JP2616828B2 - Emergency stop device for riding electric single-rail carrier - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial applications]

The present invention relates to an emergency stop device for a riding electric single-rail carrier.

[Prior art]

Single-rail vehicles are frequently used in orchards with many slopes and many narrow passages. It has the advantage of easy rail installation and automatic operation. For example, in a tangerine orchard, a small single-rail carrier with a capacity of 200 kg is widely used. Applications for civil engineering are also being developed. In this case, a one-ton load is suitable. In the case of such a large single-rail carrier, the number of rails is often two in the upper and lower directions. Even in this case, the rail is regarded as one, so it is called a single-rail carrier. Conventional single-rail vehicles consist of a motor vehicle and a bogie and are interconnected. The power vehicle includes an engine, a power transmission mechanism that transmits the driving force of the engine, a drive pinion that meshes with the rack, front and rear wheels that support the power vehicle, brakes, and the like. Braking is important because you drive unattended. It has stop brake, constant speed brake, emergency stop brake, etc. A single-rail carrier is not actually running yet, as a single-rail carrier is supposed to be ridden by people. However, for agricultural use, it is often inconvenient if people cannot get on, and a single-rail carrier for riding is also being developed. In this regard, the present applicant has disclosed inventions such as Japanese Patent Publication No. 1-24099 (H1.5.10), Japanese Patent Publication No. 24661 (H1.5.12) and Japanese Patent Publication No. 24662 / H1.5.12. Furthermore, it is convenient if there is a single-rail carrier for carrying people at golf courses and resorts. Particularly in places with many slopes and wide, passenger vehicles may be useful. In this case, safety must be prioritized above all, since things are not carried. It is also strongly desired that the operation is easy. It is necessary to temporarily stop the vehicle in a dangerous situation, or to avoid speeding up on a steep descent. In order to enhance operability, a conventional single-rail carrier that uses an engine as a drive source and does not use any electricity is insufficient. You must use electricity. Conventionally, there has been no single-rail carrier using electricity. The inventor of the present invention intends to provide, for the first time, a single-rail carrier that travels by electric power. To do this, a power supply line must be provided on the side of the rail. Construction of the rail laying is somewhat complicated. If electricity can be used, a motor can be used as a drive source. It is easier to start and stop than the engine.
In addition, operability is improved because an electric circuit can be used. Brake systems are extremely important because they run on slopes. Conventional single track vehicles for agriculture and civil engineering are equipped with a constant speed brake, an emergency stop brake, and the like, in addition to a normal stop brake. A constant speed brake is one in which a brake shoe pulled inward by a spring rotates in a drum. When the number of rotations of the wheel axle increases during a downhill, the brake shoe expands due to centrifugal force and rubs the inner periphery of the brake drum. Then, the braking will once come downhill at a constant speed. The emergency stop brake, when the speed exceeds a certain level,
This is to forcibly stop the truck. This works rarely, but it should be set up just in case. When used to put people on a golf course or the like, there is not always a specialized driver, and the people on board are customers, so people do not drive. It is similar to unmanned driving. Therefore, an emergency stop brake is needed to automatically detect and apply a brake when the carrier runs away. The emergency stop brake always means a mechanism that detects a runaway state (overspeed state). When an overspeed condition is detected, the signal is sent to a normal stop brake, and the rotation of the drive pinion is stopped by operating the stop brake. In the case of the present invention, since it is an electric single-rail carrier,
An electromagnetic brake can be used as the stop brake. The overspeed condition is detected by the emergency stop brake, and the electromagnetic brake is operated by this signal. After all, how do you detect a runaway (overspeed) condition? That is a problem. The emergency stop brake is one in which a brake shoe pressed in a closing direction by a spring is attached to one of the shafts of a power transmission system, and a drum is provided outside the brake shoe. In this respect, it is common to the constant speed brake, but in the case of the constant speed brake, the drum is fixed and does not rotate. In the case of an emergency stop brake, the drum is rotatable. It can rotate, but is temporarily fixed with a weak force in a certain direction. When the speed of the truck increases, the brake shoe spreads due to centrifugal force and hits the inner wall of the drum. The rotation of the brake shoe causes the drum to rotate. This rotation detects a runaway state. As such an emergency stop brake, the present applicant has already invented Japanese Utility Model Publication No. 53-24735, Japanese Patent Publication No. 63-5309 (S63.2.3), and Japanese Patent Publication No. 63-65541, S63.12.16. The drum rotates in the axial direction along the cam surface as the drum rotates, and the brake is applied by the axial movement. This requires another braking device. It is doubtful that it will really work in an emergency, as it is a brake that is hardly active, as well as expensive. Is to operate a stop brake by detecting an overspeed condition. Instead of having separate brakes, they share the brakes used during normal operation. This eliminates any problems with the reliability of the stop brake. However, since electricity cannot be used, the brake must be actuated by mechanical means. This is to provide a crankboard in addition to the emergency stop drum,
Connect points around the circumference of the drum and the crankboard with links,
A spring is connected to one point of the crankboard to provide rotational force. Due to the elastic force of the spring and the force of the link, the crankboard keeps the position of a certain elastic energy minimum (not the minimum). Connect the brake wires to the crankboard. The brake is inactive. When the speed of the truck increases, a shoe attached to the rotating shaft opens to rotate the drum. Then, the link is pulled and the crankboard rotates, and the elastic energy changes to the minimum state. The spring extends and the brake wire is pulled. The stop brake operates. As described above, the mechanism for detecting the overspeed is not merely a sensor, but is mechanically configured to directly operate the brake. The spring force was strong to keep the elastic energy at a minimum position so that it would not malfunction due to vibration or the like. The crankboard and drum have a lever, and when the emergency stop mechanism operates, the lever falls. In this state, the brake is still stopped, so the lever must be raised to release the brake, and the engine must be started by pulling the wire of the engine. That is, the state in which the elastic energy is minimized and the brake is actuated does not recover just because the transport vehicle has stopped. The operating state must be released by raising the lever.

