminal turns off, FCUT & HT becomes H and SV
1 shuts off fuel and the engine automatically stops.

The operation of the control circuit will be described with reference to FIGS. It has four phases. (1) engine stop, (2) engine start, (3) running, and (4) automatic stop (when hitting a stopper).

(1) When the engine is stopped (running is stopped) (FIG. 1)
2) When the engine stops (stops running), the following occurs. Although the vehicle is stopped, it is necessary to first understand the state of the switches and relays while the vehicle is stopped. In this case, the automatic stop lever 5 hits the stopper and rotates backward, and the stop / start operating lever interlocks to release the limit switch contact piece, so that the limit switch LS1 is switched to the stop side. Key switch SS1 between B and IG, B
The interval between STs is off. M− · M + is on (closed). The changeover switch SS2 can switch between a manual state and an automatic state, but it is necessary to switch to the automatic state in order to operate the automatic stop device. Since the limit switch LS1 is on the stop side, no current flows through the timer relay RT1. Contact RT1 is open. The automatic stop relay R1 does not operate. The automatic stop relay R1 is open.
The fuel cut solenoid SV1 is open but no fuel is drawn into the engine. IG # 1, I because the rotation speed is 0
G # 2 is 0.

(2) Starting (engine starting) (FIG. 13) The starting operation is as follows. Limit switch LS
1 is still closed on the stop side. Turn the key to turn on the key switch SS1. M + and M- which move complementarily are opened. The KEY-ON terminal of the controller rises (from 0V). This becomes a signal and the controller begins to function. At this time, the space between B and IG is also closed. When the key is further turned to “start”, the interval between B and ST is closed. The starter relay R2 is activated. Since the limit switch LS1 is in contact with the stop side, the starter contact R2 is closed. A battery voltage signal is applied to KEY-ST of the controller 100. Controller 100 is ST
-Output a signal from the MT and energize the starter relay R0. The starter contact R0 closes and the starter motor M1 starts rotating. The engine rotates. Here, when the limit switch LS1 is on the starting side, even if the contact point R2 of the cell motor is closed, the cell motor does not rotate because the battery voltage B is not applied to the KEY-ST. This provides a safety function.

When the cell motor is rotated and the engine is rotated, air is sucked, compressed, fuel injected, ignited (exploded),
The exhaust cycle begins and the engine starts spinning on its own. A current flows through the charging coil 102 due to the rotation of the engine. A voltage proportional to the rotation speed is generated, and IG # 1, I
G # 2 is input to the controller 100. When it is confirmed that the engine has started up to a sufficient rotation speed, the controller 100 stops the signal of ST-MT. The cell motor relay R0 is opened to prevent the cell motor M1 from turning around. When the engine is started, the stop / start operation lever (FIG. 11) is manually lifted to the start position.
The cam disk 120 also rotates and the brake is released. The motor vehicle is ready to run. The limit switch LS1 switches to the starting side. The locomotive starts to move.

(3) Running (driving) (FIG. 14) The B-IG section of the key switch SS1 is closed (ON).
The regulator 32 keeps operating. Since the stop / start operation lever has been lifted earlier, the start side of the limit switch LS1 is closed (ON). The lubrication solenoid valve SV2 opens. Lubricating oil is applied to the rail. This increases the lubricity between the wheels and the rail and between the rack and the drive pinion by dropping lubricating oil on the rail surface during traveling and protects the rail, the wheel and the drive pinion. Refueling continues while driving. The changeover switch SS2 is closed (on) on the automatic side. The timer relay RT1 does not operate only when turned on. R
T1 is a timer that operates for 10 seconds only when there is a change from on to off. The diesel engine continues to run. Operation is continued in this state.

