JP6779427B2 - Centrifugal braking device and manual propulsion vehicle equipped with it - Google Patents

Description

The present invention relates to a centrifugal braking device and a manual propulsion vehicle equipped with the centrifugal braking device, and more particularly to a configuration of a brake shoe unit that applies a braking force to wheels by pressing a lining against a brake drum.

Vehicles such as hand carts or silver carts, which are walking aids, baby carriages, push carts for carrying luggage, rear cars, rickshaws, etc., where the wheels attached to the vehicle body rotate and the vehicle body moves when a person pushes and pulls them by hand. (In the present specification, the vehicle is referred to as a "manual propulsion vehicle"), there is a vehicle in which a centrifugal braking device is attached to a conventional wheel (see, for example, FIG. 11 of Patent Document 1). The centrifugal braking device is an automatic braking device that applies braking force to the wheels by pressing the brake shoes against the brake drum with the centrifugal force generated by the rotation of the wheels. By attaching this to the wheels, a manual propulsion vehicle Can be used and handled easily and safely.

As shown in FIG. 25, the speed suppressing device 200 described in Patent Document 1 is swingably attached to the support plate 201 formed in a disk shape and the support plate 201 via a swing shaft 2022. It has one brake shoe 203, a spring position holding portion 205 that holds one end of the brake shoe 203 via the spring 204, and a position changing mechanism 206 that adjusts the elastic force of the spring 204 acting on one end of the brake shoe 203. There is.

The support plate 201 is connected to a wheel (not shown) via a planetary gear mechanism (not shown), and when the wheel rotates, the support plate 201 is rotated at a higher speed than the wheel at a rotation speed corresponding to the speed increase ratio of the planetary gear mechanism. The brake shoe 203 has an arcuate planar shape, a narrow spring receiving portion 207 is formed at one end thereof, and a brake pad 208 is attached to the outer surface on the other end side. The swing shaft 202 is provided at a position deviated from the central portion of the brake shoe 203 in the length direction toward the formation side of the spring receiving portion 207. The position changing mechanism 206 includes a rack and pinion mechanism, and by adjusting the position changing mechanism 206, the position of the spring position holding portion 205 and thus the compression amount of the spring 204 can be adjusted.

That is, the position change mechanism 206 includes an adjustment gear 210 rotatably attached to the support plate 201, a pinion 211 arranged concentrically with the rotation axis of the support plate 201 and meshed with the adjustment gear 210, and the support plate 201. It has a rack portion 212 that is held on the top so as to be linearly movable and is meshed with the pinion 211. The contact surface between the rack portion 212 and the spring position holding portion 205 is an inclined surface that is inclined at the same angle. The adjustment gear 210 allows a manufacturer, user, rental company, or the like of a manual propulsion vehicle (in the present specification, these persons are referred to as "users or the like") to appropriately change the rotational position from the outside of the wheel. Therefore, when the user or the like rotates the adjustment gear 210 to rotate the pinion 211 clockwise from the state of FIG. 25 (a), the upper rack portion 212 is moved to the right as shown in FIG. 25 (b). The lower rack portion 212 moves to the left, and the upper and lower spring position holding portions 205 move in the outer peripheral direction of the support plate 201 along the inclined surface of each rack portion 212. As a result, the amount of compression of the spring 204 increases, and the elastic force of the spring 204 acting on the spring receiving portion 207 increases. On the contrary, when the user or the like rotates the adjustment gear 210 to rotate the pinion 211 counterclockwise from the state of FIG. 25 (b), the upper rack portion 212 moves to the left as shown in FIG. 25 (a). The lower rack portion 212 moves to the right, and the upper and lower spring position holding portions 205 move in the inner peripheral direction of the support plate 201 along the inclined surface of each rack portion 212. As a result, the amount of compression of the spring 204 is reduced, and the elastic force of the spring 204 acting on the spring receiving portion 207 is reduced.

A brake drum (not shown) that applies a braking force to the wheels in cooperation with the brake pad 208 is arranged concentrically with the support plate 201 on the outer periphery of the support plate 201. In the initial setting state, a required distance is provided between the inner surface of the brake drum and the outer surface of the brake pad 208, and no braking force is applied to the wheels.

Since the speed suppressing device 200 described in Patent Document 1 is configured in this way, when the wheels rotate, the rotation of the wheels is transmitted to the support plate 201 via the planetary gear mechanism, and the support plate 201 rotates the wheels. The speed is increased by the product of the number and the speed increase ratio of the planetary gear mechanism. When the support plate 201 rotates, a centrifugal force acts on the brake shoe 203 accordingly. Since the swing shaft 202, which is the center of rotation of the brake shoe 203, is provided at a position deviated toward the spring receiving portion 207 side from the central portion of the brake shoe 203, the brake pad is heavier than the spring receiving portion 207 side. A larger centrifugal force acts on the 208 side. However, since the elastic force of the spring 204 is applied to the spring receiving portion 207 of the brake shoe 203, the rotation speed of the support plate 201 is low, and the centrifugal force acting on the brake pad 208 side is equal to or less than the elastic force of the spring 204. If so, the brake pads 208 cannot move outward and the brake pads 208 are not pressed against the brake drums so that the wheels are kept in a non-braking state. On the other hand, when the rotation speed of the support plate 201 increases and the centrifugal force acting on the brake pad 208 side exceeds the elastic force of the spring 204, the brake pad 208 moves outward against the elastic force of the spring 204. As it moves and is pressed against the inner surface of the brake drum, braking force is applied to the wheels.

As described above, the speed suppressing device 200 described in Patent Document 1 balances the centrifugal force acting on the brake pad 208 side of the brake shoe 203 and the elastic force of the spring 204 acting on the spring receiving portion 207 of the brake shoe 203. Since the number of rotations of the wheel to which the braking force is applied to the wheel changes, the number of rotations of the wheel to which the braking force is applied to the wheel is changed by operating the position changing mechanism 206 and changing the elastic force of the spring 204. Can be changed. The speed suppressing device 200 described in Patent Document 1 is configured in this way. Therefore, when applied to a walking assist vehicle as an example, the elastic force of the spring 204 acting on the spring receiving portion 207 is increased. , It is possible to improve the usability for the user who can walk at a high speed. On the contrary, by lowering the elastic force of the spring 204 acting on the spring receiving portion 207, it is possible to improve the usability for the user who can walk only at a slow speed.

WO2013 / 047222A1

However, in the speed suppressing device 200 described in Patent Document 1, the difference between the centrifugal force acting on the brake pad 208 side of the brake shoe 203 and the elastic force of the spring 204 applied to the spring receiving portion 207 of the brake shoe 203. Since the brake pad 208 is pressed against the brake drum by force, the more the elastic force of the spring 204 is increased by using the position changing mechanism 206, the worse the braking performance becomes, and the number of rotations of the wheel in which the braking force is applied to the wheels. And the braking force applied to the wheels cannot be adjusted individually. Further, since it is structurally difficult for the speed suppressing device 200 described in Patent Document 1 to include a long spring 204, even if the position changing mechanism 206 is operated to the maximum extent, the braking force applied to the wheels can be widely applied. Cannot be adjusted. In order to use the manually propulsion vehicle safely and comfortably, the braking force acting on the wheels should be adjusted to an optimum value for each user of the manually propulsion vehicle. However, the speed suppression device 200 described in Patent Document 1 Since the braking force applied to the wheels cannot be adjusted over a wide range, it is difficult to meet a wide range of user demands. Of course, if the spring 204 is replaced with one having a different elastic modulus, the braking force acting on the wheel can be adjusted in a wide range, but in order to replace the spring 204, the speed suppressing device 200 must be completely disassembled. Therefore, a great deal of labor is required for the maintenance of the manual propulsion vehicle.

Further, in the speed suppressing device 200 described in Patent Document 1, the centrifugal force acting on the brake pad 208 side of the brake shoe 203 exceeds the elastic force of the spring 204 applied to the spring receiving portion 207 of the brake shoe 203. Therefore, since the brake force is automatically applied to the wheels, it is not possible to apply the brake force to the wheels regardless of the number of rotations of the wheels. From this point as well, it is difficult for the speed suppression device 200 described in Patent Document 1 to meet a wide range of user demands.

Further, since the speed suppressing device 200 described in Patent Document 1 has a configuration in which the brake shoe 203 swings around the swing shaft 202, the speed suppressing device 200 is located between the brake drum and the brake shoe 203 depending on the rotation direction of the wheels. The self-servo effect that acts is different, causing a difference in the braking force applied to the wheels. Therefore, in order to apply the speed suppression device 200 described in Patent Document 1 to a manual propulsion vehicle, two types of a right-hand unit attached to the right side of the vehicle body and a left-side unit attached to the left side of the vehicle body are required. The manufacturing process for manually propulsion vehicles becomes complicated.

The present invention has been made to solve such a problem of the prior art, and an object of the present invention is to be able to widely adjust the braking force applied to the wheel and to meet a wide range of user demands. Moreover, it is an object of the present invention to provide a centrifugal braking device that is easy to manufacture and maintain, and a manual propulsion vehicle equipped with the centrifugal braking device.

In order to solve such a technical problem, the present invention relates to a centrifugal braking device, the main shaft held by a fixed portion, a brake arm arranged concentrically with the main shaft, and the main shaft and the brake arm. Brake drums arranged concentrically, a speed-increasing mechanism that accelerates the rotation of the driving part and transmits it to the brake arm that is the driven part, and sliding in the radial direction of the brake arm centered on the axial center of the main shaft. It is movably installed, and due to the centrifugal force when the brake arm is rotationally driven, it moves in the outer peripheral direction of the brake arm, and its tip is in the radial direction of the brake drum centered on the axial center of the main shaft. Each of the plurality of brake shoe units is provided with a brake force adjusting mechanism that individually regulates the movable range when a centrifugal force is applied, and the braking force adjusting mechanism is the said. A braking force attached to one side of the brake arm so that a protrusion formed on the brake shoe unit and a cam having a cam surface facing the tip of the protrusion are formed in the circumferential direction and can rotate in the circumferential direction. The brake shoe is composed of an adjusting plate, and the size of the gap between the protrusion and the cam surface is changed by changing the mounting position of the braking force adjusting plate with respect to the brake arm in the circumferential direction. It is characterized by adjusting the movable range of the unit .

If the brake shoe unit is slidably installed in the radial direction of the brake arm, the brake shoe unit can be pressed in the radial direction of the brake drum when the centrifugal force accompanying the rotation of the brake arm acts on the brake shoe unit. , The self-servo effect of the centrifugal braking device can be made constant regardless of the rotation direction of the spindle. Therefore, when the centrifugal brake of this configuration is applied to the manual propulsion vehicle, the effects of the centrifugal brake devices arranged on the left and right sides of the manual propulsion vehicle can be made uniform. Therefore, one type of centrifugal brake device is used for the vehicle body. It becomes possible to manufacture a manual propulsion vehicle equipped with wheels on the left and right sides of the vehicle, and the manual propulsion vehicle can be manufactured easily and at low cost.

If multiple brake shoe units are slidably installed in the radial direction of the brake arm and the movable range of each brake shoe unit can be individually regulated using the braking force adjustment mechanism, the position can be pressed against the brake drum. By increasing or decreasing the number of brake shoe units whose movable range has been adjusted so that they can move up to, the braking force acting on the driving part can be adjusted, so it acts on the driving part compared to when adjusting the elastic force of the spring. The range of adjustment of the braking force to be applied can be significantly expanded. That is, the larger the number of brake shoe units pressed against the brake drum, the larger the braking force can be applied to the driving part, and the smaller the number, the smaller the braking force acting on the driving part, so that the elastic force of the spring can be reduced. Compared with the case where the braking force is adjusted by, the adjustment range of the braking force acting on the driving part can be expanded, and it is possible to meet a wide range of user demands. Further, since the braking force acting on the driving part can be adjusted only by operating the braking force adjusting mechanism, the maintenance of the centrifugal braking device can be facilitated.

