JP3046190B2 - Single rail transporter for transporting personnel - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a single rail transporter used for transporting personnel in steep mountainous areas, and more particularly to a braking / stopping mechanism thereof.

[0002]

2. Description of the Related Art In recent transmission line construction, it is necessary to select a steep mountainous area due to land acquisition problems, environmental problems, and the like. The need to climb mountain roads for an hour or more is increasing. Transmission line construction is from 3 to 4 from the investigation stage to completion
It takes years, but spending more than two hours each day during commuting is not only a waste of time, but also a build-up of physical fatigue, and it is dangerous to work further on a steel tower after arrival. There was no particularly favorable situation. Also,
If such a working environment continues, there is a concern about securing a future skilled workforce in the transmission line construction industry. Therefore, personnel transport using a single-rail carrier suitable for transporting steep mountainous areas was planned, but the weight capacity, braking capacity, and safety of those conventionally used for agriculture cannot be directly applied to personnel transport. Was something. The single rail transporter, which has been used for transporting fruits,
Square pipe rails are laid at a height of about 50 cm above the ground with struts arranged at regular intervals, the rack welded to the rails meshes with the pinions of the drive wheels, and the rack moves forward and backward by the rotation of the drive wheels. The pinion meshing is suitable for ascending and descending a steep slope at a slow speed, and has been used for a long time, but the maximum loading load in use in orchards is 20
The weight was about 0 kg to 300 kg, and the braking devices, safety devices, and the like were also corresponding. The single-rail transporter was selected as a means of transporting personnel because less trees are cut down than in road construction, construction is relatively simple, steep slopes can be accommodated, and the transport weight is large. On the other hand, the rail was simple, and responding to a steep slope was dangerous and back to back.

[0003]

One of the first priorities for transporting personnel by single rail transport is safety. The purpose is achieved only if the various characteristics of the single rail transporter can be demonstrated while ensuring safety. As the name implies, a single-rail transporter rides on a single rail, but assuming a route in a mountainous area where there are many left and right turns on steep slopes compared to orchards on gentle slopes, The plan was to add a flat bar sub rail to the square pipe main rail. Therefore, the risk of derailment can be avoided by coping with a lateral moment generated when a heavy-weight transport machine turns a sloped curve. In addition, the entire rail is rigidly constituted by the main rail and its support, and the sub-rail and its support, and the connecting metal fittings for connecting the both, and a solid rail can be obtained while maintaining the simplicity of construction. . Assuming a solid rail, to ensure the safety of the transporter itself mounted on it, strengthen the braking force and configure a system that will not stop due to an erroneous operation and cause an accident. . In other words, a design that seeks a safety system that considers human factors in addition to mechanically reliable safety is adopted.
For example, if the fuel check, which is the most basic start-up check, is neglected, it is dangerous if the engine stops while climbing a hill and runaway occurs. In addition, if there is an operation error at the start after the vehicle is temporarily stopped during climbing a hill, it is too dangerous to immediately run down and run away. Therefore, it is the basis of the safety system disclosed in the present application that a system that can be immediately stopped when a trouble occurs during operation and maintained in a stopped state until the cause of the trouble is eliminated. The thoroughness is ensured by providing two systems for maintaining this stopped state in separate systems.

[0004]

[Embodiment] An engine 1 is mounted, a V-belt 2 and a gear 3
A drive train 5 having a structure for reducing the rotation of the engine through the intermediary of the engine and transmitting the rotation to the drive wheels 4 provided integrally with the drive train 5 and a passenger car 6 connected to the drive train 5 constitutes a single vehicle. The driving vehicle 5 is supported by one driving wheel provided with a pinion corresponding to a rack on the lower surface of the rail and a roller attached thereto, and the subsequent passenger car is provided with two sets of front and rear wheels. The drive shaft brakes include a stop brake (internally expanded brake), an emergency brake (centrifugal stopper pin type brake), and a constant speed brake (internally expanded brake). These drive shaft brakes are
In the present application, an emergency brake 8 is provided on the third shaft 1 and a stop is provided on the third shaft 2 as shown in the drive transmission system diagram of FIG. Brake 7 and constant speed brake 9 are provided.

The stop brake 7 has a structure in which a pair of brake linings 73 are pushed out by rotation of a cam 72 when the operation stop lever 71 is at a stop position, and is pressed by a brake drum 74 to obtain a braking force. Therefore, from the driving state,
When the lever is operated in the stop state, the drive transmission system is in the neutral state and the brake is always applied.