[Problems to be solved by the invention]

Since electric single-rail vehicles have never existed, the emergency stop was also purely mechanical, using no electricity. This was a rather complex device that required crankshafts, links, springs, and the like. The present invention is directed to an electric single-rail carrier. A power supply line is laid near the rail so that the current collecting arm coming out of the carrier moves while contacting the power supply line. When electric power is used in this way, not only can the vehicle be driven by a motor, but also an electric circuit can be used for other mechanisms. Controllability and operability can be improved. A simpler and smaller emergency stop should also be possible. SUMMARY OF THE INVENTION It is an object of the present invention to provide an emergency stop device suitable for an electric single-rail carrier, which is more simplified, has a simple return operation, and operates reliably in an emergency.

[Means for Solving the Problems]

The emergency stop device of the present invention is provided with a centrifugal clutch mounted on one rotation shaft of the power transmission mechanism, and a drum surrounding the shoe so as to be rotatable with respect to the rotation shaft,
The drum is oriented in a fixed direction by a weight, and a detection ring provided with at least two regions that can be distinguished on the circumference is provided integrally with the drum, and the sensor can approach the detection ring to distinguish the two regions. When the sensor detects that the drum has rotated, the sensor sends an electric signal to a stop brake to activate the stop brake.

[Action]

At normal speed, the centrifugal clutch is closed by the force of a spring when the single-rail carrier is running. Shu does not touch the drum. The drum is oriented in a certain direction by the action of the weight. Since the detected ring is integral with the drum, it faces a certain direction. The sensor faces one of the two distinct regions. If the speed of the truck increases abnormally, the centrifugal clutch opens against the spring force. The shoe contacts the inner wall of the drum. The drum rotates. Since the detected ring also rotates, the sensor faces another area and detects this area. The sensor sends a signal to the stop brake to activate it. Accordingly, the electric motor stops and the single-rail carrier also stops.

