JPH03295751A - Speed control device by inclination angle for passenger motor-driven monorail trolley - Google Patents

Abstract

PURPOSE:To improve the safety and comfortableness during running by changing the frequency of an inverter based on the inclination angle measured by an inclination sensor, and changing the rotating speed of a motor. CONSTITUTION:A passenger monorail trolley is mounted with a vehicle in which passengers ride on two nearly equivalent front and rear running devices D, and it is run along upper and lower double rails J. The running devices D have a front upper wheel M, a rear upper wheel N, and a driving pinion L engaged with a rack K fixed on the side face of the upper rail U, and power is transferred from a motor A to the driving pinion L. An inclination sensor for detecting the longitudinal inclination angle theta of the monorail trolley against the horizontal plane is provided. When the absolute value of the inclination angle theta is small, the oscillation frequency of an inverter is made smaller as the absolute value of the inclination angle theta is made larger, thus the rotating speed of a motor M is changed.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a speed control device based on the inclination angle of a passenger electric single-rail transport vehicle.

[Conventional technology]

Single-rail transport vehicles were originally used to transport cargo in areas with many slopes and narrow passageways, such as in orchards. Since there is only one rail, installation is easy. It is convenient because it can be operated automatically. For example, in a tangerine orchard, 200
Small single-rail transport vehicles with a kg capacity are already in widespread use. Applications for civil engineering are also opening up. In this case, earth and sand,
Since we will be transporting heavy items such as cement, 500kg to 1
It is suitable to pile up. In the case of large single-rail transport vehicles like this, there are often two rails, one above the other. Top and bottom 2
Since it is made into a book and connected with a joint plate, it is extremely robust against vertical forces, and is also resistant to side-to-side shaking. Even in this case, there is only one rail, so it is called a single-rail transport vehicle. Conventional single-rail transport vehicles consist of a motorized vehicle and a bogie, which are interconnected. The power source was liquid fuel, as no power lines were installed. It is powered by an engine. Currently, people are not allowed to ride on single-track transport vehicles. It runs unmanned for both agricultural and civil engineering purposes. There are still no full-fledged passenger single-track transport vehicles. However, it is often inconvenient if people cannot ride on agricultural single-gauge transport vehicles, and in reality, people often ride on single-gauge transport vehicles when moving. In the near future, it will be possible to carry people on single-track transport vehicles. Although it is prohibited, research into passenger single-track transport vehicles is progressing. As a passenger single-rail transport vehicle, the applicant has applied for patent application No. 1-24099 (H1, 5, 10).
24661 (H1, 5, 12) Special Public Interest 1-24662
(H1, 5, 12) and other inventions are made public. This is an improvement on the agricultural version, in which the power vehicle and cart were separate. The seat angle can be changed. Furthermore, it would be convenient to have a single-rail transport vehicle for transporting people at golf courses and recreational areas. A passenger single-track transport vehicle would be particularly useful in wide areas with many slopes. Since we are transporting people, safety must be prioritized above all else. Furthermore, it is strongly desired that the device be easy to operate. It must be both safe and comfortable. Regarding running speed, it is better to have different speeds for horizontal running, upward running, and downward running. - Driving at speeds like - can be dangerous and uncomfortable. If you are driving on flat land, there is no problem even if you drive at high speed. However, it is better to drive at a slower speed when going down a hill or going up a hill. These movements have an acceleration component relative to gravity, so if they are too fast, they may be uncomfortable.
It is also dangerous. If the engine is used as the driving source, gravity will act as resistance when ascending, so the speed will naturally be low. On the other hand, when going down a hill, gravity acts in a positive direction, so extra speed is generated. Therefore, in single-rail transport vehicles, several measures have been taken to suppress the speed when descending. One is the use of constant speed brakes. This is a device that rotates brake shoes within a fixed brake drum that is connected to a drive shaft. The brake shoes are biased closed by a spring and opened by rotational centrifugal force. When the speed exceeds a certain level, the centrifugal force overcomes the spring force and the brake shoes open, coming into contact with the inner wall of the drum. Then, you will not be able to achieve any higher speed. In addition to the constant speed brake, an emergency stop brake is also used. This detects high speed and applies the brakes. Runaways can be prevented. As long as the constant speed brake is normal, there is no room for the emergency stop brake to operate. The action of both prevents excessive speed from accruing when descending. Even conventional single-rail transport vehicles that use an engine as a driving source are equipped with such a mechanism.