According to this configuration, the movable range of each brake shoe unit can be adjusted simply by changing the mounting position of the brake force adjusting plate with respect to the brake arm in the circumferential direction, so that the braking force acting on the spindle can be easily adjusted. ..

Further, the present invention provides a brake release mechanism for manually releasing the transmission of rotational force from the driving portion to the speed increasing mechanism between the driving portion and the speed increasing mechanism in the centrifugal brake device having the above configuration. It is characterized by being prepared.

According to this configuration, a brake release mechanism is provided between the prime mover and the speed-increasing mechanism. Therefore, by operating the brake release mechanism, it is possible to switch to a braking state in which a braking force is applied to the prime mover and to act on the prime mover. It is possible to switch to the braking release state in which the braking force is not applied, and the versatility of the centrifugal braking device can be enhanced. Further, since the brake release mechanism can be manually operated, it is possible to reduce the labor of the user and the like when operating the brake release mechanism.

Further, in the centrifugal brake device having the above configuration, the present invention includes a compression spring that urges the brake shoe unit toward the rotation center side of the brake arm, and the centrifugal force acting on the brake shoe unit is the elasticity of the compression spring. When the force is not exceeded, the brake shoe unit is held on the rotation center side of the brake arm, and when the centrifugal force acting on the brake shoe unit exceeds the elastic force of the compression spring, the brake shoe unit is moved. It is characterized in that it is moved to the outer peripheral side of the brake arm.

According to this configuration, since the brake shoe unit is equipped with a compression spring that urges the brake arm toward the center of rotation, the brake is applied to the spindle for the first time when the centrifugal force acting on the brake shoe unit exceeds the elastic force of the compression spring. Power is given. Therefore, since the rotation speed of the spindle to which the braking force is applied can be appropriately set by adjusting the elastic force of the compression spring, it is possible to provide a more convenient centrifugal braking device for each user.

Further, the present invention adjusts the initial compression amount of the compression spring in the centrifugal brake device having the above configuration, and changes the rotation speed of the brake arm required for the brake shoe unit to move to the outside of the brake arm. It is characterized by being equipped with a speed range adjusting mechanism.

Since the compression spring is a member that urges the brake shoe unit toward the center of rotation of the brake arm, the number of rotations of the wheel to which the braking force is applied to the spindle can be set high by increasing the initial compression amount. By reducing the initial compression amount, the number of rotations of the wheel to which the braking force is applied to the spindle can be set low. Therefore, according to this configuration, the centrifugal force braking device can be further improved in usability in combination with the effect of the braking force adjusting mechanism described above.

Further, in the centrifugal brake device having the above configuration, the speed region adjusting mechanism has an initial load adjusting plate which is arranged concentrically with the main shaft and is detachably attached to one side of the brake arm. The initial load adjusting plate is characterized in that a compression amount adjusting piece that is inserted into the end of the compression spring to change the initial compression amount of the compression spring is formed.

According to this configuration, the initial compression amount of the compression spring can be changed simply by inserting the compression amount adjustment piece formed on the initial load adjustment plate into the end of the compression spring, so that the number of rotations of the wheel to which the braking force is applied to the spindle is applied. Can be easily adjusted. If a plurality of compression amount adjusting pieces having different thicknesses are formed on the initial load adjusting plate, the initial compression amount of the compression spring can be changed in multiple stages only by providing one initial load adjusting plate.

Further, according to the present invention, in the centrifugal brake device having the above configuration, the speed region adjusting mechanism has an initial load adjusting plate which is arranged concentrically with the main shaft and is detachably attached to one side of the brake arm. The initial load adjusting plate is formed with a cam groove that comes into contact with one end of the compression spring and engages an engaging pin formed in a movable plate that is displaced in the compression / extension direction of the compression spring. The cam groove is characterized in that the movable plate is formed in a shape that displaces the movable plate in the compression / extension direction of the compression spring when the initial load adjusting plate is rotated.

According to this configuration, by rotationally driving the initial load adjusting plate, the movable plate in contact with one end of the compression spring can be displaced in the compression / extension direction of the compression spring, so that the braking force is also applied to the spindle. It is possible to easily adjust the number of rotations of the wheels to which the above is applied.

Further, according to the present invention, in the centrifugal brake device having the above configuration, a gear is rotatably attached to the brake arm, and a dentition that meshes with the gear is formed on the initial load adjusting plate, and the gear is manually attached. It is characterized in that the initial load adjusting plate is rotated around the spindle by rotating with.

According to this configuration, the initial load adjusting plate is rotated via a gear mechanism consisting of a gear attached to the brake arm and a dentition formed on the initial load adjusting plate, so that the amount of rotation of the initial load adjusting plate and thus compression The amount of compression of the spring can be finely adjusted, and the number of rotations of the wheel to which the braking force is applied to the spindle can be variously adjusted according to the request of the user or the like.

Further, according to the present invention, in the centrifugal force braking device having the above configuration, when an elastic member is arranged between the brake arm and the gear and the initial load adjusting plate is rotated around the main shaft, the gear is used. It is characterized in that it is pushed against the elastic force of the elastic member and meshes the gear with the dentition formed on the initial load adjusting plate.

According to this configuration, only when the initial load adjusting plate is rotated, the gear and the dentition formed on the initial load adjusting plate are meshed with each other, and the initial load adjusting plate can rotate. Can be prevented from inadvertently rotating at an unintended timing by the user or the like, and the reliability of the centrifugal force braking device provided with the initial load adjusting plate can be improved.

On the other hand, the present invention relates to a manual propulsion vehicle, which comprises a vehicle body manually operated by a user, wheels attached to the lower portion of the vehicle body, and a centrifugal braking device for applying braking force to the wheels. The centrifugal braking device is a driving portion, which is a main shaft held by a fixed portion, a brake arm arranged concentrically with the main shaft, a brake drum arranged concentrically with the main shaft and the brake arm, and a driving portion. A speed-increasing mechanism that accelerates the rotation of the wheels and transmits it to the brake arm, which is a driven portion, and a brake arm that is slidably installed in the radial direction of the brake arm centered on the axis of the spindle, A plurality of brake shoe units that move in the outer peripheral direction of the brake arm by the centrifugal force when rotationally driven, and the tip portion thereof is pressed in the radial direction of the brake drum centered on the axial center of the main shaft . Each of the plurality of brake shoe units is provided with a braking force adjusting mechanism that individually regulates the movable range when a centrifugal force is received, and the wheels arranged opposite to the centrifugal braking device or the centrifugal force. A window hole is provided in the brake cover constituting the brake device, and the braking force adjusting mechanism can be operated from the outside of the wheel by using a required tool inserted through the window hole from the outside of the wheel or the brake cover. It is characterized by being configured in .

According to this configuration, since a plurality of brake shoe units are provided with a centrifugal brake that slides in the radial direction of the brake arm and is pressed against the brake drum when the wheels rotate, the centrifugal brake device can be used regardless of the rotational direction of the spindle. The self-servo effect can be made constant. Therefore, since the effects of the centrifugal braking devices arranged on the left and right sides of the manual propulsion vehicle can be made uniform, it is possible to manufacture a manual propulsion vehicle equipped with wheels on the left and right sides of the vehicle body using one type of centrifugal braking device. Therefore, the production of a manually propulsion vehicle can be made easy and low cost.

According to this configuration, since the braking force adjusting mechanism can be operated from the outside of the wheel or the brake cover, the braking force acting on the wheel can be adjusted without disassembling the wheel and the centrifugal braking device, and the manual propulsion vehicle can be adjusted. Maintainability can be improved.

Further, the present invention includes a brake release mechanism for manually releasing the transmission of rotational force from the wheels to the speed increasing mechanism between the wheels and the speed increasing mechanism in the manually propelled vehicle having the above configuration. It is characterized by.

According to this configuration, since the brake release mechanism is provided between the wheel and the speed increasing mechanism, the manual propulsion vehicle can be in a state where the braking force of the centrifugal braking device acts on the wheel, or the centrifugal braking device can be applied to the wheel. It can be used in a state where the braking force does not act, and the versatility of the manual propulsion vehicle can be enhanced. Further, since the brake release mechanism can be manually operated, it is possible to reduce the labor of the user and the like when operating the brake release mechanism.

Further, the present invention is characterized in that, in the manual propulsion vehicle having the above configuration, the wheel cover attached to the outer surface portion of the wheel is provided with a through hole for allowing the brake release mechanism to face the outside.

According to this configuration, the brake release mechanism can be faced to the outside through the through hole provided in the wheel cover, so that the brake release mechanism can be operated without removing the wheel cover, and the brake release mechanism can be operated. It is possible to reduce the labor of the user and the like when doing so.

According to the present invention, since the adjustment range of the braking force acting on the wheels which are the driving parts can be increased, it is possible to provide a manual propulsion vehicle having the optimum braking force for each user. Further, since the centrifugal brake is provided with a braking force adjusting mechanism that can be manually operated, it is possible to facilitate the maintenance of the centrifugal braking device and the manual propulsion vehicle equipped with the mechanism. Furthermore, since the self-servo effect of the centrifugal brake device can be made constant regardless of the mounting position of the centrifugal brake device on the manual propulsion vehicle, it is not necessary to use multiple types of centrifugal brake devices for manufacturing the manual propulsion vehicle. Manufacture of manually propulsion vehicles can be made easy and low cost.