【Example】

An embodiment will be described with reference to the drawings. FIG. 1 shows a left side view of the entire riding single-rail carrier, and FIG. 2 shows a front view thereof. In this, a vehicle F on which a passenger can ride is mounted on two traveling devices D. The rail J is formed by connecting an upper rail U and a lower rail V with a connecting plate T. This structure is described, for example, in JP-B-63-51202.
No. (S63.10.13) can be used. The vehicle F has a seat H so that people can ride on it. An operation panel G, a control panel I, and the like are provided. On the operation panel G, operations such as starting and stopping can be performed. The lower rail V is fixed to a rail support 101 perpendicular to the lower rail V. Both ends of the rail support 101 are supported by columns 102. The lower end of the support 102 is buried under the ground. A subsidence prevention plate 103 is provided on the ground surface, and the load on the rail is received by this. A trolley duct support 105 is erected on the side of the rail support 101. The trolley duct support 105 is a hanger 106
Thus, the trolley body 107 is supported downward. The trolley body 107 is a power supply line for passing a three-phase alternating current, and is provided with three conductors in a band member of an insulator. It is covered with a duct 110 so as not to be exposed to the outside. The traveling device D has a current collecting arm 109 projecting to the side. A slider 111 made of three metal pieces is fixed to the tip of the current collecting arm 109. The collecting arm 109 is a spring
The slider 111 comes into contact with the trolley body 107 because it is biased upward by the 112. In this way, electric power is supplied from the trolley body 107 to the single-rail carrier through the current collecting arm 109. This electric power causes the transport vehicle to run. The conventional single-rail carriage has been driven by an engine with oil mounted thereon, but the one of the present invention is driven by an electric motor by receiving power supply from a trolley. Since electricity is used, the braking mechanism must be changed. In this example, one vehicle F is connected to two front and rear traveling devices D.
Is supported by The front and rear traveling devices have almost the same structure, but there are some differences. As is evident in FIG. 1, the front traveling device D does not have the emergency stop centrifugal clutch Y, but only the rear traveling device. The traveling device D includes a frame C made of aluminum alloy, cast iron, or the like, and wheels and axles supported by the frame C. It also has a braking mechanism. The frame C is divided into right and left. The frame on the right once facing forward is connected to the gear case. The front upper eccentric wheel shaft 1 and the rear upper eccentric wheel shaft 2 connect the left and right frames on the inner surface. These rotatably support a front upper wheel M and a rear upper wheel N, each of which forms a simple circle. These wheels M and N roll on the upper surface of the upper rail U. There is no flange that sandwiches the side of the rail. The wheels M and N only carry the load and do not have a guide function of moving along the rail. The guide function is carried by upper guide rollers X provided four in front, rear, left and right. This is a roller supported by a vertical shaft and presses the side surface of the upper half of the upper rail U from right and left. Because of the upper guide roller X, the wheels M and N can stably roll on the upper rail. Both ends of the wheel shafts 1 and 2 of the upper wheels M and N are supported by frames (both mochi). And this is eccentric, and if you rotate the shaft a little, the height of the shaft center changes,
Set to an appropriate height and fix the axis. This is done by the adjusting plate 90. A lower front wheel shaft 3 and a lower rear wheel shaft 4 are provided below the frame. These support the lower wheels O, P with one side. Since the lower wheel axle is a horizontal axle and is located at an intermediate height between the upper rail U and the lower rail V, it cannot be used as a double-supported axle. The extension lines at the center of the left and right axles match, but the axle is cut off halfway, and wheels O and P are rotatably mounted here. The wheels O and P press the lower side of the upper rail U from below. There is only one lower wheel shaft 4 on the left, and a drive pinion L is provided on the right. Since the lower side of the upper rail U is pressed upward by the shoulders of the front two lower wheels P, the rear one lower wheel O, and the drive pinion L, the traveling device does not deviate from the upper rail. . Lower wheels P, O