The emergency brake 8 is a brake that when the traveling speed reaches about twice the set speed, the claw 81 pops out due to centrifugal force and hits the arm 82 fixed to the main body to prevent the shaft from rotating. This is a final stop device when another braking function does not work until the speed is reached.

When the speed of the shaft exceeds a set number of revolutions, the constant speed brake 9 causes the brake weight 91 to expand by centrifugal force, and performs braking by frictional resistance between the brake lining 92 and the inner surface of the drum 93. By limiting the number of rotations above the set number of rotations, acceleration is stopped and a constant speed is maintained. In addition to the above drive shaft system brake, an electromagnetic brake 10 is provided as a stop / emergency brake.

The electromagnetic brake 10 includes an emergency stop switch,
Its operation is controlled by an engine key switch, an engine operation detection relay, a forward / reverse switching lever neutral position detection switch, an operation stop lever stop position detection switch, and a handrail belt switch. That is, the emergency stop switch is off
That the engine key switch is ON,
The engine operation detection relay is ON (during engine operation), the forward / reverse switching lever neutral position detection switch is OFF
F, the operation stop lever stop position detection switch is OFF, and the handrail belt switch is ON (the hook is engaged), the electromagnetic brake 10 cannot be released unless all the conditions are satisfied. , And hold the stopped state.

The emergency stop switch 11 is installed at the driver's position at the tip of the passenger car, and is turned on when other braking devices do not function.
If you do, stop immediately. When the forward / reverse switching lever 12 neutral position detection switch is ON, the drive shaft is in the neutral state,
There is a possibility of moving when there is a slope. Therefore, when either forward or reverse is not selected, the electromagnetic brake 10 operates. The ON state of the operation stop lever 71 stop position detection switch is a stopped state, in which the electromagnetic brake 10 is operating together with the stop brake 7 of the drive shaft system.

The handrail belts 13 are provided on both sides of each seat of the passenger trolley. The electromagnetic brake 10 is released when the hook 14 at the end of the belt is engaged, and when the belt 14 is released, the electromagnetic brake 10 is released.
It is operating. This handrail belt 13 can be used by the last occupant as an emergency stop switch.

As described above, by providing the brake of the drive shaft system and the electromagnetic brake 10 in a parallel structure, they are independent of each other, and one system failure does not spread to the other. FIG. 10 shows the conditions and states in which two systems of brakes operate.
Table 1 shows the results. When the operation stop lever 71 is at the stop position, the stop brake 7 operates and the electromagnetic brake 10
Is operating, and safety is ensured by this parallel structure. The electromagnetic brake 10 has an AND (series) structure controlled by a number of permuted operation units.
By providing the two brake systems in parallel and the electromagnetic brake 10 of them in series, more secure safety can be obtained.

For example, the engine key is turned to cancel the first stage, the engine rotation detection relay detects the second stage, the forward / reverse switching lever 12 neutral position detection switch detects the third stage, and the operation stop lever 71 The stop position detection switch detects the operating position, detects that the handrail belt 13 has been applied, and finally releases the electromagnetic brake 10, causing a human error of running out of fuel while driving uphill and stopping the engine. Even if the engine rotation detection relay activates the electromagnetic brake 10, the vehicle does not run backward. At this time, even if the 10 electromagnetic brakes are broken,
Acceleration runaway does not occur with the constant speed brake 9, and it is forcibly stopped by the emergency brake 8. Needless to say, if the driver returns the operation stop lever 71 to the stop position before that, the stop brake 7 operates. As described above, the operation start procedure is performed step by step by the permutation operation, and if any error occurs, the operation is immediately stopped. In an emergency, the brake of another system is operated.

[0013]

As described above, according to the present invention, a braking mechanism suitable for a single-rail carrier for transporting personnel can be obtained. A more secure braking mechanism is obtained by installing two systems of the drive shaft system brake and the electromagnetic brake 10 in parallel, and by controlling the electromagnetic brake 10 in an AND (serial structure). As a whole, a parallel structure is used to guarantee mechanical reliability, and a serial structure is used in accordance with the operation procedure against human errors, and the safety and reliability of the whole are guaranteed by a combination of these.

[Brief description of the drawings]

FIG. 1 is a front view of a single rail transporter for transporting personnel according to the present application.

FIG. 2 is a front view of the electromagnetic brake unit according to the present invention with a part cut away.

FIG. 3 is a right side view of the electromagnetic brake unit according to the present invention with a part cut away.

FIG. 4 is a right side view of the electromagnetic brake unit of the present application.

FIG. 5 is a rear view of the electromagnetic brake unit of the present application.

FIG. 6 is a drive transmission system diagram of the present application.