It is a perspective view which shows an example of the manual propulsion vehicle which concerns on 1st Embodiment. It is an exploded perspective view which shows the structure from the casing member to the arm member of the centrifugal brake device which concerns on 1st Embodiment. It is an exploded perspective view which shows the structure from the arm member to the wheel of the centrifugal force braking device which concerns on 1st Embodiment. It is a perspective view seen from the inner surface side of the internal tooth gear which concerns on 1st Embodiment. It is a perspective view seen from the brake cover side of the 1st planet carrier which concerns on 1st Embodiment. It is a perspective view seen from the brake cover side of the 2nd planet carrier which concerns on 1st Embodiment. It is a perspective view seen from the brake drum side of the brake arm which concerns on 1st Embodiment. It is a perspective view seen from the brake cover side of the brake arm which concerns on 1st Embodiment. It is an exploded perspective view of the brake shoe unit which concerns on 1st Embodiment. It is a front view seen from the brake cover side of the initial load adjustment plate which concerns on 1st Embodiment. It is a perspective view seen from the brake cover side of the initial load adjustment plate which concerns on 1st Embodiment. It is sectional drawing of the main part which shows the 1st initial load adjustment state of the brake shoe unit which concerns on 1st Embodiment. It is sectional drawing of the main part which shows the 2nd initial load adjustment state of the brake shoe unit which concerns on 1st Embodiment. It is sectional drawing of the main part which shows the 3rd initial load adjustment state of the brake shoe unit which concerns on 1st Embodiment. It is a perspective view seen from the surface side of the brake force adjusting plate which concerns on 1st Embodiment. It is a perspective view seen from the back surface side of the brake force adjusting plate which concerns on 1st Embodiment. It is sectional drawing which shows the 1st brake force adjustment state of the brake shoe unit which concerns on 1st Embodiment. It is sectional drawing which shows the 2nd braking force adjustment state of the brake shoe unit which concerns on 1st Embodiment. It is sectional drawing which shows the 3rd braking force adjustment state of the brake shoe unit which concerns on 1st Embodiment. It is sectional drawing which shows the 4th brake force adjustment state of the brake shoe unit which concerns on 1st Embodiment. It is a front view of the centrifugal force brake which concerns on the 1st Embodiment which removed the brake drum which shows the 1st setting state of the brake force adjustment plate with respect to a brake arm. It is a front view of the centrifugal force brake which concerns on 1st Embodiment which removed the brake drum which shows the 2nd setting state of the brake force adjustment plate with respect to a brake arm. It is a front view of the centrifugal force brake which concerns on 1st Embodiment which removed the brake drum which shows the 3rd setting state of the brake force adjustment plate with respect to a brake arm. It is a front view of the centrifugal force brake which concerns on 1st Embodiment which removed the brake drum which shows the 4th setting state of the brake force adjustment plate with respect to a brake arm. It is a front view which shows the structure of the speed suppression device which concerns on the prior art. It is an exploded perspective view of the brake release mechanism which concerns on 2nd Embodiment. It is an exploded perspective view of the centrifugal force braking device which concerns on 2nd Embodiment. It is a perspective view seen from the inner surface side of the switching lever which concerns on 2nd Embodiment. It is a perspective view which shows the cross section of the wheel which concerns on 2nd Embodiment. It is a perspective view which shows the switching state of the switching lever which concerns on 2nd Embodiment. It is sectional drawing of the main part of the centrifugal force braking device which concerns on 2nd Embodiment in which the switching lever was switched to the braking side. It is sectional drawing of the main part of the centrifugal force braking device which concerns on 2nd Embodiment that the switching lever was switched to the braking release side. It is a top view which shows the assembly state of the initial load adjustment plate which concerns on 2nd Embodiment, the brake arm which attached the brake shoe unit, the gear group, and the internal gear. It is a partially omitted plan view which shows the 1st state of the brake shoe unit which concerns on 2nd Embodiment. It is a partially omitted plan view which shows the 2nd state of the brake shoe unit which concerns on 2nd Embodiment. It is a partially omitted plan view which shows the assembled state of the initial load adjusting plate which concerns on 2nd Embodiment, and the brake arm which attached the brake shoe unit. It is sectional drawing of the main part which shows the state before and after the operation of the initial load adjustment plate which concerns on 2nd Embodiment. It is sectional drawing of the main part which shows the state at the time of the rotation operation of the initial load adjustment plate which concerns on 2nd Embodiment.

<First Embodiment>
First, the first embodiment of the manual propulsion vehicle according to the present invention will be described by taking the walking assist vehicle 1 shown in FIG. 1 as an example. The walking assistance vehicle 1 is also called a hand cart or a silver cart. The walking assist vehicle 1 according to the first embodiment has a braking force adjusting mechanism that gradually adjusts the braking force acting on the brake drum, and a speed range adjustment that initially sets the rotation speed of the wheel at which the braking force starts to be applied to the spindle. It is characterized by having a mechanism and a centrifugal braking device.

The manual propulsion vehicle of the present invention is not limited to the walking assistance vehicle, and is attached to the vehicle body by being pushed and pulled by a person, such as a baby carriage, a hand truck for carrying luggage, a rear car, and a rickshaw. This applies to all vehicles in which the wheels rotate and the vehicle body moves. In addition, the walking assistance vehicle is not limited to the one shown in FIG. 1, and some are equipped with a seat that also serves as a shopping basket, and some are equipped with two wheels on each leg of the main body frame. set to target.

As shown in FIG. 1, the walking assist vehicle 1 according to the first embodiment includes an upper frame 2 and a lower frame 3 formed in a U shape, four legs 4 connecting them, and each leg 4. It mainly consists of a wheel 5 rotatably attached to the lower end portion and a centrifugal braking device 6 attached to each wheel 5. The walking assist vehicle 1 according to the first embodiment is for the user to stand with his elbows on the upper surface of the upper frame 2 and walk while supporting his / her weight. Therefore, a flexible protective pad 7 is attached to the upper surface of the upper frame 2.

Next, an embodiment of the centrifugal brake device 6 according to the first embodiment will be described with reference to FIGS. 2 to 24.

As shown in FIG. 2, the centrifugal braking device 6 according to the first embodiment includes a brake cover 11, a brake arm 12, a spindle 13, a first planet carrier 14 fixed to the spindle 13, and a first planet. The first planetary gear 15 rotatably held by the carrier 14, the second planetary carrier 16 rotatably mounted on the spindle 13 and rotated at an accelerated speed by the first planetary gear 15, and the second planetary carrier 16 rotate. It includes a second planetary gear 17 that is freely held, and an internal gear 18 that is arranged concentrically with the spindle 13 and fixed to the brake cover 11. Further, as shown in FIG. 3, the centrifugal brake device 6 according to the first embodiment is a brake shoe unit 21A attached to the outer surface of the brake arm 12 so as to be slidable in the radial direction of the brake arm 12. , 21B, 21C, an initial load adjusting plate 22 arranged concentrically with the main shaft 13 and adjusting the initial load of the brake shoe units 21A, 21B, 21C, and a brake arranged on the outer periphery of the brake shoe units 21A, 21B, 21C. The brake force adjusting plate 24, which is arranged concentrically with the drum 23 and the spindle 13 and adjusts the braking force generated between the brake shoe units 21A, 21B, 21C and the brake drum 23, is fixed to the tip of the spindle 13. The brake 5 and the wheel cover 26 attached to the central portion of the outer surface of the wheel 5 are provided. Both ends of the spindle 13 are rotatably held by the brake cover 11 and the brake drum 23, which are fixed portions.

The brake cover 11 is a bottomed cylindrical main body 31 having a size capable of accommodating the first planet carrier 14, the first planet gear 15, the second planet carrier 16, and the second planet gear 17, and the main body 31. It is mainly composed of a vehicle connecting portion 32 formed on the outer surface of the bottom portion. At the center of the bottom portion 31a constituting the main body portion 31, a spindle holding hole 33 for rotatably holding the spindle 13 is provided. Further, on the inner surface of the cylindrical portion 31b constituting the main body portion 31, a plurality of ribs 34 (three sets in the example of FIG. 2) for holding the nuts 47, which will be described later, and internal gears with respect to the brake cover 11 A plurality of (three in the example of FIG. 2) screw holes 35 for screwing the 18 are formed in equal parts. Further, a recess 34a for arranging the nut 47, which will be described later, is formed at the front end of each rib 34. In the example of FIG. 2, two ribs 34 are a set, but this is for holding the nut 47 stably, and if the nut 47 can be held stably, 1 It may be a plurality of sheets or a plurality of sheets of 3 or more.

The vehicle connecting portion 32 is formed in a tubular shape into which the lower end portion of the leg portion 4 constituting the walking assistance vehicle 1 can be inserted, and as shown in FIG. 1, after the leg portion 4 of the walking assistance vehicle 1 is inserted. , It is fixed to the leg portion 4 by tightening the set screw 36 screwed to the vehicle connecting portion 32.

As shown in FIGS. 2 and 4, the internal gear 18 has a circular lid plate portion 41 having a size sufficient to cover the opening side of the brake cover 11, and a ring shape provided on one surface of the lid plate portion 41. It is composed of a protrusion 42 of the above. A through hole 43 for penetrating the brake arm 12, which will be described later, is provided in the central portion of the lid plate portion 41, and a screw penetrating for screwing the internal gear 18 to the brake cover 11 on the outer peripheral portion thereof. The holes 44 are equally divided in the circumferential direction. Further, a protrusion 41a that can be inserted into the recess 34a formed in the brake cover 11 is projected on the back surface side (brake cover 11 side) of the lid plate portion 41, and a nut 47 is provided at the center of the protrusion 41a. A hexagonal hole 41b is formed for storing the. Of course, a screw through hole (not shown) penetrating the surface of the lid plate portion 41 is provided at the center of the hexagonal hole 41b. The outer diameter of the protruding portion 42 is set to a size that allows the protruding portion 42 to be inserted into the main body portion 31 constituting the brake cover 11, and the outer surface thereof is for preventing deformation during molding. The rib 45 is formed. Further, as shown in FIG. 4, a dentition 18a of the internal gear 18 in which the first planetary gear 15 and the second planetary gear 17 are meshed with each other is formed on the inner surface of the positioning portion 42. The shape of the dentition 18a is not shown.

In the internal tooth gear 18, the protruding portion 42 is inserted along the inner surface of the main body portion 31 of the brake cover 11, and the protrusion 41a formed on the back surface side of the lid plate portion 41 is inserted into the recess 34a formed in the brake cover 11. The bolt 46 that penetrates the screw through hole 44 opened in the lid plate portion 41 is screwed into the screw hole 35 opened in the main body portion 31 of the brake cover 11 to be integrated with the brake cover 11. Will be done. As a result, a space capable of accommodating the spindle 13, the first planetary carrier 14, the first planetary gear 15, the second planetary carrier 16, and the second planetary gear 17 is formed between the brake cover 11 and the internal gear 18. ..

As shown in FIG. 2, a male screw 51 for fixing the wheel 5 is formed at the tip of the spindle 13, and a notch 52 for holding the wheel 5 non-rotatably is formed at a portion following the male screw 51. There is. Further, a connecting pin 53 for non-rotatably connecting the first planet carrier 14 is projected on the terminal side of the main shaft 13 in the radial direction. Further, a concave groove 55 for engaging the C ring 54 is formed in a predetermined portion between the notch 52 and the connecting pin 53.

As shown in FIGS. 2 and 5, the first planet carrier 14 is formed in a disk shape, and a central hole 61 for penetrating the main shaft 13 is provided at the center thereof. As shown in FIG. 5, an engaging groove 62 for engaging the connecting pin 53 is formed on the back surface side (brake cover 11 side) of the center hole 61. Further, on the surface side of the first planet carrier 14, two gear mounting shafts 63 are vertically projected at positions symmetrical in the radial direction via the center hole 61. The first planet carrier 14 is integrated with the spindle 13 by penetrating the spindle 13 through the center hole 61 and inserting the connecting pin 53 attached to the spindle 13 into the engaging groove 62.

The first planetary gear 15 is an external gear having a dentition 15a formed on its peripheral surface, and an insertion hole 64 for inserting a gear mounting shaft 63 formed in the first planet carrier 14 is provided at the center thereof. It has been opened. The first planetary gear 15 is rotatably attached to the first planetary carrier 14 by inserting the gear mounting shaft 63 into the insertion hole 64. The shape of the dentition 15a is not shown.

As shown in FIGS. 2 and 6, the second planet carrier 16 is formed in a disk shape, and a central hole 65 for penetrating the main shaft 13 is provided at the center thereof. As shown in FIG. 6, an intermediate gear 66 is formed on the back surface side (brake cover 11 side) of the second planet carrier 16 so as to be concentric with the central shaft 65 and to which the first planet gear 15 is engaged. Further, on the surface side of the second planet carrier 16, two gear mounting shafts 67 are vertically projected at positions symmetrical in the radial direction via the center hole 65. The second planet carrier 16 is rotatably attached to the spindle 13 by penetrating the spindle 13 through the central hole 65. The shape of the dentition of the intermediate gear 66 is not shown.

The second planetary gear 17 is an external gear having a dentition 17a formed on its peripheral surface, and an insertion hole 68 for inserting a gear mounting shaft 67 formed in the second planetary carrier 16 is provided at the center thereof. It has been opened. The second planetary gear 17 is rotatably attached to the second planetary carrier 16 by inserting the gear mounting shaft 67 into the insertion hole 68. The shape of the dentition 17a is not shown.