Even with simple circular wheels, it has no collar. This is because left and right guidance is performed by upper and lower guide rollers. At the lower ends of the left and right frames C, lower guide rollers R are provided at the left, right, front and rear. This is a roller rotatably supported by a vertical shaft and presses both side surfaces of the lower rail V. As described above, since the upper guide roller X and the lower guide roller R press the side surfaces of the upper rail U and the lower rail V, the transport vehicle is correctly positioned and does not come off the rail from side to side. The left and right frames C are vertically
And an electric motor mount 57. The electric motor A is fixed on the electric motor mount 57 by bolts 59. An electromagnetic brake E is provided beside the electric motor A. This is a non-excitation type brake. When the power is turned off, the brake is applied and the rotation of the electric motor A is stopped. The output shaft 5 of the electric motor A is transmitted to a gear train inside the frame by a gear transmission mechanism W in which a number of gears are meshed in series. This is shown in FIGS. 9 and 8. The output shaft 5 is connected to an a-axis 7 by an a-joint 6. An a gear 8 is mounted on the a shaft 7, which rotates.
Hereinafter, the rotational force is represented by the b gear 10 of the b axis 9 and the c gear 1 of the c axis 11
2. It is transmitted to the d gear 14 of the d shaft 13. Although not provided in the front traveling device, the rear traveling device is provided with an emergency stop detection centrifugal clutch Y at the tip of the d-axis 13. An object of the present invention is to provide a centrifugal clutch for detecting an emergency stop. The rotational force of the electric motor is transmitted from the d-axis 13 via the d-joint 15 to the d'-axis 17 in the frame. The rotational force is transmitted from the e gear 18 of the d 'shaft 17 to the f gear 20 of the e shaft 19. This is transmitted to the emergency constant speed brake Q via the g gear 21, the h gear 22, and the o gear 33. The rotational torque as a drive source is transmitted from the i gear 24 of the f axis 23 to the n gear 31 of the i axis 32 via the k gear 27 of the g axis 25, the l gear 28 of the h axis 29, and the m gear 30. The rotational force reduced by the gear train in the b gear case 51 causes the drive pinion L of the i-axis 32 to rotate. The drive pinion L meshes with a rack K fixed to the side of the upper rail U. Therefore, when the electric motor A rotates, the drive pinion L rotates, and the single-rail carrier travels. The emergency constant speed brake Q is for preventing the speed of the single-rail carrier from becoming too high when descending a slope. This is provided to protrude on the right side of the frame. FIG. 9 shows a cross-sectional shape. A cylindrical constant speed brake drum 80 is fixed to the frame C. Numerous fins at the end of the brake drum 80
A cover 81 having a bottomed cylindrical shape is fixed to the outer periphery of the fin 83. j axis 34 is drum 80, cover 81
It extends up to the space partitioned by. A fan 89 is attached to the tip of the j-axis 34. A brake boss 88 is fixed to a position inside the j-axis 34. Boss 88
The brake shoe 84 is swingably mounted on the pin 85 by a pin 85. The brake shoe 84 is pulled in a closing direction by a spring 86. While the rotation of the j-axis 34 is slow, the brake shoe 84 is closed by the elastic force of the spring 86. Brake drum 80
There is a gap with the inner wall of the. When the rotation of the j-axis 34 becomes faster, the brake shoe 84 expands due to the centrifugal force and comes into contact with the inner wall of the brake drum 80 to generate frictional resistance. For this reason, rotation of the j-axis is suppressed. Thus, the rotation speed of the j-axis is kept constant. There is no excessive speed when going downhill. Now, the emergency stop detecting centrifugal clutch Y will be described. This is provided outside the a gear case 50 of the gear transmission mechanism W on the side of the frame C. This is shown in FIGS. 9-12. The detection ring 36 and the drum 35 bent in a dish shape are fixed to each other at the disk portion. A bearing 38 is provided on the boss of the fixing portion 37, and thereby the detected ring 36 and the drum 35 are rotatably supported on the d-axis 13. A mounting jig 39 is fixed to the tip of the d-axis 13. This rotates together with the d-axis 13. A shoe 42 is swingably attached to the attachment jig 39 by a pin 41. The other end of the shoe 42 is drawn inward by a spring 40. The two brake shoes 42 are closed by the elastic force of the spring. Such a structure is very similar to the aforementioned emergency constant speed brake Q. If the rotation of the d-axis 13 is slow, the brake shoe 42 is closed by the elastic force of the spring.
There is a gap between 35 and. A significant difference from the emergency constant speed brake Q is that the drum can rotate. The constant speed brake drum 80 of the constant speed brake Q is fixed to the frame by bolts. However, in the case of the emergency stop detecting centrifugal clutch Y, the drum 35 can rotate around the center of the d-axis 13. Drum 35