(4) Automatic stop (when the automatic stop lever 5 hits the stopper; FIG. 15) When reaching the end of the rail, the stopper is embedded beside the rail, and the automatic stop lever 5 Hit. The automatic stop lever 5 rotates the cam disk to operate the stop brake.
The drive pinion stops moving. The stop / start operation lever 4 falls down at the same time. The limit switch LS1 is closed on the stop side. The lubrication solenoid SV2 closes. The supply of the lubricating oil to the rail is stopped. The timer relay RT1 is started after the applied voltage disappears (detects ON → OFF) and closes the timer contact RT1 for 10 seconds. Power is supplied to the automatic stop relay R1 for 10 seconds. Since the contact R1 is closed, the KEY-ON of the controller 100 is grounded. This has the same effect as turning the key off to bring M + and M- into contact. Similarly, the KEY-ON is grounded. In response to this, the controller 100 outputs a signal from the FCUT & HT and activates the fuel cut solenoid SV1 to shut off the fuel and stop the engine.

It is confirmed from IG # 1 and IG # 2 that the generated voltage is no longer generated when the rotation of the engine stops. After three minutes, the current is turned off and the function of the controller 100 is stopped.
R1 and RT1 (after the engine is stopped) are in the same state as in FIG. 12 when the engine is stopped. The stop state is continued as it is. SS1 does not return to its original state unless it is turned off artificially later, but the battery is not consumed because the controller has stopped functioning by itself.

[0082]

As described above, a gasoline engine and a motor have been used as a drive source of a motor vehicle of a single-rail carrier. Motors must lay wires and cables along the rails. It is suitable for large, riding single-rail vehicles.
If the power cable could not be pulled because of a small single-rail carrier, terrain constraints, or economic conditions, the motor vehicle was driven by a gasoline engine. Gasoline engines are small and lightweight. The whole device is light. Because of these advantages, gasoline engines were used before. However, gasoline engines were cumbersome to maintain. If not used for a long time, especially in a two-stroke gasoline engine, the gasoline of the mixed oil volatilizes, the mixing ratio of the oil becomes high, and the spark plug must be cleaned easily.

The present invention uses a diesel engine as a drive source. Since there is no spark plug, there is no need to repair it without getting dirty. No layer separation because no oil mixture is used. Even if you don't use it for a few days, it won't go wrong. Therefore, there is an excellent advantage that it can be operated immediately without any maintenance.

In the case of a diesel engine, the fuel cost is light oil, so that the fuel cost can be greatly reduced. The mixed oil is a mixture of gasoline and lubricating oil, but the lubricating oil is high. It is also excellent in that respect.

When the single-rail carrier reaches the end point of the rail, it stops automatically and at the same time automatically stops refueling.
The diesel engine also shuts off automatically after a short delay. This is a feature of the present invention. There is no example of a diesel engine that can be automatically stopped. In this way, when several people form a team to go to the work site at the summit or the ridge, even if there are latecomers, it is enough to return the single rail carriage to the foot unmanned. When returning to the beginning of the rail unattended, the brakes are automatically applied and stopped, and refueling and the diesel engine are automatically stopped. Stop unmanned,
Three procedures can be performed: refueling stop and engine stop. Latecomers can come in at any time, get on, start the engine and climb the ridge. This is the gain for riding,
Even when carrying luggage, there is no need for an operator to be at the end of the rail, thereby avoiding the restraint of a single-rail carrier.
The degree of freedom of the worker increases.

[Brief description of the drawings]

FIG. 1 is a right side view of a single-rail carrier power vehicle according to an embodiment of the present invention.

FIG. 2 is a left side view of the single-rail carrier power vehicle according to the embodiment of the present invention.

FIG. 3 is a rear view of the single-rail carrier power vehicle according to the embodiment of the present invention.

FIG. 4 is a sectional view showing a structure in which a diesel engine is mounted on a frame.

FIG. 5 is a right side view of a diesel engine part.

FIG. 6 is a perspective view of an engine mounting member for fixing a diesel engine to a side surface of a frame.

FIG. 7 is a schematic diagram showing a fuel supply system of a diesel engine.

FIG. 8 is a power system diagram of a cell motor, a generator, and the like around a diesel engine.

FIG. 9 is a control circuit diagram of an engine, a fuel supply system, a starter motor, and the like.

FIG. 10 is a terminal connection diagram of a key switch in three states of stop, operation, and start.