As shown in FIGS. 2, 7 and 8, the brake arm 12 has a disk-shaped main body 71 having a through hole 70 of the main shaft 13 in the center and a back surface side (brake cover 11 side) of the main body 71. It has a cylindrical output gear 72 formed concentrically with the penetrating shaft 70, and a peripheral wall 73 formed concentrically with the penetrating shaft 70 on the surface side of the main body 71. The shape of the dentition of the output gear 72 is not shown.

Two bosses 75a, 75b having screw holes 74a, 74b for attaching the initial load adjusting plate 22, which will be described later, are formed at the required positions of the peripheral wall 73. Further, a boss 77 having a screw hole 76 for attaching the braking force adjusting plate 24, which will be described later, is formed at a required position on the surface side of the main body 71. Further, on the surface side of the main body 71, a plurality of (three in the example of FIG. 7) brake shoe unit setting portions 78 that penetrate the peripheral wall 73 and extend in the radial direction of the main body 71 are equally formed. There is. The brake shoe unit setting unit 78 has an upper side 78a, a lower side 78b, a left side 78c, and a right side 78d, and is formed in a rectangular shape that is long in the radial direction of the main body 71. Notches 79a and 79b for attaching the shoe units 21A, 21B and 21C are formed, respectively. As shown in FIG. 8, the inner circumference of the brake shoe unit setting portion 78 penetrates the back surface side of the main body portion 71. Further, as shown in FIG. 7, an index protrusion 80 is formed on a part of the inner surface of the peripheral wall 73 so that the position in the rotation direction of the braking force adjusting plate 24, which will be described later, can be visually understood.

The brake arm 12 includes a first planetary carrier 14 in which the first planetary gear 15 is rotatably held on the spindle 13, a second planetary carrier 16 in which the second planetary gear 17 is rotatably held, an internal gear 18, and an internal gear. After the brake arm 12 is attached in this order, the C ring 54 is rotatably attached to the spindle 13 by engaging the C ring 54 with the concave groove 55 exposed on the surface side of the brake arm 12.

As described above, the first planetary carrier 14 in which the first planetary gear 15 is rotatably held, the second planetary carrier 16 in which the second planetary gear 17 is rotatably held, and the internal gear 18 are rotatably held on the spindle 13. When the brake arm 12 is attached in this order, the first planetary gear 15 is meshed with the intermediate gear 66 and the internal gear 18 formed on the second planet carrier 16 to form the first planetary gear mechanism. Therefore, as the spindle 13 rotates, the second planetary carrier 16 is accelerated and rotated at the speed increasing ratio of the first planetary gear mechanism. Further, in this state, the second planetary gear 17 is meshed with the output gear 72 formed on the brake arm 12 and the internal gear 18 to form the second planetary gear mechanism. Therefore, as the second planetary carrier 16 rotates, the brake arm 12 is accelerated and rotated at the speed increasing ratio of the second planetary gear mechanism. As a result, when the speed increase ratio of the first planetary gear mechanism is n1, the speed increase ratio of the second planetary gear mechanism is n2, and the rotation speed of the spindle 13 is N, the brake arm 12 has n1 × n2 × N. It is rotated at high speed.

As shown in FIG. 9, the brake shoe units 21A, 21B, and 21C have a sliding portion 81 formed in a cubic shape that can be slidably stored in the brake shoe unit setting portion 78, and the upper surface of the sliding portion 81. A shaft portion 82 that stands up more vertically, a compression spring 83 that is externally attached to the shaft portion 82, a weight portion 85 that is attached to the tip portion of the shaft portion 82 by a spring pin 84, and a compression spring 83 and a weight portion 85. It is composed of a movable plate 86 interposed between them and a lining member 87 detachably attached to the upper surface of the weight portion 85. The spring pin 84 is fixed to the shaft portion 82 by inserting the spring pin 84 into the through hole 88 opened near the tip of the shaft portion 82 and the through hole 89 opened in the center of the weight portion 85 in a series. To do. The lining member 87 is composed of a lining 87a and a lining holding portion 87c having a leg portion 87b, and the weight portion 85 is formed by press-fitting the leg portion 87b into a mounting hole 85a formed on the upper surface of the weight portion 85. It can be attached and detached to. As described above, since the lining member 87 of this example is configured to be detachable from the weight portion 85, only the lining member 87 can be replaced when it deteriorates due to wear or dirt, and the brake shoe unit 21A Since it is not necessary to replace the entire 21B and 21C, the maintenance of the centrifugal braking device can be performed at low cost.

A triangular prism-shaped protrusion 101 is formed on the lower surface of the sliding portion 81 with one apex facing downward. Further, below the front surface of the sliding portion 81, an engaging projection 102 that comes into contact with the braking force adjusting plate 24 to be described later and regulates the moving range of the brake shoe units 21A, 21B, 21C is formed. Further, on the front side of the side surface of the sliding portion 81, an abutting projection 103 that comes into contact with the left side 78c and the right side 78d of the brake shoe unit setting portion 78 formed on the brake arm 12 is formed, and also. An engaging protrusion 104 having an engaging claw is formed on the side surface side of the back surface of the sliding portion 81.

The brake shoe units 21A, 21B, and 21C are attached to the brake shoe unit setting unit 78 formed on the brake arm 12, as shown in FIGS. 7 and 8. The brake shoe units 21A, 21B, and 21C are attached to the brake shoe unit setting unit 78 by the following method. First, the sliding portion 81 is housed in the brake shoe unit setting portion 78 from the forming side of the engaging projection 104, and the lower surface of the sliding portion 81 abuts on the inner surface of the lower side 78b of the brake shoe unit setting portion 78. As a result, the tip of the triangular prism-shaped protrusion 101 projects downward from the lower side 78b through the notch 79b formed in the lower side 78b. Further, with the outer surface of the movable plate 86 constituting the brake shoe units 21A, 21B, 21C in contact with the inner surface of the upper side 78a of the brake shoe unit setting portion 78, the shaft portion 82 of the brake shoe units 21A, 21B, 21C is pressed. , Push into the notch 79a formed in the upper side 78a of the brake shoe unit setting portion 78. As a result, the contact projection 103 formed on the sliding portion 81 is brought into contact with the front surfaces of the left side 78c and the right side 78d of the brake shoe unit setting portion 78, and the engagement formed on the sliding portion 81 is formed. The protrusion 104 is snap-engaged to the back side of the brake shoe unit setting portion 78, and the brake shoe units 21A, 21B, and 21C are slidably attached to the brake shoe unit setting portion 78. In this state, the brake shoe units 21A, 21B, and 21C are positioned on the innermost peripheral side of the brake arm due to the elastic force of the compression spring 83.

As shown in FIGS. 3, 10 and 11, the initial load adjusting plate 22 is perpendicular to the main body 110 formed of the ring-shaped plate material from the outer periphery of the main body 110 toward the brake cover 11 side. It is composed of a plurality of upright sets (three sets in the example of FIG. 10) of compression amount adjusting units 111. Each set of compression amount adjusting units 111 has a plurality of pieces (two pieces in the example of FIG. 10) of compression amount adjusting pieces 112 and 113 having different thicknesses, and is formed evenly in the circumferential direction of the main body part 110. Will be done. Chamfers 112a and 113a are provided on the tips of the compression amount adjusting pieces 112 and 113 to facilitate mounting on the brake shoe units 21A, 21B and 21C. Further, U-shaped recessed portions 112b and 113b into which the shaft portions 82 of the brake shoe units 21A, 21B and 21C can be inserted are formed in the central portions of the tips of the compression amount adjusting pieces 112 and 113.

In the circumferential direction of the main body 110, a plurality of screw through holes 114a, 114b, 114c matching the screw holes 74a formed in the brake arm 12 (three in the examples of FIGS. 10 and 11) and the brake arm. A plurality of (three in the examples of FIGS. 10 and 11) screw through holes 115a, 115b, and 115c that match the screw holes 74b formed in 12 are provided. The screw through hole 114a and the screw through hole 115a, the screw through hole 114b and the screw through hole 115b, and the screw through hole 114c and the screw through hole 115c are opened at intervals equal to the set intervals of the screw holes 74a and 74b. Further, the screw through hole 114a and the screw through hole 114b, the screw through hole 114b and the screw through hole 114c, the screw through hole 115a and the screw through hole 115b, and the screw through hole 115b and the screw through hole 115c are the compression amount adjusting pieces 112 and 113. It is opened at an interval equal to the setting interval θ of. Further, on the inner side of the main body 110, the positional relationship between the brake force display protrusion 129 formed on the brake force adjusting plate 24 and the protrusion 80 formed on the brake arm 12, which will be described later, can be visually recognized from the outside. An arcuate notch 116 for the purpose is formed.

As shown in FIGS. 12 to 14, the initial load adjusting plate 22 has the compression amount adjusting pieces 112 and 113 between the upper side 78a of the brake shoe unit setting unit 78 and the movable plates 86 of the brake shoe units 21A, 21B and 21C. The initial compression amount, that is, the initial elastic force of the compression spring 83 is adjusted by sandwiching the compression spring 83 or not sandwiching the spring 83. FIG. 12 is a diagram showing a state in which the compression amount adjusting pieces 112 and 113 are not sandwiched between the upper side 78a and the movable plate 86. In this case, the initial compression amount of the compression spring 83 is the minimum and the initial elastic force is also the minimum. Become. FIG. 13 is a diagram showing a state in which the thin-walled compression amount adjusting piece 112 is sandwiched between the upper side 78a and the movable plate 86. In this case, the initial compression amount of the compression spring 83 is medium, and the initial elastic force is also medium. It will be ranked. FIG. 14 is a diagram showing a state in which the thick compression amount adjusting piece 113 is sandwiched between the upper side 78a and the movable plate 86. In this case, the initial compression amount of the compression spring 83 is maximum and the initial elastic force is also maximum. It becomes. When the compression amount adjusting pieces 112 and 113 are sandwiched between the upper side 78a and the movable plate 86, the shaft portion 82 of the brake shoe units 21A, 21B and 21C has a recess formed at the tip of the compression amount adjusting pieces 112 and 113. It is inserted into the portions 112b and 113b. Since the tip of the movable plate 86 is chamfered 86a and the tips of the compression amount adjusting pieces 112 and 113 are chamfered 112a and 113a, the amount of compression between the upper side 78a and the movable plate 86 is provided. The adjusting pieces 112 and 113 can be easily sandwiched.

The initial load adjusting plate 22 has required screws while adjusting the positions of the compression amount adjusting pieces 112 and 113 with respect to the upper side 78a of the brake shoe unit setting unit 78 and the movable plates 86 of the brake shoe units 21A, 21B and 21C in the circumferential direction. The screw 116 (see FIG. 3) penetrating the through holes 114a to 114c and 115a to 115c is screwed into the screw holes 74a and 74b to be attached to the brake arm 12. Then, when changing the compression amount adjusting piece to be inserted between the upper side 78a and the movable plate 86, or from the state where the compression amount adjusting pieces 112 and 113 are sandwiched between the upper side 78a and the movable plate 86. When changing from the non-pinched state to the pinched state, first, the wheels 5 and the brake drum 23 are removed from the spindle 13 to expose the initial load adjusting plate 22. Next, the screw 116 is loosened to remove the initial load adjusting plate 22 from the brake arm 12, and the initial load adjusting plate 22 is rotated to change the rotational position of the compression amount adjusting pieces 112 and 113 with respect to the brake arm 12. After that, the initial load adjusting plate 22 is reattached to the brake arm 12 by using the screw 116 while maintaining the changed state. Therefore, the speed region adjusting mechanism of the centrifugal brake device according to the first embodiment includes the initial load adjusting plate 22, the upper side 78a of the brake shoe unit setting portion 78 formed on the brake arm 12, and the brake shoe units 21A and 21B. , 21C movable plate 86, upper side 78a of brake shoe unit setting unit 78, and movable plate 86 of brake shoe units 21A, 21B, 21C.