Is not fixed to the frame. The drum 35 has a weight 48 so that it can assume a fixed position. No matter how fast the rotation speed of the d-axis 13 is, since the resistance of the bearing 38 is small, the drum 35
48 can keep the position facing down. The rotation speed of the d-axis 13 is, for example, about 1750 ± 30 RPM. However, it is easy to manually turn the drum 35 and the detected ring 36. The detected ring 36 has a cylindrical wall 49 and an opening.
43 and The portion at the central angle Θ is the opening 43, and the portion (360 ° -Θ) is the walled portion 49. The detection sensor 45 is provided on an extension of the middle point of the opening 43 when the weight 48 faces downward. This is a proximity switch, which is a sensor for distinguishing between a state in which a metal piece exists nearby and a state in which a metal piece does not exist. Normally, since the detection sensor 45 faces the opening 43, it does not sense a metal piece. However, when the rotation of the d-axis increases, the shoe 42 expands by overcoming the elastic force of the spring 40. Expanded show
42 contacts the inner wall of drum 35. Since the drum 35 is only stationary by the gravity of the weight 48,
When the drum contacts the drum 35, the drum 35 rotates integrally with the shoe 42. The detected ring 36 also rotates, so that the walled portion 49 faces the detection sensor 45. The detection sensor 45 detects that the metal has approached. This signal is transmitted to the electromagnetic brake E through the cable 47. In response, the electromagnetic brake E operates. The electric power of the motor is also cut off at the same time. The motor shaft stops. Since the drive pinion L stops, the single-rail carrier stops. In this example, the central angle の of the opening 43 of the detected ring 36 is approximately 90 °, and the central angle of the walled portion is 270 °. Θ is drum 35
An appropriate value should be determined so as to avoid a malfunction due to the fluctuation and to operate reliably. Since the single-rail carrier oscillates while traveling, the weight 48 also swings back and forth with a small amplitude. The period of the amplitude is represented by l as the distance between the center of gravity G and the central axis when the drum 35, the weight 48, the cover 46, and the detected ring 36 are considered as one body. Given by However, the amplitude is not predetermined because it is affected by the impact force, the resistance of the bearing 38, and the like. Therefore, the central angle Θ of the opening 43 must be increased to some extent. However, if the opening 43 is too wide, even if the drum rotates, there is a time delay before the detection sensor 45 operates, and this cannot be ignored. In consideration of these things, the opening 43 having an appropriate size is formed. Now, it is assumed that the emergency stop detection device operates and the single-rail carrier stops. The emergency stop detecting device of the present invention has a feature that the return is automatically performed. This point is different from the conventional purely mechanical emergency stop device. When the vehicle stops, the rotation of the d-axis 13 also stops. Spring 40
The shoe 42 closes due to the elastic force of. Show 42 drums
Separated from 35. The free drum 35 naturally rotates so that the weight 48 faces downward, and returns to the normal position. As described above, the emergency stop detection device of the present invention automatically returns to the original state after the vehicle stops. This does not require a return operation. Of course, it is necessary to turn on the electromotive switch of the operation panel G, release the braking of the electromagnetic brake, and start the electric motor A. In the case of a conventional pure mechanical emergency stop detection device, the drum was rotated against a strong spring.
You must turn the lever to return the drum to the normal position. Such an operation cannot be expected to be performed by a passenger. In the case of the present invention, by the action of the weight 48, it automatically returns,
There is no need for the passenger to perform a return operation. Since the detection sensor 45 detects the proximity and separation of the object, when the walled portion 49 rotates toward the detection sensor 45, the distance from the walled portion 49 should not be too large. The distance is preferably 1 to 3 mm, particularly about 2 mm. In this example, a proximity switch is used as the detection sensor, and a ring having an opening and a wall is used as the ring to be detected, but the invention is not limited to these. The detected ring is divided into two regions on the circumference, and it is only necessary that the respective regions can be distinguished. This can be replaced, for example, by a photoelectric detector. A contact point detector can also be used.

