JP2007253839A - Brake device of single-rail carrier - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake device of a single-rail carrier reciprocally traveling on an inclined ground which is capable of reliably applying the brake when necessary. <P>SOLUTION: In the brake device of a single-rail carrier, the single-rail carrier reciprocatively travels on a track provided on an inclined ground in the upward gradient on the whole from a starting point to a terminating point by rolling wheels in a predetermined direction. The rotation of the wheels is transmitted to a braking mechanism by constituting a power transmission path. A one-way clutch which uncouples the power transmission from the power transmission path in the outgoing mode and couples the power transmission in the returning mode is interposed. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a braking device for a single-rail transport vehicle that can reliably apply braking when necessary in a single-rail transport vehicle that travels along a rail installed on an inclined ground or the like.

  In orchards opened on the slopes of mountains, etc., to transport harvests, materials, personnel, etc., or to perform various horticultural work, a rail (many single rails) are erected from the base to the destination. In some cases, the transporter may run along the rail. The rail line takes various forms depending on the purpose, but as a whole, the track has an upward slope from the start point to the end point. Then, the transport vehicle takes an aspect in which the ascending slope is climbed (uphill traveling) with a fixed direction, and then the descending slope is descended (downhill traveling). Therefore, the braking mechanism is essential in consideration of downhill traveling.

  The braking mechanism equipped in this type of transport vehicle can be broadly divided into a centrifugal braking mechanism that generates a braking force according to the number of rotations of the braking shaft that applies the braking force shown in Patent Document 1 below, and can be changed. There is a friction-type braking mechanism that generates a rated braking force. The former is advantageous in that a greater braking force is generated as the speed is higher, so that an excessive speed exceeding a certain level can be suppressed. On the other hand, the latter has the advantage that the braking force can be adjusted according to the speed based on the downward gradient or the like. In any case, however, a braking mechanism is generally unnecessary when the transport vehicle travels uphill. Particularly, in the latter case, a braking force always works, so that an extra driving force is required.

  On the other hand, in the former, since the braking force is not sufficiently generated when the speed is low, as described in Patent Document 1, a speed increasing device is incorporated in the transmission path leading to the braking shaft, The required braking force is derived by increasing the rotation speed of the braking shaft. However, according to this method, even if there is no braking, the inertial rate of the load increases, and this requires an extra driving force.

By the way, in a single rail transport vehicle, generally, a rack is attached to a rail and a pinion provided on a wheel is engaged with the rack to increase driving force and braking force in many cases. However, when the gradient of the rail is relatively gentle, as seen in Patent Document 2 below, there is one in which the rail is only a square pipe and the wheels are caused to roll to exert the driving force. This is in order to save racks and reduce facility costs. In such a case, if the load increases based on the braking force, the wheels may slip and cannot travel.
JP 2002-155974 A JP 2002-120717 A

  The present invention pays attention to the fact that in a transport vehicle that travels in a reciprocating manner with a fixed direction, the rotation of the wheel is reversed between the uphill traveling and the downhill traveling, and the power transmission path from the wheel to the braking shaft is considered. A one-way clutch is built in that the power is cut off when traveling uphill and connected when traveling downhill.

  Under the above-mentioned problems, the present invention reciprocates in a fixed direction by rolling a wheel on a rail that is erected on an inclined ground from the start point to the end point as a whole with an upward slope. In a traveling single-rail transport vehicle, the rotation of the wheels constitutes a power transmission system path and is transmitted to the braking mechanism, and the one-way clutch connected to the power transmission system path is disconnected in the outward travel and connected in the backward travel. The present invention provides a braking device for a single-rail transport vehicle characterized by being inserted.

  According to the present invention, there is provided a centrifugal braking mechanism as described above, wherein the braking mechanism applies a braking force corresponding to the number of revolutions of the braking shaft to the braking shaft constituting the power transmission path. 5. A means according to claim 3, wherein the braking mechanism is a friction type braking mechanism that applies an adjustable rated braking force to a braking shaft that constitutes a power transmission path. Provided is a means provided with a speed increasing device for increasing the number of rotations of a wheel and transmitting it to a braking mechanism on a system road.

  Further, according to the present invention, as the above-described transport vehicle, the single-rail transport vehicle according to claim 5 pulls the passenger cart having two upper and lower wheels by the towing vehicle, and the braking mechanism is provided in the passenger cart. Thus, means for transmitting the rotational force of the wheels of the upper two wheels or the upper and lower four wheels to the braking mechanism by the power transmission path is provided.