As shown in FIGS. 3, 15 and 16, the braking force adjusting plate 24 has a disc-shaped main body 121 having a through hole 120 of the main shaft 13 in the center and a back surface side (brake cover 11) of the main body 121. On the side), it has a cylindrical protrusion 122 formed concentrically with the through hole 120. A screw through groove 123 for penetrating a screw 123a (see FIG. 3) for fastening the braking force adjusting plate 24 to the brake arm 12 is concentric with the through hole 120 at a substantially central portion in the radial direction of the main body portion 121. It is opened in the shape of an arc. The braking force adjusting plate 24 is attached to the brake arm 12 by screwing the screw 123a penetrating into the screw through groove 123 into the screw hole 76 formed in the brake arm 12. Further, when changing the rotational direction position of the brake force adjusting plate 24 with respect to the brake arm 12, the screw 123a is loosened to enable the braking force adjusting plate 24 to rotate, and the braking force adjusting plate 24 is moved to a required position in the circumferential direction. After the rotation, the screw 123a is tightened again.

As shown in FIG. 16, three stepped arc-shaped cams 124, 125, and 126 are formed on the back surface side of the main body 121 in the circumferential direction. As shown in FIGS. 12 to 14, the radial formation positions of the cams 124, 125, and 126 are projected from the front side of the brake shoe units 21A, 21B, and 21C housed in the brake shoe unit setting unit 78. The inner surfaces of the cams 124, 125, and 126 are set to be arranged on the outer end side of the engaging protrusion 102. Each of the cams 124, 125, 126 has a small diameter portion 124a, 125a, 126a having a small diameter dimension from the axis of the through hole 120 and a large diameter portion 124b, 125b, 126b having a large diameter dimension from the axis of the through hole 120. Has. Further, on the peripheral surface of the protruding portion 122 formed on the braking force adjusting plate 24, a click feeling is given to the rotation operation of the braking force adjusting plate 24 corresponding to the forming positions of the cams 124, 125, 126. The click feel imparting portion 127 is formed. As shown in FIGS. 12 to 14, the protrusions 101 formed at the lower ends of the brake shoe units 21A, 21B, and 21C are elastically contacted with the click feeling imparting portion 127. Therefore, when the braking force adjusting plate 24 is rotated with respect to the brake arm 12, the user or the like can be given a click feeling each time the tip portion of the protrusion 101 gets over the groove formed in the click feeling giving portion 127. It is possible to make the user or the like feel the amount of rotation operation of the braking force adjusting plate 24 with respect to the brake arm 12.

As shown in FIG. 12, when the large diameter portions 124b, 125b, 126b are arranged outside the engaging protrusions 102 formed on the brake shoe units 21A, 21B, 21C, they engage with the inner surfaces of the large diameter portions 124b, 125b, 126b. Since the distance D1 from the outer end of the joint protrusion 102 is increased, the movable range of the brake shoe units 21A, 21B, and 21C can be increased. On the other hand, as shown in FIG. 13, when the small diameter portions 124a, 125a, 126a are arranged outside the engaging protrusions 102 formed on the brake shoe units 21A, 21B, 21C, the small diameter portions 124a, 125a, 126a Since the distance D2 between the inner surface and the outer end of the engaging protrusion 102 is reduced, the movable range of the brake shoe units 21A, 21B, and 21C can be reduced. The interval D1 is set so that the brake shoe units 21A, 21B, and 21C can be moved to a range where the lining 87a abuts on the inner surface of the brake drum 23. The interval D2 is set to a size that can limit the movement of the brake shoe units 21A, 21B, and 21C within a range in which the lining 87a does not abut on the inner surface of the brake drum 23. Therefore, the cams 124, 125, and 126 act on the wheel 5 by variously changing the number of the brake shoe units 21A, 21B, and 21C that are movable to the extent that the lining 87a abuts on the inner surface of the brake drum 23. The braking force can be adjusted. The brake force adjusting plate 24 according to the first embodiment is rotated in the circumferential direction at a predetermined angle pitch so that the lining 87a can move to a range where it abuts on the inner surface of the brake drum 23. , The formation positions of the small diameter portions 124a, 125a, 126a and the large diameter portions 124b, 125b, 126b are set so that the number of 21C can be increased or decreased.

That is, as shown in FIG. 17, when the braking force adjusting plate 24 is set at a certain angle position with respect to the brake arm 12, each cam is outside the engaging projections 102 of the brake shoe units 21A, 21B, and 21C. Large diameter portions 124b, 125b, 126b of 124, 125, 126 are arranged. Therefore, in this case, the linings 87a of the three brake shoe units 21A, 21B, and 21C can all come into contact with the inner surface of the brake drum 23, and the maximum braking force can be applied to the wheel 5.

From this state, when the brake force adjusting plate 24 is rotated to the left with respect to the brake arm 12 at a predetermined angle, as shown in FIG. 18, the cam 124 is outside the engaging protrusions 102 of the brake shoe units 21A and 21C. , 126 large diameter portions 124b, 126b are arranged, and the small diameter portion 125a of the cam 125 is arranged outside the engaging projection 102 of the brake shoe unit 21B. Therefore, in this case, only the linings 87a of the two brake shoe units 21A and 21C can come into contact with the inner surface of the brake drum 23, and the braking force applied to the wheels 5 is about 2/3 of that in the case of FIG. become.

From this state, when the brake force adjusting plate 24 is further rotated to the left with respect to the brake arm 12 at a predetermined angle, as shown in FIG. 19, a cam is provided on the outside of the engaging protrusions 102 of the brake shoe units 21A and 21B. The small diameter portions 124a and 125a of 124 and 125 are arranged, and the large diameter portion 126b of the cam 126 is arranged outside the engaging projection 102 of the brake shoe unit 21C. Therefore, in this case, only the lining 87a of one brake shoe unit 21C can come into contact with the inner surface of the brake drum 23, and the braking force applied to the wheel 5 is about 1/3 of that in the case of FIG. ..

From this state, when the brake force adjusting plate 24 is further rotated to the left with respect to the brake arm 12 at a predetermined angle, as shown in FIG. 20, the outside of the engaging protrusions 102 of the brake shoe units 21A, 21B, and 21C. The small diameter portions 124a, 125a, 126a of the cams 124, 125, 126 are arranged in the cam 124, 125a, 126a. Therefore, in this case, the linings 87a of the three brake shoe units 21A, 21B, and 21C cannot all come into contact with the inner surface of the brake drum 23, and the braking force is applied to the wheel 5 regardless of the rotation speed of the wheel 5. It will not be done.

As shown in FIG. 15, a plurality of (4 in the example of FIG. 15) braking force display protrusions 131, 132, 133, and 134 are provided on the outermost peripheral portion of the main body portion 121 of the braking force adjusting plate 24 on the surface side. It is formed at a constant pitch, and the letters "H", "L", and "0" indicating the strength of the braking force applied to the wheel 5 are written at the required positions inside the wheel 5. The letter "H" indicates that the braking force is high, the letter "L" indicates that the braking force is low, and the letter "0" indicates that the braking force is not applied to the wheel 5. When the brake force adjusting plate 24 is attached to the brake arm 12, the brake force display protrusions 131 to 134 are arranged at positions facing the index protrusion 80 formed on the brake arm 12 as shown in FIGS. 21 to 24. To.

Further, as shown in FIG. 15, a boss 142 having a hexagonal hole 141 is formed on the outermost peripheral portion of the main body portion 121 of the braking force adjusting plate 24 on the surface side. The hexagonal hole 141 is used for the rotation operation of the brake force adjusting plate 24, and this will be described in more detail in the explanation column of the wheel 5 and the brake drum 23.

FIG. 21 shows a state in which the brake force display protrusion 131 on the “H” side is positioned at a position facing the index protrusion 80 formed on the brake arm 12. At this time, the engagement state between the brake shoe units 21A, 21B, 21C and the cams 124, 125, 126 is as shown in FIG. 17, and when the wheel is rotated at a rotation speed equal to or higher than a predetermined rotation speed, The strongest braking force is applied to the wheels 5. At this time, the user or the like can visually confirm from the outside that the braking force display protrusion 131 on the "H" side is positioned at a position facing the index protrusion 80, so that the setting state of the braking force is the strongest state. it can.

FIG. 22 shows a state in which the brake force display protrusion 132 of the forming portion of the boss 142 is positioned at a position facing the index protrusion 80 formed on the brake arm 12. At this time, the engagement state between the brake shoe units 21A, 21B, 21C and the cams 124, 125, 126 is as shown in FIG. 18, and when the wheel is rotated at a rotation speed equal to or higher than a predetermined rotation speed, The wheel 5 is given a braking force of 2/3 of the strongest. At this time, the user or the like can visually recognize from the outside that the braking force display protrusion 132 of the forming portion of the boss 142 is positioned at a position facing the index protrusion 80, so that the braking force setting state is 2/3 of the strongest. Can be confirmed as.

FIG. 23 shows a state in which the brake force display protrusion 133 on the “L” side is positioned at a position facing the index protrusion 80 formed on the brake arm 12. At this time, the engagement state between the brake shoe units 21A, 21B, 21C and the cams 124, 125, 126 is as shown in FIG. 19, and when the wheel is rotated at a rotation speed equal to or higher than a predetermined rotation speed, The wheel 5 is given a braking force of 1/3 of the strongest. At this time, the user or the like can visually recognize from the outside that the braking force display protrusion 133 on the "L" side is positioned at a position facing the index protrusion 80, so that the braking force setting state is 1/3 of the strongest. You can confirm that there is.

FIG. 24 shows a state in which the brake force display protrusion 134 on the “0” side is positioned at a position facing the index protrusion 80 formed on the brake arm 12. At this time, the engagement state between the brake shoe units 21A, 21B, 21C and the cams 124, 125, 126 is as shown in FIG. 20, and even if the wheel is rotated at a rotation speed equal to or higher than a predetermined rotation speed, No braking force is applied to the wheels 5. At this time, the user or the like can visually recognize from the outside that the braking force display protrusion 134 on the "0" side is positioned at a position facing the index protrusion 80, so that the wheel 5 is in a set state in which no braking force is applied. You can confirm that you are there. Therefore, the braking force applied to the wheel 5 can be easily and surely adjusted. Therefore, the braking force adjusting mechanism of the centrifugal braking device according to the first embodiment is provided on the front side of the cams 124, 125, 126 formed on the braking force adjusting plate 24 and the brake shoe units 21A, 21B, 21C. It is composed of the engaged protrusion 102 and the screw 123a for fastening the braking force adjusting plate 24 to the brake arm 12.

As shown in FIG. 3, the brake drum 23 is formed in a bottomed cylindrical shape with a front plate 151 having a through hole for the main shaft 13 and a peripheral wall 152 rising from the outer circumference of the front plate 151 toward the brake cover 11. .. A central hole 153 that can penetrate the main shaft 13 is provided in the central portion of the front plate 151, and two fan-shaped window holes 154 are formed in the peripheral portion thereof on the same radius centered on the axis of the central hole 153. Are opened symmetrically. Further, three bosses 155 are formed at the end of the peripheral wall 152 corresponding to the hexagonal hole 41b formed in the internal gear 18, and the boss 155 is provided with a screw through hole 156. The brake drum 23 has internal teeth by screwing a screw 157 penetrating through a screw through hole 156 and a screw through hole (not shown) provided in the internal gear 18 into a nut 47 arranged in the hexagonal hole 41b. It is attached to the gear 18 (see FIG. 3).