[Problem to be solved by the invention]

Constant speed brakes allow the vehicle to travel at a constant speed when descending. This speed is naturally higher than the speed when driving on flat land. These are natural since the speed is detected and the upper limit of the speed is determined. When transporting cargo, something like this is fine. This is because comfort during driving is not an issue. When riding between Shika and Shim, the speed when going down a hill should be slower than the speed when running on flat land. As with the case of descending in an elevator, the feeling of rapid descent is unpleasant. However, when an engine is used as a driving source, it is not easy to make the descending dust speed slower than the speed when traveling on a flat surface. Furthermore, the drive system using an engine has the disadvantage of poor operability. SUMMARY OF THE INVENTION It is an object of the present invention to provide a mechanism that can reduce the speed of a single-track passenger vehicle in accordance with the inclination angle when going up or down a slope.

[Means to solve the problem]

The single-rail transport vehicle of the present invention is powered by electricity. For this purpose, power lines are laid along the rails and electricity is extracted from there. The power source is an electric motor. Then, the tilt angle is measured using a tilt sensor, and the frequency of the inverter is changed based on this signal, thereby changing the rotation speed of the electric motor. Assuming that the inclination angle with respect to the horizontal is e, the motor rotational speed is changed as long as the absolute value of θ is small, and when the absolute value of e is larger than a certain constant value, the speed is reduced in proportion to this difference. The rotational speed of the motor is proportional to the frequency f of the alternating current applied to the motor. The output frequency f of the inverter is changed depending on the input voltage of the inverter. If the inclination angle of the single-rail transport vehicle is e, then determine a certain inclination angle Φ (1) When θkuichiΦ, f=fo+a(e+Φ
) (11) - f': f' when Φ≦e≦Φ. 010 When Φ×θ f = 1”6− a
The control is (θ-Φ). Since it uses electricity, a tilt sensor can be used. The above calculations can be realized with a simple analog circuit.

[For use]

Since it is equipped with an inclination sensor, the inclination angle of the single-rail transport vehicle can be determined. Electronic circuitry can be used for control since there is a power source, and tilt sensors can be utilized. The oscillation frequency of the inverter is changed based on the output of the tilt sensor, and the rotational speed of the motor is changed. the angle of inclination,
Any relationship can be set between the rotation speeds of the electric motors, but the relationship is set as described above. Then, when the angle of inclination is small (-Φ to Φ), the number of revolutions of the motor is constant, and when the angle of inclination is large, the number of revolutions of the motor decreases in proportion to the magnitude of the angle of inclination.