  In addition, the present invention provides the above-described rail as described in claim 6, wherein the rail is a square pipe, and the upper wheel or / and the lower wheel of the passenger carriage is a rubber wheel having rubber on the outer peripheral surface, A means for rolling on the upper surface and / or lower surface of the pipe, the rail according to claim 7, wherein a rack is attached to the square pipe, and a pinion that meshes with the rack is provided on the wheel of the transport vehicle. In addition, the route is formed as an S-shaped route that repeats the form described in claim 8 in which the rail traverses in the contour direction and then turns and moves to the next traverse. A configuration is provided.

  According to the first aspect of the present invention, since the one-way clutch is provided on the power transmission path from the wheel to the braking mechanism, the braking mechanism does not work during the traveling with many climbing hills. Speed up to On the other hand, at the time of going-back driving mainly downhill, the speed increases due to its own weight, etc., but it is possible to suppress the dangerous speed from exceeding the braking mechanism.

  Furthermore, according to the braking mechanism of claim 2, a braking force corresponding to the speed can be applied, and according to the braking mechanism of claim 3, an adjustable rated braking force can be applied. And in this, if the speed increasing apparatus of Claim 4 is provided, even if braking torque is small, a big braking force can be provided to a wheel. If a speed increasing device is provided, the load increases due to an increase in the inertial performance ratio. However, there is no problem because the power is cut off when traveling uphill.

  In addition, according to the transport vehicle of claim 5, a large braking force can be obtained, and according to the rail of claim 6, the facility cost can be reduced. Moreover, according to the rail of Claim 7, braking force can be increased. Furthermore, according to the route of claim 8, it can be used for various operations in addition to transportation of materials and the like.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a side view of a single-rail transportation vehicle showing an example of the present invention, FIG. 2 is a cross-sectional view of a passenger carriage constituting the transportation vehicle, and FIG. 3 is a side view. It is made to travel along a single rail (hereinafter referred to as rail) 1 laid up to the end point. The rail 1 is supported and installed on the ground with a column 2 that can be adjusted in height, and has an advantage that it can be laid relatively gently even when the ground is not leveled or uneven. However, the route is generally constructed with an upward slope toward the end point. In addition, the rail 1 in this example is comprised only with the square pipe, and the rack and the hole are not provided.

  The transport vehicle of this example includes a towing vehicle 3, a passenger cart 4, and a work cart 5, and the towing vehicle 3 pulls the passenger cart 4 and the work cart 5 by a coupler 6. The towing vehicle 3 of this example has an engine 8 and a transmission 9 mounted on a chassis 7, and a pulley 10 attached to an output shaft 8 a of the engine 8 and a pulley 11 attached to an input shaft 9 a of the mission 9 Are connected by a belt 12. The chassis 7 is provided with two lower wheels 14 as well as two upper wheels 13 on the front and rear sides. The upper wheel 13 and the lower wheel 14 press the rail 1 from above and below.

  Specifically, the upper wheel 13 is fixed to the chassis 7, while the lower wheel 14 is attached to the tip of an arm 15 that is rotatably provided on the chassis 7. A ring 16 is attached to each of the two lower wheels 14 in the front and rear, and a tension mechanism 19 through which a rod 17 is passed through the ring 16 and pulled by a spring 18 is provided. Therefore, the upper wheel 13 and the lower wheel 14 strongly clamp the rail 1 from above and below, thereby enhancing the frictional force and preventing derailment.

  Sprockets 20 and 21 are attached to the four upper wheels 13 and the lower wheels 14, respectively, and a chain 23 is provided between each sprocket 20 and 21 and the sprocket 22 attached to the output shaft 9 b of the mission 9. Is hung around. Since the upper wheel 13 and the lower wheel 14 have different rotation directions, an idle sprocket 24 is provided in the middle to adjust the rotation direction. Furthermore, since the length of the chain 23 varies due to the operation of the tension mechanism 19, the tension sprocket 25 absorbs the looseness. As a result, the power of the engine 8 is transmitted to all of the upper wheel 13 and the lower wheel 14 and exhibits a higher driving force.