FIG. 7 is a perspective view of a stop brake (inner-expansion brake) of the present application.

FIG. 8 is a front view of the emergency brake (centrifugal stopper pin type brake) of the present application.

FIG. 9 is a perspective view of a constant speed brake (a centrifugal inner expansion type brake) of the present application.

FIG. 10 is an operation table of a two-system brake of the present application.

FIG. 11 is a perspective view of a single-rail carrier for transporting personnel according to the present application.

[Explanation of symbols]

 1 Engine 2 Belt 3 Gear 4 Driving wheel 5 Driving car 6 Passenger car 7 Stop brake (Internal expansion type brake) 8 Emergency brake (Centrifugal stopper pin type brake) 9 Constant speed brake (Centrifugal internal expansion type brake) 10 Electromagnetic brake 11 Emergency Stop switch 12 Forward / reverse selector lever 13 Handrail belt 14 Hook 71 Operation stop lever 72 Cam 73 Brake lining 74 Brake drum 81 Claw 82 Arm 91 Brake weight 92 Brake lining 93 Drum

──────────────────────────────────────────────────続 き Continuing on the front page (73) Patent holder 594004547 Shimizu Denken Co., Ltd. 7-30 Minami 9 Nishi, Chuo-ku, Sapporo, Hokkaido 7-30 Patent holder 594004558 Taiyo Denki Co., Ltd. Kita-ku, Kita-ku, Sapporo, Hokkaido 4-4-1 Nishi 4-chome (73) Patent holder 592091529 Toko Electric Construction Co., Ltd. 1-4-5 Nishikanda, Chiyoda-ku, Tokyo (73) Patent holder 000177944 Yamakadengyo Co., Ltd. 2 Shibuya, Shibuya-ku, Tokyo Chome 11-3 (72) Inventor Takeshi Mikami 1-2-2 Odori Higashi, Chuo-ku, Sapporo, Hokkaido Within Hokkaido Electric Power Company (72) Inventor Hiroshi Kimoto 2-1-2, Kikusui Kikusui, Shiraishi-ku, Sapporo, Hokkaido 21-21 No.Hokkaido Electric Construction Co., Ltd. (72) Inventor Hiroyuki Shuwaki Hokkaido, Sapporo, Chuo-ku, Minami 11-Nishi, 21-4-10 Inside Kita Koden Co., Ltd. (72) Inventor Noriaki Imajo, Hokkaido 7-30-30 Minami 9-Jo Nishi, Chuo-ku, Horo-shi, Japan Shimizu Denken Co., Ltd. (72) Inventor Nori Kusunoki 4-4-1, Kita 4-Jo Nishi, Chuo-ku, Sapporo, Hokkaido, Japan Seiko Ainouchi 6-423 Minami 7-Jo Nishi, Chuo-ku, Sapporo-city, Hokkaido Toko Electric Construction Co., Ltd. Hokkaido Branch Office (72) Inventor Yutaka Takahashi 18-chome, Kita 4-Jo Nishi, Chuo-ku, Sapporo, Hokkaido (Fuji Building) (72) Inventor Tadahiro Inagaki 1573-2, Kamitakino, Takino-cho, Kato-gun, Hyogo Prefecture Examiner, Fujii Electric Works Co., Ltd. Ken Isobe (56) References JP-A-7-156801 (JP, A) JP-A-7-132825 (JP, A) JP-A-5-58278 (JP, A) JP-A-1-301455 (JP, A) JP-A-7-3273 (JP, U) JP-A-6-22632 ( JP, U) JP-A 62-37634 (JP, U) JP-A 60-45171 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61H 9/00 B61H 11/14 B61B 13/04

Claims (1)

(57) [Claims] 1. A single rail transporter of a type in which the power of an engine 1 is transmitted to a drive wheel 4 provided on a body frame via a gear 3, a belt 2, and the like, wherein a braking means is provided on a shaft of a driving force transmission path. Drive shaft brake system consisting of inboard expansion type brake 7, centrifugal stopper pin type brake 8, and centrifugal expansion type brake 9, emergency stop switch OFF , engine key switch ON , engine operation detection relay ON , forward / reverse switching lever When all of the following conditions are satisfied: the neutral position detection switch is OFF , the operation stop lever stop position detection switch is OFF , and the handrail belt switch is ON.
When the electromagnetic brake 10 is released and the above conditions are not met
Can not release the electromagnetic brake 10 and keep the stopped state.
As described above, a single rail transporter for transporting personnel, wherein the electromagnetic brake systems controlled in a permutated manner have independent parallel system structures.