[Examples] Examples will be explained with reference to drawings showing examples. A left side view of the entire passenger single-rail transport vehicle is shown in Fig. 1, and a front view is shown in Fig. 2. This is a vehicle in which a passenger vehicle F is mounted on two approximately equivalent front and rear running gears. The rail J is an upper and lower double rail, in which an upper rail U and a lower rail V are connected by a connecting plate T. This is, for example, Special Publication No. 563,10
, 13 Publications) can be used. Since it is a passenger single-track transport vehicle, there are several seats H on top of the vehicle F so that people can sit on it. Control panel G
, a control panel outside is provided inside the vehicle F. Operations such as starting and stopping can be performed on the operation panel G. Both the upper and lower rails are long steel members with a square cross section. The lower rail V is supported by a rail support 101 which is a bar perpendicular to the lower rail V. Both ends of the rail receiver 101 are fixed by supports 102. The lower end of the support column 102 is buried under the ground. A subsidence prevention plate 103 is fixed in the middle of the column 102, and supports the load applied to the column. The upper rail guides the upper and lower wheels, upper guide rollers, etc. The lower rail guides the lower guide roller. A rack K is fixed to the side surface of the upper rail. In this example, one vehicle F is provided with two traveling devices, front and rear. The traveling device is shown in FIGS. 3 to 7. The traveling device has a frame C made of aluminum alloy, cast iron, or the like and partitioned into a number of hollow parts, and wheels, axles, an electric motor, etc. supported by the frame C. Frame C is divided into left and right sides of the rail. A front upper eccentric wheel axle 1 and a rear upper eccentric wheel axle 2 connect these frames separated on both sides at the upper front and back. The frame C is further connected by a vertical bearing support 56 at the upper center. The upper rear part is also connected by a motor mounting base 57. The wheel axles 1.2 rotatably support an upper front wheel M and an upper rear wheel N, respectively. These roll in contact with the upper surface of the upper rail U and bear the entire load of the vehicle. Since the upper wheel M%N is a simple circular wheel and does not have a flange, it requires a guide so that it always remains on the rail. This is the upper guide roller 1 and the lower guide roller R. The upper guide roller X is a roller that rotates horizontally around a vertical axis, and rolls in contact with the side surface of the upper half of the upper rail U. The lower guide roller R is a idler wheel attached to the lower end of the frame by a vertical shaft. This rolls into contact with the side of the lower rail. Since there are guide rollers on the top and bottom in this way, the left and right positions of the traveling device can be determined with respect to the rails. If only the upper wheels and guide rollers are used, the traveling device will be lifted upwards with respect to the rails, so lower wheels are additionally provided. A lower front wheel axle 3 is supported on one side at the lower front of the frame. A front lower wheel O is rotatably attached to this as a chain wheel. The lower front wheels 0 are located on the left and right sides and press down on the lower side of the upper rail U, and are wheels with a flange on one side. A rear lower wheel axle 4 is supported on one side at the lower rear of the frame. This is fixed to the frame, and the rear lower wheel P is rotatably supported on the frame. A drive shaft 43 is located on an extension of the rear lower wheel axle 4, and a drive pinion L is attached to the drive shaft 43. A portion of the drive pinion has a flange that presses down on the lower side of the upper rail U. There are not two rear lower wheels P on the left and right sides, but one only on the left side, and the drive pinion L is on the right side. The drive pinion also functions as the rear lower wheel. Of course, the drive pinion L also has the function of meshing with the rack K to obtain propulsion force. Power is transmitted from the electric motor to the drive pinion L. The transmission system is shown schematically in FIG. Alphabet symbols are attached to gears and shafts to distinguish them from each other, but these do not indicate their functions or characteristics. The motor output shaft 5 is connected to the a-axis 7 by an a-joint 6. The a-gear 8 is attached to the a-axis 7 and rotates. Below, the rotational force is B gear 10 of B axis 9, C gear 1 of C axis 11.
2. It is transmitted to the d gear 14 of the d axis 13 in order. These gear trains are included in a gear transmission mechanism W that is obliquely attached to the upper side of the frame C. The rotational force is then transmitted to a gear train inside the frame C. The d-axis 13 is connected to the d'-axis 1γ inside the frame C by a d-joint 15. The rotational force is transmitted from the e gear 18 of the d' axis 17 to the f gear of the e axis 19. This is g gear 21,