  The passenger carriage 4 is for an operator to ride, and has a chassis 26 and a seat 27 mounted thereon, and the chassis 26 has two lower wheels as well as two upper wheels 28 in the front and rear as in the towing vehicle 3. 29 is provided. In addition, in this, the lower wheel 29 is provided in the arm 30, these are pulled by the tension | pulling mechanism 31, and the rail 1 is strongly clamped from the upper and lower sides with the four upper wheels 28 and the lower wheels 29 is the same. It is.

  The work trolley 6 is equipped with work equipment, and in this example, fertilizer application equipment 32 such as a hopper and a spreader is installed. Similarly to the passenger carriage 4, two upper and lower upper wheels 28 and 29 are provided, which are pulled by a tension mechanism 31 to strongly clamp the rail 1 from above and below. The reason that the work carriage 5 is provided separately from the passenger carriage 4 is that if the rail 1 is curved with a small radius of curvature, there is a risk of derailment if the vehicle body length is too long. A single unit may be used.

  These transport vehicles are provided with a braking mechanism 33, and the braking mechanism 33 in this example is a centrifugal braking mechanism 33 a and is provided on the passenger carriage 4. The centrifugal brake mechanism 33a here is one in which a braking force corresponding to the number of rotations is applied to the brake shaft 34. For example, a brake drum 35 is fixed around the brake shaft 34, and the brake shaft 34 is provided with a rotating brake shoe 36 that generates an outward transition force (centrifugal force) according to the number of rotations.

  Further, in this example, the two upper wheels 28 of the passenger carriage 4 are used as braking wheels, and the rotation of these upper wheels 28 is applied to the braking drum 35 accommodated in the braking drum 35 by a power transmission system path 37 composed of a chain, a sprocket and the like. This is transmitted to the shaft 34. FIG. 4 is a schematic diagram for transmitting power from the upper wheel 28 to the braking mechanism 33. In this example, a one-way clutch 38 is provided in the power transmission path 37. Here, the one-way clutch 38 transmits rotation in one direction of the drive shaft to the driven shaft, but does not transmit rotation in the other direction, and various types of structures are commercially available. Good.

  In this example, the one-way clutch 38 is accommodated in a clutch box 39 and is connected to this by a power transmission path 37 from the upper wheel 28. A separate power transmission path 40 is constructed from the clutch box 39 and is connected to the brake shaft 34. Although illustration is omitted, the rotation of the upper and lower four wheels 28 and 29 may be transmitted to the braking mechanism 33 by the power transmission system path 37. According to this, the upper and lower four wheels 28 and 29 become braking wheels, and a larger braking force can be applied.

  In addition, in this example, a speed increasing device 41 is provided on the downstream side of the one-way clutch 38, and the rotational speed of the upper wheel 28 is increased and transmitted to the braking shaft 34. This is to increase the rotational speed of the braking shaft 34 to increase the braking force and to increase the sensitivity of the rotational speed at which braking is applied. The speed increasing device 41 may be of a known structure in which a plurality of gears are engaged, and the speed increasing ratio may be about 2 to 10.

  Further, in this example, a parking brake 42 is also provided. As this parking brake 42, a friction brake (not shown) for fastening an appropriate transmission shaft (or a brake board fitted thereto) of the speed increasing device 41 with a shoe or the like is sufficient, and by pulling the brake lever 43, Is going to work. The clutch box 39 and the speed increasing device 41 are accommodated under the seat 27 to save space.

  Although the centrifugal brake mechanism 33a has been described as the brake mechanism, the friction brake mechanism 33b may be used. FIG. 5 is an explanatory view of the frictional brake mechanism 33b. In this case, the brake drum 44 is connected to the brake shaft 34, and an inwardly expanding brake shoe 45 is fixed in the brake drum 44. It is a thing. In this case, the brake shoe 45 is expanded by the force of the spring 47 by the expander 46, and the expansion force (braking force) can be adjusted by changing the strength of the spring 47 by the adjusting tool 48. It has become. In this case, the braking force always works, but this is sufficient when it is descending all the way to the starting point, and above all, the braking force can be adjusted from the outside, and the structure is simple There is.

  Furthermore, in this example, since the rail 1 having no rack is used, the upper wheel 28 and the lower wheel 29 are also specially devised. That is, rubber wheels having rubbers 28a and 29a made of urethane rubber or the like on the outer peripheral surface are used. The rubbers 28a and 29a may be attached in a cylindrical shape, a flat plate body may be vulcanized and bonded to the outer peripheral surface, or a rubber liquid may be applied. Any method may be used. However, the rubbers 28a and 29a need to have a thickness that can withstand a certain amount of wear. This is for increasing the braking force by increasing the coefficient of friction. By doing so, it is also possible to absorb vibration and reduce sound. Only the wheels that require braking force may be rubber wheels.