【The invention's effect】

If the speed becomes excessive, for example, when descending a hill, the single-rail carrier is automatically stopped by the action of the emergency stop detecting centrifugal clutch of the present invention. This single-rail carrier is self-propelled with people on it, so special attention must be paid to safety. ADVANTAGE OF THE INVENTION According to this invention, the accident that a runaway occurs when the speed becomes excessive can be prevented beforehand. Since the brake drum is positioned by the weight, the brake drum automatically returns to the normal position after an emergency stop. There is no need to return the lever as in the conventional case.

[Brief description of the drawings]

FIG. 1 is a left side view of the entire single-rail carrier provided with the centrifugal clutch for emergency stop detection of the present invention. FIG. 2 is a front view. FIG. 3 is a plan view of only the traveling device. FIG. 4 is a front view of the traveling device. FIG. 5 is a left side view of the traveling device. FIG. 6 is a rear view of the traveling device. FIG. 7 is a right side view of the traveling device. FIG. 8 is a schematic diagram of a power transmission system. FIG. 9 is a sectional view of a power transmission system, an emergency constant speed brake, and a centrifugal clutch for emergency detection. FIG. 10 is a left side view, partly in section, of a power transmission system, an emergency constant speed brake, and an emergency detection centrifugal clutch. FIG. 11 is a plan view of a part of the emergency detection centrifugal clutch. FIG. 12 is a bottom view of the part of the emergency detection centrifugal clutch. A: Electric motor C: Power transmission system D: Traveling device E: Electromagnetic brake F: Vehicle G: Operation panel H: Seat I: Control panel J: Rail K: Rack L: Drive Pinion M: front upper wheel N: rear upper wheel O: front lower wheel P: rear lower wheel Q: emergency constant speed brake R: lower guide roller S: stop limit switch T: joint plate U: Upper rail V: Lower rail W: Gear transmission mechanism X: Upper guide roller Y: Emergency stop detection centrifugal clutch 35 ... Drum 36: Detected ring 37: Fixed part 38: Bearing 39 Mounting jig 40 Spring 41 Pin 42 Brake shoe 43 Opening 45 Detection sensor 46 Cover 47 Cable 48 Weight 49 Wall

Claims (1)

(57) [Claims] 1. An electric single-rail carrier which travels on a rail having a rack, comprising: an electric motor A; a driving pinion L for engaging the rack to obtain a thrust; A power transmission mechanism constituted by a gear train for transmission, front and rear wheels for traveling on rails, a frame C for incorporating the power transmission mechanism and supporting the wheels, and rotating a drive pinion. An emergency stop device for a traveling device of a single rail vehicle including an electromagnetic brake provided in a power transmission mechanism for stopping or in contact with an electric motor A, the emergency stop device being fixed to one rotating shaft of the power transmission mechanism. It rotates with the mounting jig and the mounting jig,
A shoe having an arc-shaped peripheral surface that can rotate around one point of the mounting jig, a spring that applies elastic force in a direction to close the shoe, and a shaft provided on the outside of the arc-shaped peripheral surface of the shoe, A drum provided rotatably with respect to the drum, a positioning weight suspended from the drum, and a detection ring provided with at least two regions which are integrally formed with the drum and are rotatable around a rotation axis and provided on a circumference. A sensor provided near the detection ring and capable of distinguishing the two regions,
An emergency stop device for a single-rail carrier, wherein an electromagnetic brake is activated by a signal of the sensor.