It is transmitted to the emergency constant speed brake Q via the h gear 22.0 gear 33. As explained earlier, this is to prevent excessive speed. When the centrifugal force increases, the brake shoes open and rub against the inner wall of the brake drum, making it impossible to achieve any more speed. The rotational torque as a driving source is generated from the l gear 24 of the f axis 23 which is integrated with the C gear 20, the gear 27 of the g axis 25,
H axis 29 (1) L gear 28, m gear 30 and drive shaft 4
It is transmitted to the n gear 31 of No. 3. In this way, the rotational force of the electric motor A is transmitted to the drive pinion L at the end. An electromagnetic brake E is provided in contact with the electric motor A. This is a non-excitation operating type and can stop the rotation of the electric motor A. The motor mounting base 5T is fixed by bolts 58 so as to span the left and right frames C. Motor A is attached to motor mount 57 by bolts 59. The vehicle F is mounted on the traveling gear so that it can be turned left and right and tilted forward and backward and up and down. A vertical bearing support stand 56 is fixed so as to straddle the left and right frames C. A T-shaped vertical shaft 91 is supported by a vertical bearing 92 so as to be horizontally rotatable. Above the T-shaped vertical shaft 91 is a horizontal shaft 93, to both ends of which the lower bottom member of the vehicle F is attached via horizontal bearings 94. It has rotational degrees of freedom around the vertical axis and around the horizontal axis. Next, the power supply equipment will be explained. A trolley duct support 105 is erected on one side of the rail receiver 101. The trolley body 107 is supported downward by a hanger 106. The trolley body 107 is a power supply line for flowing three-phase alternating current. This is 3 in the insulator strip member.
It is equipped with parallel conducting wires. These members are covered with a duct 110 so as not to be exposed to the outside. In order to obtain three-phase alternating current from the trolley, the running gear has a collector arm 109 that projects laterally. Current collecting arm 109
A slider 111 made of three metal pieces is fixed to the tip of the slider 111 . Although the current collecting arm 109 is supported on one side, it is pulled upward by a spring 112, so that the slider 111 is moved by the elastic force to the trolley main body 107.
contact with the power supply line. A three-phase alternating current of 200 V or other suitable voltage is applied to the trolley body 107. Trolley body 107
Electric power is supplied from the power supply line through the current collecting arm 109 to the single-rail transport vehicle. This power drives the electric motor and supplies the necessary power to the control panel, H's instruments, timers, electronic circuits, etc. The electric motor is an alternating current type, which means that the voltage is constant, but the number of revolutions can be changed by changing the frequency. As is well known, the rotation speed N (per minute) of the electric motor is given by: p is the number of poles, f is the frequency (Hz) of the supplied alternating current, and S is the slip, which is a constant independent of f. Therefore, an inverter supplies alternating current with a frequency f depending on the slope to the motor. The tilt sensor will be explained. There are commercially available elements for this. The output voltage V is generated according to the tilt angle e. Figure 9 shows the characteristics of the inclination sensor used here.The measurable range of the inclination angle e is 130° to +30°. −
The output voltage is IV at 30° and 5V at +30°, and there is a linear relationship between θ and V. 0=0 and v=3V
It is. When θ<-30°, v = IV remains, and when e>30°, v = 5 V. That is, between V and θ, e<-308V = 1 (2) The angle between the marked direction and the horizontal plane is sensed. When the sensor mounting base is tilted by θ with respect to the horizontal, the inclination of sensor 2 becomes (30-e), which gives a proportional output in the range of e from 0° to +30°. The slope of sensor ■ is (30+θ)
This gives a proportional output in the range of e from 130° to 0°. FIG. 11 shows the output voltage of sensor (2). When θ is negative, the output is 5V, giving a proportional output when e is positive. Furthermore, when θ exceeds 60°, the output becomes 1v. In other words, the output v1 of this sensor is e Oo v1=5 (5) 30° (
There is the relationship e v=5 (4). As shown in FIG. 10, these two inclination sensors are mounted so as to form -30° and +30° with respect to the horizontal plane of the device. Here, the tilt sensor is at an angle of 60° θ Vl =
It can be written as 1 (7). This is (2) to (4)
can be immediately obtained by substituting (30-θ) in place of θ. FIG. 12 shows the output voltage of sensor (2). When e is -60°, the output is 1V, and when θ is between 160° and 0°, a proportional output is given. If e is positive, the output is 5v. The output v2 of this sensor is e(-60° V2 = 1 (8)