  In the above description, the rubber wheels are the upper wheel 28 and the lower wheel 29 of the passenger carriage 4, but the same applies to the upper wheels 13 and 28 and the lower wheels 14 and 29 of the towing vehicle 3 and the work carriage 5. is there. In particular, since the driving force is required in the towing vehicle 3, it is meaningful to use the upper wheel 13 and the lower wheel 14 as rubber wheels having a high friction coefficient. In a transport vehicle that does not rely on a rack and pinion as in this example, it is important to increase the friction coefficient in order to increase the climbing force. According to this method, it has been confirmed that an inclination of about 30 ° can be climbed.

  In addition, although the rackless thing which does not stick a rack as the rail 1 was demonstrated above, even if it is a normal type thing which sticks a rack, this invention is applicable. That is, in the case of traveling with many climbing runs, disconnecting the power transmission from the upper wheel 28 to the braking mechanism 33 with the one-way clutch 38 does not increase the extra load in the climbing trip where the load increases otherwise. This is because the superiority does not change. This is especially true when the speed increasing device 41 is provided.

  FIG. 6 is a plan view showing the route of the rail 1, but in a transport vehicle that places importance on various operations in addition to transportation, as a branch line of the rail 1, the trees are traversed in the contour direction and the end of the tree group In many cases, a zigzag S-shaped line S is used that repeats the form of turning around and moving to the next row between trees. In this case, the interval between the traversing portions Sa is so narrow that the single tree is sandwiched between them, and the workability is high, so that the radius of curvature of the circulating portion Sb is remarkably reduced. In such a route, there is an advantage that the gradient is relatively gentle in the traversing portion Sa, but since the total extension becomes very long, the use of the rail 1 with a rack increases the facility cost.

  For this reason, the rackless rail 1 is used. In addition, when the radius of curvature of the turning section Sb is small, the rack is uniformly spread over a predetermined width in the meshing type by the rack and pinion. Since the pitch cannot be formed, it may not mesh well with the pinion and may not be able to adopt the meshing type. In this respect, the rackless rail 1 must be used, and the importance of the present invention can be recognized.

  In the case of a transport vehicle that reciprocates while working on an S-shaped route, the passenger cart 4 and the work cart 5 are connected to the towing vehicle 3 to leave the departure point. The transportation vehicle is stopped in the middle of the traversing portion Sa (the parking brake 42 is applied at this time), a predetermined fertilizer spraying operation is repeated, and the vehicle travels while climbing up to the destination. Although the work can be performed after getting off the passenger carriage 4, it is safe to work while riding on the passenger carriage 4 because such a place often has a poor footing on an inclined ground. In this respect, the fertilizer application facility 32 of the work carriage 5 can be operated while riding on the passenger carriage 4 (the same applies to the steering device provided on the towing vehicle 3).

  During this time, due to the action of the one-way clutch 38, the rotation of the upper wheel 28 (braking wheel) is not transmitted to the speed increasing device 41 or the braking shaft 34. Therefore, a large load based on an increase in the inertial performance rate by the speed increasing device 41 is not required, and the vehicle can be climbed only by having a required driving force. In particular, the turning section 1b has a steep slope along the maximum slope line, but it is sufficient if it has the ability to enable this climbing. If the transport vehicle 3 travels to the destination, it goes back to the departure place with the direction unchanged. Since this reverse run is a downhill run as a whole, it is necessary to run while braking.

  This braking may be performed by the operator (operator) by himself / herself, but in terms of safety, it does not fail to work automatically. In this respect, in the case of the present invention, the upper wheel 28 reverses when the carriage returns, so the one-way clutch 38 is actuated and the braking mechanism 33 is activated to suppress an increase in speed. In this case, when the centrifugal braking mechanism 33 a having the speed increasing device 41 is used, the braking force corresponds to the rotational speed of the braking shaft 34 with high sensitivity, and therefore, there is an effect that the speed is not increased more than a certain level. In this case, since the reverse run generally travels downhill on a downward slope, this speed suppression effect is very important for ensuring safety, and this is the significance of the present invention.