As shown in FIG. 3, the wheel 5 is composed of a hub member 162 having a central hole 161 and a tire 163 mounted on the outer periphery of the hub member 162. A flat surface portion (not shown) to which the notch portion 52 formed in the main shaft 13 is in contact is provided in a part of the center hole 161. The wheel 5 is centered by matching the flat surface portion with the notch portion 52. It is mounted on the spindle 13 by penetrating the spindle 13 into the hole 161. Then, after the wheel 5 is mounted on the spindle 13, the wheel 5 can be fixed to the spindle 13 by screwing the nut 164 into the male screw 51 projecting outward from the center hole 161 to the hub member 162.

Further, in the hub member 162, a window hole 165 is provided at a position corresponding to the window hole 154 provided in the brake drum 23. The window holes 154 and 165 are for visually and rotating the braking force adjusting plate 24, and when the braking force adjusting plate 24 is rotated, the window holes 154 and 165 require a hexagon wrench or the like. A tool is inserted, the tool is engaged with the hexagonal hole 141 formed in the braking force adjusting plate 24, and a force is applied to the tool to rotate the braking force adjusting plate 24 in a required direction. Further, an engaging portion 166 for detachably attaching the wheel cover 26, which will be described later, is formed on the outer surface of the hub member 162.

The wheel cover 26 is for enhancing the aesthetic appearance of the wheel 5, and is formed in a disk shape, and a locking claw 167 that is engaged with the engaging portion 166 is projected from the outer peripheral portion thereof. There is. The wheel cover 26 is detachably attached to the wheel 5 by snap-coupling the locking claw 167 to the engaging portion 166 formed on the hub member 162 of the wheel 5.

Hereinafter, the operations and effects of the walking assist vehicle 1 and the centrifugal braking device 6 according to the first embodiment configured as described above will be described.

When the user grabs the walking assist vehicle 1 and walks, the wheels 5 which are the driving parts rotate due to the frictional force acting on the road surface. When the wheel 5 rotates, the speed increase ratio of the planetary gear mechanism including the first planetary carrier 14, the first planetary gear 15, the second planetary carrier 16, the second planetary gear 17, the internal gear 18, and the brake arm 12 The brake arm 12 is rotated at an increased speed. When the brake arm 12 rotates, a centrifugal force that tries to move the brake shoe units 21A, 21B, and 21C from the inner peripheral side to the outer peripheral side of the brake arm 12 acts. Since the brake shoe units 21A, 21B, and 21C are provided with a compression spring 83 that constantly urges the lining member 87 provided therein to the inner peripheral side of the brake arm 12, the rotation speed of the brake arm 12 is low. When the centrifugal force that overcomes the elastic force of the compression spring 83 does not act on the brake shoe units 21A, 21B, 21C, the brake shoe units 21A, 21B, 21C are held at the inner peripheral position of the brake arm 12 and are held on the wheels 5. Is not given braking force. On the other hand, when the rotation speed of the brake arm 12 is high and a centrifugal force that overcomes the elastic force of the compression spring 83 acts on the brake shoe units 21A, 21B, 21C, the brake shoe units 21A, 21B, 21C brake. It moves to the outside of the brake arm 12 along the brake shoe unit setting portion 78 formed on the arm 12, and the lining 87a provided at the tip portion thereof is pressed against the inner surface of the brake drum 23. As a result, braking force is applied to the wheels 5. Therefore, in the walking assist vehicle 1 and the centrifugal force brake 6 according to the first embodiment, the rotation speed of the spindle 13 to which the braking force is applied can be appropriately set by adjusting the elastic force of the compression spring 83, so that each user can set the rotation speed. It is possible to provide a walking assist vehicle 1 and a centrifugal braking device 6 that are easy to use.

Further, in the walking assist vehicle 1 and the centrifugal force brake 6 according to the first embodiment, a braking force adjusting plate 24 is attached to the brake arm 12, and each brake is provided by cams 124, 125, 126 formed on the braking force adjusting plate 24. Since the movable range of the shoe units 21A, 21B, 21C can be individually regulated, the number of brake shoe units 21A, 21B, 21C whose movable range has been adjusted so that they can be moved to a position where they can be pressed against the brake drum 23 can be adjusted. By increasing or decreasing, the braking force acting on the spindle 13 can be adjusted. Therefore, the adjustment range of the braking force acting on the spindle 13 can be remarkably expanded as compared with the case where the braking force is adjusted by adjusting the elastic force of the spring as in the prior art, and the user's wide range of demands can be met. Can be accommodated. Further, since the braking force acting on the main shaft can be adjusted only by rotating the brake adjusting plate 24, the maintenance of the centrifugal braking device 6 becomes easier as compared with the case where the spring is replaced as in the conventional technique. be able to.

Further, the brake adjusting plate 24 provided on the walking assist vehicle 1 and the centrifugal brake 6 according to the first embodiment does not need to be removed from the brake arm 12, and the brake adjusting plate 24 is rotated while the screws are loosened. Since the movable range of each brake shoe unit 21A, 21B, 21C can be individually regulated only by itself, the braking force can be easily adjusted. Further, in addition to this, a window hole 154 is opened in the brake drum 23 and a window hole 165 is opened in the wheel 5, so that the brake adjusting plate 24 can be rotated from the outside of the wheel 5. The maintainability of the wheel can be improved.

In addition, the walking assist vehicle 1 and the centrifugal brake 6 according to the first embodiment are provided with an initial load adjusting plate 22 attached to the brake arm 12 so that the initial compression amount of the compression spring 83 can be adjusted in various ways. The rotation speed of the brake arm 12 required for the shoe units 21A, 21B, and 21C to move to the outside of the brake arm 12 can be changed. Therefore, in combination with the effect of the braking force adjusting plate 24 described above, the walking assist vehicle 1 and the centrifugal force braking device 6 can be further improved in usability. In this case, the walking assist vehicle 1 and the centrifugal brake 6 according to the first embodiment include a plurality of compression amount adjusting pieces 112 and 113 having different thicknesses on the initial load adjusting plate 22, and these compression amount adjusting pieces 112. , 113 was selectively inserted into the end of the compression spring 83 to change the initial compression amount of the compression spring 83. Therefore, according to this configuration, the compression amount adjustment piece formed on the initial load adjustment plate is compressed. Since the initial compression amount of the compression spring can be changed simply by inserting it into the end of the spring, the rotation speed of the wheel 5 to which the braking force is applied to the spindle 13 can be easily adjusted.

<Second Embodiment>
Next, a second embodiment of the manual propulsion vehicle according to the present invention will be described by taking the walking assist vehicle 1 shown in FIG. 1 as an example. The walking assist vehicle 1 according to the second embodiment is provided with a brake release mechanism in place of the braking force adjusting mechanism provided in the walking assist vehicle 1 according to the first embodiment, and the walking according to the first embodiment. The speed region adjusting mechanism provided in the auxiliary vehicle 1 is characterized by adopting a speed region adjusting mechanism in which the compression method of the compression spring 83 is different.

First, the brake release mechanism according to the second embodiment will be described. As shown in FIG. 26, the brake release mechanism 300 of this example includes a first planet carrier 14 provided in the centrifugal braking device 6, a hub member 162 of the wheel 5, and a switching lever 301 attached to the hub member 162. It is composed of an elastic member 302 that applies an elastic force to the switching lever 301, and a wheel cover 26 that holds one end of the elastic member 302.

That is, as shown in FIGS. 26 and 27, the centrifugal force braking device 6 of this example is different from the centrifugal force braking device 6 according to the first embodiment, and the first planetary carrier 14 is mounted from the outside of the internal gear 18. Rotate to the first and second planetary carriers 14 and 16 attached to the spindle 13, the first planetary gear 15 rotatably held by the first planetary carrier 14, and the second planetary carrier 16 so as to face each other. A gear group including a second planetary gear 17 that is freely held is housed in the internal gear 18. Further, in the space composed of the internal gear 18 and the brake cover 11, the brake arm 12, the initial load adjusting plate 22, and the brake drum 23 are arranged and stored in this order from the gear group side. As a result, the drive and drive stop of the first planetary carrier 14 can be switched by the switching lever 301. The configuration and function of the switching lever 301 will be described later.

One end of the spindle 13 is non-rotatably held by the brake cover 11 which is a fixed portion. That is, as shown in FIG. 27, a flat chamfer 13a is provided at one end of the spindle 13, and a spindle holding hole (not shown) of the brake cover 11 having a corresponding flat chamfer is provided. It is held non-rotatable. A C ring 309 is attached to the spindle 13 protruding from the brake cover 11 to prevent the spindle 13 from falling off from the brake cover 11. Further, as shown in FIGS. 31 and 32, a two-stage step portion is formed at the other end of the spindle 13, and a wheel 5 which is a driving portion is formed at the intermediate step portion via a bearing 305. It can be mounted rotatably. Further, a male screw 304 is formed on the most advanced step portion, and by screwing the nut 164 into the male screw 304, it is possible to prevent the wheel 5 from falling off from the spindle 13.

The brake arm 12 is rotatably attached to the spindle 13 and is prevented from falling off by the C ring 306 attached to the spindle 13. The initial load adjusting plate 22 is rotatably attached to one side of the brake shoe unit by a screw 307. The brake drum 23 is fixed to the brake cover 11 by screws 308. The internal gear 18 is fixed to the brake cover 11 by a screw 46.

As shown in FIG. 26, the first planet carrier 14 is provided with a plurality of stopper insertion holes 14a (six in the example of FIG. 26) on the circumference centered on the through hole of the main shaft 13. .. Further, as shown in FIG. 27, the centrifugal braking device 6 of this example is provided with three first planetary gears 15 and three second planetary gears 17. As a result, the operability of the first and second planetary gear mechanisms is enhanced as compared with the centrifugal braking device 6 according to the first embodiment. Other parts are configured in the same manner as the centrifugal braking device 6 according to the first embodiment, and the first planetary gear 15 includes an intermediate gear 66 (see FIG. 6) formed on the second planetary carrier 16. It is meshed with the internal gear 18, and the second planetary gear 17 is meshed with the output gear 72 (see FIG. 8) formed on the brake arm 12 and the internal gear 18. Therefore, in the centrifugal braking device 6 according to the second embodiment, when the first planet carrier 14 is rotationally driven, the rotation of the first planet carrier 14 is accelerated and transmitted to the second planet carrier 16. , The rotation of the second planet carrier 16 is accelerated and transmitted to the brake arm 12. Then, the centrifugal force accompanying the rotation of the brake arm 12 is transmitted to the brake shoe units 21A, 21B, 21C, and the brake shoe units 21A, 21B, 21C move in the outer peripheral direction of the brake arm 12. As a result, the lining members 87 provided on the brake shoe units 21A, 21B, and 21C are pressed against the brake drum 23, and the braking force acts on the wheels 5.

As shown in FIGS. 26 and 28, the switching lever 301 is provided on a disk-shaped main body portion 311, a tubular portion 312 formed so as to project outward from the outer surface of the main body portion 311 and a front surface of the tubular portion 312. It has an operation knob 313 formed and a plurality of stopper pins 314 (three in the example of FIG. 28) formed so as to project inward from the inner surface of the main body portion 311. As shown in FIG. 28, the stopper pins 314 are formed at equal intervals on the same circumference of the outer circumference of the tubular portion 312, and the lower end portion thereof is used to regulate the movable range of the switching lever 301. An engaging step portion 315 is formed. Further, the tip of the stopper pin 314 is chamfered 314a in order to facilitate insertion into the stopper insertion hole 14a provided in the first planet carrier 14 and detachment from the stopper insertion hole 14a. The main body portion 311 is formed with a number of elongated holes 316 corresponding to the number of stopper pins 314 on the same circumference as the stopper pins 314 and the engaging step portion 315 are formed.