FIG. 11 is a schematic diagram of an automatic stop device including an automatic stop lever, a stop / start operation lever, and a limit switch.

FIG. 12 is a connection diagram of switch terminals of the electric control device when the engine is stopped and traveling is stopped.

FIG. 13 is a connection diagram of switch terminals of the electric control device at the time of startup (engine start).

FIG. 14 is a connection diagram of switch terminals of the electric control device during traveling.

FIG. 15 is a switch terminal connection diagram of the electric control device when the automatic stop lever hits a stopper (automatic stop).

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Power vehicle 2 Traveling device 3 Frame 4 Stop / start operation lever 5 Automatic stop lever 6 Lubrication tank 7 Lubrication cock 8 Hose 9 Battery box 10 Fuel tank 11 Diesel engine 12 Mission 13 Cell motor 14 Downhill (constant speed) brake 15 Muffler 16 Muffler Cover 17 universal joint 18 transmission oil lubrication port 19 change lever 20 rack 21 rail 22 recoil starter 24 starter knob 25 starter key switch 26 key 27 air cleaner 28 fuel pump 29 fuel filter 30 injection nozzle 31 switch box 32 regulator 33 head cover 34 lubrication Solenoid valve 35 Automatic engine stop device 36 Upper rear wheel 37 Upper front wheel 38 Lower rear wheel 39 Drive pinion 40 Lower front wheel 41 Engine Mounting member 42 engine mounting flange 43 engine mounting base 44 insertion cylinder part 45 square flange part 46 bolt through hole 47 cylindrical part 48 disk part 49 bolt through hole 50 shaft through hole 51 leg 52 leg 53 bolt hole 54 base 55 Through hole 56 Branch part 57 Branch part 58 Projection part 59 Projection part 60 Bolt through hole 61 Reinforcement bar 62 Transmission case A 63 Transmission case B 64 Drum 65 Transmission case input shaft 66 Screw 67 Medium diameter part 68 Small diameter part 69 Bearing 70 Bearing 71 Fuel Filler 72 Inside Transmission Case 73 Collar 74 First Gear 75 Clutch Side Space 76 Oil Seal 77 Second Gear 78 Second Shaft 79 Bearing 80 Third Gear 81 Bearing 82 Engine Lower Side Wall 83 Side Mounting Bolt 84 Engine Output Shaft 85 Centrifugal 86 clutch shoes -87 bolt 88 mounting bolt 89 engine mounting bolt 90 screw hole 91 key 92 engine base 93 through hole 94 nut 95 opening flange 96 hole 97 horizontal bolt 98 nut 100 controller 102 charging coil 103 glow coil 104 battery 105 emergency stop switch 106 Glow switch 110 Engine rotation monitoring 111 Automatic stop circuit 120 Cam disk 121 Rod A

Continued on front page F term (reference) 3G092 AA02 AB03 AC05 BB10 DE11S DF05 EA14 FA30 GB10 HF20Z 3G093 AA08 AB01 BA16 BA22 DB15 DB22 EA05 EC01 3G301 HA02 HA28 KA26 LC01 MA24 PF05Z

Claims (1)

[Claims] 1. A motor vehicle for a single-rail carrier that travels on a single-rail rail provided with a rack, and has a drive pinion that meshes with the rack and an upper wheel and a lower wheel that press the rail up and down. A traveling device, an engine for generating a driving force, a power transmission mechanism for transmitting the rotational force of the engine to the driving pinion in a reduced speed, a frame accommodating the traveling device, the power transmission mechanism, and the driving pinion; A stop brake that stops the motor vehicle in the state, a stop / start operating lever that opens and closes the stop brake, and an automatic stop lever that interlocks with the stop / start operating lever to close the stop brake by hitting a stopper, and the engine is a diesel engine. ,
A limit switch that takes two states, start and stop, is provided by a start / stop operation lever or an automatic stop lever. When the limit switch switches from start to stop, refueling is stopped, and after a certain period of time, the fuel supply to the diesel engine is stopped and power is supplied. A diesel engine automatic stop device for a single rail vehicle, wherein the diesel engine of the vehicle is stopped.