  The above is the basic form of the present invention, but the present invention may take various modified forms. For example, a one-way clutch may be incorporated in the speed increasing device, so that one gear box is sufficient. In this case, if the one-way clutch is incorporated on the relatively upstream (drive source) side of the speed increasing device that does not increase the inertia performance ratio so much, there is an advantage that the capacity can be reduced by the amount of increase in the rotational speed. It is also effective to increase the coefficient of friction by attaching sand or the like to the surface of the rail or making it into a wave shape. Further, the place where the braking device is provided may be a towing vehicle or a work carriage, and the applied work is not limited to the fertilizer application work, but includes various works including a control work. Absent.

It is a side view of a single rail transport vehicle. It is a cross-sectional view of a passenger carriage in a single rail carriage. It is a side view of the passenger carriage in a single rail transport vehicle. It is a schematic diagram which shows the power transmission from an upper wheel to a braking mechanism. It is explanatory drawing of a friction type braking mechanism. It is a top view of the route of a single rail transport vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Rail 2 Support | pillar 3 Towing vehicle 4 Passenger cart 5 Working cart 6 Coupler 7 Traction vehicle chassis 8 Engine 8a Output shaft 9 Mission 9a Input shaft 9b Output shaft 10 Pulley 11 Pulley 12 Belt 13 Traction wheel upper wheel 14 Under the wheel Wheel 15 Arm 16 Ring 17 Rod 18 Spring 19 Tension mechanism 20 Sprocket 21 Sprocket 22 Sprocket 23 Chain 24 Idle sprocket 25 Tension sprocket 26 Passenger carriage chassis 27 〃 Seat 28 Upper wheel 28a ゴ ム Rubber 29 の 下 Lower wheel 29a Rubber of rubber 30 Arm 31 Tension mechanism 32 Fertilizer application facility 33 Braking mechanism 33a Centrifugal braking mechanism 33b Friction braking mechanism 34 Braking shaft 35 Braking drum 36 Rotating brake shoe 37 Power transmission path 38 One way clutch H 39 Clutch box 40 Power transmission path 41 Speed increasing device 42 Parking brake 43 Brake lever 44 Brake drum 45 Brake shoe 46 Expander 47 Spring 48 Adjustment tool S S-shaped line Sa 横 traverse part Sb 回 revolving part

Claims (8)

  In a single-rail transport vehicle that rolls back and forth in a fixed direction by rolling the wheels to a rail that is installed with an upward gradient from the start point to the end point on an inclined ground, the rotation of the wheels is transmitted through a power transmission path. A braking device for a single-rail transport vehicle comprising a one-way clutch that is configured to transmit to a braking mechanism, and that power transmission is cut off in the outward direction and connected in the backward direction.   2. The braking device for a single rail vehicle according to claim 1, wherein the braking mechanism is a centrifugal braking mechanism that applies a braking force corresponding to the number of rotations of the braking shaft to the braking shaft constituting the power transmission path.   2. The braking device for a single rail vehicle according to claim 1, wherein the braking mechanism is a friction type braking mechanism that applies an adjustable rated braking force to a braking shaft constituting the power transmission path.   The braking device for a single-rail transport vehicle according to any one of claims 1 to 3, wherein a speed increasing device for increasing the number of rotations of a wheel and transmitting the speed to a braking mechanism is provided on a power transmission path.   A single-rail carriage uses a towing vehicle to tow a passenger carriage having two upper and lower wheels, and a braking mechanism is provided on the passenger carriage to provide rotational power to the wheels of the upper two wheels and upper and lower four wheels. The braking device for a single rail vehicle according to any one of claims 1 to 4, wherein the braking device is transmitted to the braking mechanism by means of the above.   6. The unit according to claim 5, wherein the rail is a square pipe, and the upper wheel and / or the lower wheel of the passenger carriage is a rubber wheel having rubber on the outer peripheral surface thereof, and rolls on the upper surface and / or lower surface of the square pipe. Braking device for rail transport vehicles.   The braking device for a single-rail transportation vehicle according to any one of claims 1 to 6, wherein the rail is formed by attaching a rack to a square pipe, and a pinion that meshes with the rack is provided on a wheel of the transportation vehicle.   The braking device for a single rail vehicle according to any one of claims 1 to 7, wherein the rail is formed on an S-shaped road that repeats a form in which the rail traverses in the contour direction and then turns and moves to the next traverse.