As the elastic member 302, the conical spring shown in FIG. 26 is preferably used because it can be easily stored in the space formed between the switching lever 301 and the wheel cover 26. However, the elastic member 302 applicable to the walking assist vehicle 1 according to the second embodiment is not limited to the conical spring, and is known as long as it can apply an appropriate elastic force to the switching lever 301. Any elastic member can be used.

The wheel cover 26 is provided with a through hole 26a for inserting the tubular portion 312 of the switching lever 301 in the central portion, unlike the one according to the first embodiment. On the other hand, an engaging claw 167 is projected from the outer peripheral portion of the wheel cover 26 as in the case of the first embodiment. Therefore, the wheel cover 26 can be detachably attached to the outer surface of the hub member 162 by engaging the engaging claw 167 with the engaging portion 166 formed on the hub member 162. Further, the switching lever 301 can be rotated while the wheel cover 26 is still attached to the outer surface of the hub member 162.

As shown in FIGS. 26 and 29, the wheel 5 is composed of a hub member 162 having a central hole 161 and a tire 163 mounted on the outer periphery of the hub member 162. The wheel 5 is rotatable with respect to the spindle 13 by penetrating the spindle 13 into the central hole 161 of the hub member 162 and then screwing the nut 164 into the male screw 304 formed at the tip of the spindle 13. It can be installed with.

As shown in FIG. 26, the hub member 162 has a number corresponding to the number of stopper pins 314 at positions corresponding to the stopper pins 314, the engaging step portion 315, and the elongated holes 316 formed in the switching lever 301 (FIG. In the example of 26, 3) cams 320 are formed.

As shown in FIG. 29, the cam 320 rides on the recessed portion 321 for inserting the engaging step portion 315 formed in the switching lever 301 and the engaging step portion 315 formed on the switching lever 301. It is composed of a protrusion 322. The protruding portion 322 is inserted into the elongated hole 316 formed in the main body portion 311 of the switching lever 301 when the engaging step portion 315 formed in the switching lever 301 is inserted into the recessed portion 321. It is formed. An inclined surface 323 is formed between the recessed portion 321 and the protruding portion 322 to facilitate the rotation operation of the switching lever 301. Further, on the recessed portion 321 side of the protruding portion 322, a holding step portion 324 for stably holding the engaging step portion 315 riding on the protruding portion 322 is formed.

When applying the braking force of the centrifugal braking device 6 to the walking assist vehicle 1, the user or the like pulls the switching lever 301 toward the front and forms the engaging step portion 315 and the hub member 162 formed on the switching lever 301. After disengaging the holding step portion 324, the switching lever 301 is rotated to the braking side as shown in FIG. 30A. As described above, since the elastic force of the elastic member 302 is applied to the switching lever 301, when the user or the like rotates the switching lever 301 to the braking side, the switching lever 301 becomes a hub member due to the elastic force of the elastic member 302. Pushed to the 162 side, the engaging step portion 315 formed on the switching lever 301 is automatically recessed into the recessed portion 321 formed on the hub member 162. As a result, the switching lever 301 is stably held on the braking side, and the user or the like can switch the braking device 6 to the braking side by the click feeling when the engaging step portion 315 is recessed into the recessed portion 321. You can get a feel for it. Therefore, the user or the like can reliably perform the switching operation from the braking release side to the braking side of the brake device 6.

When the engaging step portion 315 is inserted into the recessed portion 321, as shown in FIG. 31, the stopper pin 314 formed on the switching lever 301 moves inward and is opened in the first planet carrier 14. It is inserted into the stopper insertion hole 14a. As a result, the first planet carrier 14 is rotated integrally with the wheels 5, and the rotation of the first planet carrier 14 is accelerated by the planetary gear mechanism and transmitted to the brake arm 12 as described above. As a result, a braking force can be applied to the wheels 5.

On the other hand, when the braking force of the centrifugal braking device 6 is not applied to the walking assist vehicle 1, the user or the like pulls the switching lever 301 toward the front, and the engaging step portion 315 formed on the switching lever 301 After disengaging the recessed portion 321 formed in the hub member 162, the switching lever 301 is rotated to the braking release side as shown in FIG. 30B. When the user or the like rotates the switching lever 301 to the braking release side, the engaging step portion 315 formed on the switching lever 301 rides on the protruding portion 322 through the inclined surface 323 formed on the hub member 162. At this time, the switching lever 301 moves outward against the elastic force of the elastic member 302, and as shown in FIG. 32, the stopper pin 314 formed on the switching lever 301 is opened in the first planet carrier 14. It comes off from the stopper insertion hole 14a and moves to the outside of the first planet carrier 14. As a result, the engagement between the first planet carrier 14 and the wheel 5 is released, and the centrifugal braking device 6 does not function even if the wheel 5 rotates. Therefore, the action of the braking force on the wheel 5 can be released.

When the engaging step portion 315 rides on the protruding portion 322, an inclined surface 323 is formed between the recessed portion 321 formed in the hub member 162 and the protruding portion 322, so that the user or the like can release the braking from the braking side. The switching operation of the switching lever 301 to the side can be easily performed. Further, the user or the like can sensuously know that the braking device 6 has been switched to the braking release side by the click feeling when the engaging step portion 315 gets over the holding step portion 324 and reaches the protruding portion 322. it can. Therefore, the user or the like can reliably perform the switching operation from the braking side of the brake device 6 to the braking release side.

Reference numerals 330 shown in FIGS. 31 and 32 indicate bolts for connecting the vehicle connecting portion 32 to the spindle 13.

As described above, since the centrifugal braking device according to the second embodiment is provided with the brake release mechanism, it is switched to the braking state in which the braking force is applied to the wheels 5 and the braking release state in which the braking force is not applied to the wheels 5. It is possible to switch to, and the versatility of the centrifugal braking device can be enhanced. Further, since the brake release mechanism can be manually operated, it is possible to reduce the labor of the user and the like when operating the brake release mechanism. Further, in order to switch the switching lever 301 to the braking side or the braking release side, it is necessary to pull the switching lever 301 toward you, so that the switching lever 301 is switched to the braking side or the braking release side unintentionally by the user or the like. This can be prevented, and the reliability of the centrifugal braking device and thus the manual propulsion vehicle equipped with the braking device can be improved.

Next, the speed region adjusting mechanism according to the second embodiment will be described. As shown in FIGS. 27 and 33, the speed region adjusting mechanism 400 of this example is rotatably attached to one side of the brake arm 12 by the brake shoe units 21A, 21B, 21C attached to the brake arm 12 and the screw 307. It is composed of the initial load adjusting plate 22 and the gear 401 rotatably attached to the brake arm 12. A spur gear can be used as the gear 401.

The brake shoe units 21A, 21B, 21C according to the second embodiment are also the same as the brake shoe units 21A, 21B, 21C according to the first embodiment in terms of the basic configuration, as shown in FIGS. 34 and 35. , The sliding portion 81 slidably housed in the brake shoe unit setting portion 78 formed on the brake arm 12, the shaft portion 82 standing vertically from the upper surface of the sliding portion 81, and the shaft portion 82. Detachable on the upper surface of the external compression spring 83, the weight portion 85 attached to the tip of the shaft portion 82, the movable plate 86 interposed between the compression spring 83 and the weight portion 85, and the weight portion 85. It is composed of a lining member 87 attached to the vehicle. The difference from the brake shoe units 21A, 21B, and 21C according to the first embodiment is that, as shown in FIGS. 34 and 35, a columnar engaging pin 86a is provided at the center of the front surface of the movable plate 86. is there. The engagement pin 86a is engaged with the initial load adjusting plate 22, and is moved in a direction of adjusting the amount of compression of the compression spring 83 with the rotation of the initial load adjusting plate 22. The engagement relationship between the engaging pin 86a and the initial load adjusting plate 22 and the operation of the engaging pin 86a will be described in more detail in the explanation column of the initial load adjusting plate 22.

As shown in FIGS. 33 and 36, the initial load adjusting plate 22 according to the second embodiment is formed in a disk shape, and a central hole 411 capable of penetrating the spindle 13 is provided at the center thereof. There is. The initial load adjusting plate 22 is rotatably attached to the spindle 13 by penetrating the spindle 13 into the center hole 411. Further, in the initial load adjusting plate 22, a plurality of arc-shaped elongated holes 412 (three in the example of FIG. 33) are formed at equal intervals on the circumference centered on the axis of the central hole 411. There is. Further, in the initial load adjusting plate 22, three cam grooves 413 in which the radius from the axis of the central hole 411 changes along the length direction are provided between the elongated holes 412 in the same direction. ing. The radius difference of each cam groove 413 at both ends is adjusted to be equal to the movable range of the movable plate 86. In addition, the initial load adjusting plate 22 is provided with a substantially fan-shaped through hole 414 between the central hole 411 and the elongated hole 412, and meshes with the gear 401 on the inner peripheral side of the through hole 414. The dentition 415 to be formed is formed.

As described above, the initial load adjusting plate 22 according to the second embodiment is attached to the brake arm 12 by using the screw 307, but the screw head of the screw 307 and the brake arm 12 are separated from each other in FIGS. 27 and 27. As shown in 37 and FIG. 38, a flat washer 416 and a wave washer 417 are interposed so that the tightening strength of the initial load adjusting plate 22 with respect to the brake arm 12 can be adjusted. The tightening strength of the initial load adjusting plate 22 against the brake arm 12 is such that the initial load adjusting plate 22 does not rotate even if the vibration caused by the use of the walking assistance vehicle 1 acts on the brake arm 12 and the initial load adjusting plate 22. When the user or the like forcibly rotates the gear 401 using a tool, the strength is adjusted so that the initial load adjusting plate 22 can be rotated with respect to the brake arm 12.

As shown in FIGS. 27, 33, 37 and 38, the gear 401 is rotatably attached to the front surface side of the brake arm 12 by using a screw 421 penetrating from the back surface side of the brake arm 12. Further, an elastic member 422 such as a coil spring is interposed between the surface of the brake arm 12 and the gear 401, and the gear 401 is from the meshing position with the dentition 415 formed on the initial load adjusting plate 22. It is urging in the direction of coming off. Further, a hexagonal hole 423 is formed in the center of the outer surface of the gear 401, and the gear 401 can be rotationally driven by inserting a tool such as a hexagon wrench into the hexagonal hole 423 and rotating the gear 401. The gear 401 is arranged at a position visible from the outside of the centrifugal braking device 6 through the window hole 11a provided in the brake cover 11.

Before the initial load adjusting plate 22 was rotated, the gear 401 was not meshed with the dentition 415 formed on the initial load adjusting plate 22, and the gear 401 was outside the dentition 415, as shown in FIG. Is located in. When rotating the initial load adjusting plate 22, the tip of the tool inserted into the centrifugal braking device 6 through the window hole 11a is first inserted into the hexagonal hole 423 formed in the center of the outer surface of the gear 401. Then, the gear 401 is pushed toward the brake arm 22 side. As a result, the gear 401 is pushed toward the brake arm 22 against the elastic force of the elastic member 422, and as shown in FIG. 38, the gear 401 and the dentition 415 formed on the initial load adjusting plate 22 are meshed with each other. Tooth. When the gear 401 is rotated by the tool while maintaining this state, the initial load adjusting plate 22 is rotationally driven in the direction opposite to the rotation direction of the gear 401.

In this way, if the gear 401 and the dentition 415 formed on the initial load adjusting plate 22 are not always meshed with each other, but only when the initial load adjusting plate is rotated, the initial load is engaged. Since it is possible to prevent the adjusting plate 22 from inadvertently rotating at a timing not intended by the user or the like, the reliability of the centrifugal braking device provided with the initial load adjusting plate can be improved. Further, since the initial load adjusting plate 22 is rotated by rotating the gear 401, the amount of rotation of the initial load adjusting plate 22 and thus the amount of compression of the compression spring 83 can be finely adjusted, and the spindle 13 is braked. The number of rotations of the wheel to which the force is applied can be variously adjusted according to the request of the user or the like.

When the initial load adjusting plate 22 rotates, the engaging pin 86a projecting from the movable plate 86 is guided by the cam groove 413 formed in the initial load adjusting plate 22 in the compression direction or the extension direction of the compression spring 83. Moving. Therefore, the amount of compression of the compression spring 83 can be adjusted by adjusting the amount of rotation of the initial load adjusting plate 22. FIG. 34 shows the position of the movable plate 86 when the compression amount of the compression spring 83 is the smallest, and FIG. 35 shows the position of the movable plate 86 when the compression amount of the compression spring 83 is the largest. Shown. The degree of change in the amount of compression of the compression spring 83 accompanying the rotation of the initial load adjusting plate 22 can be appropriately adjusted by changing the shape of the cam groove 413.

The present invention is not limited to the above-described embodiment, and the design can be appropriately changed as long as the gist of the present invention is not changed.

For example, in the first embodiment, the brake shoe units 21A, 21B, and 21C are provided with the initial load adjusting plate 22, but this can be omitted. Even if the initial load adjusting plate 22 is omitted, the braking force acting on the wheels 5 can be adjusted in a wide range by rotating the braking force adjusting plate 24.

Further, in the first embodiment, the brake shoe units 21A, 21B, and 21C are provided with the compression spring 83, but this can be omitted. Of course, when the compression spring 83 is omitted, the initial load adjusting plate 22 is also omitted. Even if the compression spring 83 and the initial load adjusting plate 22 are omitted, the braking force acting on the wheels 5 can be adjusted in a wide range by rotating the braking force adjusting plate 24.

Further, in the first and second embodiments, the wheels 5 are fixed to the legs 4 of the walking assistance vehicle 1, but a required rotation mechanism known to belong between the legs 4 and the wheels 5 is provided. It can also be provided so that the wheel 5 can rotate around the axis of the leg 4. In this case, all the wheels 5 provided in the walking assistance vehicle 1 can be rotated, or only the front wheels can be rotated. As a result, the direction of the walking assistance vehicle 1 can be easily changed, so that the walking assistance vehicle 1 can be easily used.

In addition, in the second embodiment, the spindle 13 is held non-rotatably on the brake cover 11 and the wheels 5 are rotatably attached to the spindle 13, but conversely, the spindle 13 is braked. The spindle 13 and the wheels 5 can be integrally connected to each other while being rotatably held by the cover 11. In this case, a bearing is provided between the spindle 13 and the brake cover 11.

The present invention can be used for manual propulsion vehicles such as walking aids, baby carriages, push carts for carrying luggage, rear cars and rickshaws.

1 ... walking aid, 2 ... upper frame, 3 ... lower frame, 4 ... legs, 5 ... wheels, 6 ... centrifugal brake device, 7 ... protective pad, 11 ... brake cover, 12 ... brake arm,
13 ... Main shafts 13, 14 ... 1st planetary carrier, 15 ... 1st planetary gear, 16 ... 2nd planetary carrier, 17 ... 2nd planetary gear, 18 ... Internal tooth gear, 21A, 21B, 21C ... Brake shoe unit, 22 ... Initial load adjustment plate, 23 ... Brake drum, 24 ... Brake force adjustment plate, 26 ... Wheel cover, 31 ... Main body, 32 ... Vehicle connection, 33 ... Main shaft holding hole, 34 ... Rib, 35 ... Screw hole, 36 ... Set screw, 41 ... Lid plate part, 42 ... Protruding part, 43 ... Through hole, 44 ... Screw through hole, 45 ... Rib, 46 ... Bolt, 51 ... Male screw, 52 ... Notch, 53 ... Connecting pin, 54 ... C ring, 55 ... concave groove, 61 ... center hole, 62 ... engagement groove, 63 ... gear mounting shaft, 64 ... insertion hole, 65 ... center hole, 66 ... intermediate gear, 67 ... gear mounting shaft, 70 ... through hole , 71 ... Main body, 72 ... Output gear, 73 ... Peripheral wall, 74a, 74b ... Screw holes, 75a, 75b ... Boss,
76 ... screw holes, 77 ... bosses, 78 ... brake shoe unit setting parts, 79a, 79b ... notches, 80 ... index protrusions, 81 ... sliding parts, 82 ... shaft parts, 83 ... compression springs, 84 ... spring pins, 85 ... weight part, 86 ... movable plate, 86a ... engaging pin, 87 ... lining member, 101 ... protrusion, 102 ... engaging protrusion, 103 ... contact protrusion, 104 ... engaging protrusion, 110 ... main body part, 111 ... Compression amount adjusting unit, 112, 113 ... Compression amount adjusting piece, 114a, 114b, 114c ... Screw through hole, 115a, 115b, 115c ... Screw through hole, 116 ... Notch, 121 ... Main body, 122 ... Protruding part, 123 ... Screw through groove, 124, 125, 126 ... Cam, 127 ... Click feel imparting part, 131, 132, 133, 134 ... Brake force display protrusion, 141 ... Hexagonal hole, 142 ... Boss, 151 ... Front plate, 152 ... Peripheral wall , 153 ... center hole, 154 ... window hole, 155 ... boss, 156 ... screw through hole, 157 ... screw, 161 ... center hole, 162 ... hub member, 163 ... tire, 164 ... nut, 164 ... window hole, 166 ... Engagement part, 300 ... Brake release mechanism, 301 ... Switching lever, 302 ... Elastic member, 303 ... Step part, 304 ... Male screw, 305 ... Bearing, 306 ... C ring, 307 ... Screw, 308 ... Screw, 309 ... C ring , 311 ... Main body, 312 ... Cylindrical part, 313 ... Operation knob, 314 ... Stopper pin, 315 ... Engagement step part, 316 ... Long hole, 320 ... Cam, 321 ... Recessed part, 322 ... Inclined surface, 324 ... Holding step, 330 ... Bolt, 400 ... Speed range adjustment mechanism, 401 ... Gear, 411 ... Center hole, 412 ... Long hole, 413 ... Cam groove, 414 ... Through hole, 415 ... Tooth row, 416 ... Flat washer, 417 ... Wave washer, 421 ... Screw, 422 ... Elastic member, 423 ... Hexagonal hole

Claims (11)

The spindle held in the fixed part and
A brake arm arranged concentrically with the spindle and
A brake drum arranged concentrically with the spindle and the brake arm,
A speed-increasing mechanism that accelerates the rotation of the driving part and transmits it to the brake arm, which is the driven part.
It is slidably installed in the radial direction of the brake arm about the axis of the spindle, and moves in the outer peripheral direction of the brake arm by the centrifugal force when the brake arm is rotationally driven, and the tip thereof. A plurality of brake shoe units whose portions are pressed in the radial direction of the brake drum about the axis of the spindle, and
Each of the plurality of brake shoe units is provided with a brake force adjusting mechanism that individually regulates the movable range when receiving centrifugal force.
The brake force adjusting mechanism is such that a protrusion formed on the brake shoe unit and a cam having a cam surface facing the tip of the protrusion are formed in the circumferential direction and can rotate in the circumferential direction. The size of the gap between the protrusion and the cam surface is changed by changing the mounting position of the brake force adjusting plate with respect to the brake arm in the circumferential direction, which is composed of a braking force adjusting plate mounted on one side of the above. A centrifugal braking device, characterized in that the movable range of the brake shoe unit is adjusted . The centrifuge according to claim 1, further comprising a brake release mechanism for manually releasing the transmission of rotational force from the driving unit to the speed increasing mechanism between the driving unit and the speed increasing mechanism. Force braking device. A compression spring that urges the brake shoe unit toward the center of rotation of the brake arm is provided, and when the centrifugal force acting on the brake shoe unit does not exceed the elastic force of the compression spring, the brake shoe unit is braked. A claim characterized in that the brake shoe unit is held on the rotation center side of the arm, and when the centrifugal force acting on the brake shoe unit exceeds the elastic force of the compression spring, the brake shoe unit is moved to the outer peripheral side of the brake arm. The centrifugal braking device according to claim 1 or 2 . A claim comprising a speed region adjusting mechanism for adjusting the initial compression amount of the compression spring and changing the rotation speed of the brake arm required for the brake shoe unit to move outward of the brake arm. Item 3. The centrifugal braking device according to Item 3 . The speed region adjusting mechanism has an initial load adjusting plate that is arranged concentrically with the main shaft and is detachably attached to one side of the brake arm, and the initial load adjusting plate has an end portion of the compression spring. The centrifugal braking device according to claim 4 , wherein a compression amount adjusting piece that is inserted into the compression spring to change the initial compression amount of the compression spring is formed. The speed region adjusting mechanism has an initial load adjusting plate that is arranged concentrically with the main shaft and is detachably attached to one side of the brake arm, and the initial load adjusting plate has an initial load adjusting plate at one end of the compression spring. A cam groove is formed to engage an engaging pin formed on a movable plate that is abutted and displaced in the compression / extension direction of the compression spring, and the cam groove rotates the initial load adjusting plate. The centrifugal braking device according to claim 4 , wherein the movable plate is formed in a shape that sometimes displaces the movable plate in the compression / extension direction of the compression spring. A gear is rotatably attached to the brake arm, and a dentition that meshes with the gear is formed on the initial load adjusting plate, and the initial load adjusting plate is attached to the spindle by manually rotating the gear. The centrifugal braking device according to claim 6 , wherein the centrifugal braking device is rotated around the gear. When an elastic member is arranged between the brake arm and the gear and the initial load adjusting plate is rotated around the spindle, the gear is pushed against the elastic force of the elastic member to push the gear. The centrifugal force braking device according to claim 7 , wherein the gear and the gear row formed on the initial load adjusting plate are meshed with each other. In a manually propelled vehicle provided with a vehicle body manually operated by a user, wheels attached to the lower portion of the vehicle body, and a centrifugal braking device that applies braking force to the wheels.
The centrifugal braking device includes a main shaft held by a fixed portion, a brake arm arranged concentrically with the main shaft, a brake drum arranged concentrically with the main shaft and the brake arm, and the wheels as a driving part. A speed-increasing mechanism that accelerates the rotation of the brake arm and transmits it to the brake arm, which is a driven portion, and a brake arm that is slidably installed in the radial direction of the brake arm centered on the axis of the spindle, and the brake arm rotates. A plurality of brake shoe units that move in the outer peripheral direction of the brake arm by the centrifugal force when driven and the tip end portion thereof is pressed in the radial direction of the brake drum centered on the axial center of the main shaft, and the said Each of the multiple brake shoe units is equipped with a brake force adjustment mechanism that individually regulates the movable range when receiving centrifugal force.
A required tool having a window hole provided in a wheel arranged opposite to the centrifugal brake device or a brake cover constituting the centrifugal brake device, and inserted through the window hole from the outside of the wheel or the brake cover. A dynamic propulsion vehicle characterized in that the braking force adjusting mechanism can be operated from the outside of the wheel by using the above . The manual propulsion vehicle according to claim 9 , further comprising a brake release mechanism for manually releasing the transmission of rotational force from the wheel to the speed increase mechanism between the wheel and the speed increase mechanism. .. The manual propulsion vehicle according to claim 10 , wherein the wheel cover attached to the outer surface portion of the wheel is provided with a through hole for allowing the brake release mechanism to face the outside.