It can be written as 60° (OV2 == 5 α0). These signals are multiplied by a multiplier and used as the input current signal 2 of the inverter. Inverter is 20
The output is 0V three-phase alternating current, but the frequency f changes by 2. Connect the inverter output to the front and rear motors. This is schematically shown in FIG. 14. The tilt sensor, inverter, etc. are housed in the control panel. The multiplier analog multiplies the two input voltages and provides a current output of two. This is the product of vl and v2, but some proportionality constants are used to set the voltage within an appropriate range. The results are shown in FIG. z == 0. It can be written as B VI V2 (mA)αυ. Here, the units of vl and v2 are V, and the unit of z is sweetfish. If left as is, 2 will change near e; 0, and the output f of the inverter will change when driving on a flat place, which is rather undesirable. Therefore, a limiter is applied when θ is near 0. This can be determined appropriately, but for example, the absolute value of e should be set to a constant speed within a range of 5 degrees. Then, the multiplier output is modified to take the following functional form. e(-60° z = 4 02-60
°≦e(-5Z=20+-〇 〇ri5 -5≦e(5Z=18.67 α force 5≦e≦
60° Z = 20--e (1515 60° x θ Z = 4 (16) This makes the measurement range from -60° to 600° and gives a current output determined by the absolute value of θ. However, here,
The rotational speed control range of the motor is from -30° to +30°, and the values below -30° and above 30° are set to take the value at -30° and the value at 30°, respectively. FIG. 15 is an input/output characteristic diagram of the inverter. This fold line function can be changed freely to some extent by switching the notches. Here, the following functional form is adopted so that f is varied in the range of 60 to 75 Hz. 0, ≦2≦12 f = 60
0ηz = 18.67 f = 75
(Since the output frequency f of the 19 inverter and the rotation speed of the motor are proportional, the speed control according to the inclination angle is automatically performed. In this example, e=±3
If the speed at 0° is 60, the speed at θ=0 is 75. FIG. 16 shows a schematic relationship of speed control. Although the relationship between motor rotation speed and torque is specific to the motor, it is desirable to select one that produces the maximum torque at f=60°. This is because it corresponds to sudden pitching and dismounting when the let angle is 30 degrees or more. Because sometimes Barry is needed when pitching. This is advantageous. In this example, linear control is performed up to 30°, because in most cases the slope is less than 300°. Of course, the range of linear control may be further expanded to about 40 degrees. Also, the speed variable range is 1 to 7576o.
It is not limited to this, but it may be narrower or wider than this. What has been described above is to control the speed so that it is completely symmetrical with respect to the positive and negative values of θ. However, the sides need not be perfectly symmetrical. The speed when rising may be smaller than the speed when falling. The opposite may also be true. This can be easily set by changing the sensor mounting angles of the sensors (2) and (2) shown in FIG. Also, in Fig. 13, the output of the multiplier is set to a certain voltage, and the top of the chevron-shaped broken line is cut off. This is a limiter applied by an electric circuit. Of course, this can be done with some simple tricks. However, the same polygonal function can be obtained in other ways. In this case, the mounting angle of the sensor in FIG. 10 may be set to 35° instead of 30°. Then, the graph in Figure 13 shows a constant value (2
0mA), and no separate limiter circuit is required. The control range is ±30°, and the detection range of the sensor used is O~
The angle is 60°, but in this case, it is easier to design and use two sensors. However, since the control range is 60 degrees and the detection range is also 60 degrees, the control system can be configured with just one sensor. To do this, do the following: In FIG. 9, the sensor output when e=0 is 3V, so a standard voltage of 3V is created and this and the sensor output are differentially amplified. All you have to do is pass this output through an absolute value circuit. [Effects of the Invention] Since the inclination sensor is used to measure the inclination angle of the single-rail carrier, it is possible to detect without error whether the vehicle is ascending, descending, or traveling horizontally. Although it is possible to determine the angle of inclination based on the amount of torque applied to the engine or motor, it depends on the occupant and is inaccurate. Since the speed is controlled not only when ascending but also when descending, it is safe and comfortable. Since it is powered by electricity, a control system can be constructed using electric circuits and sensors. Furthermore, an existing speed control device consisting of an inverter and an electric motor can be used. It is extremely difficult to control the speed using the inclination angle in a conventional single-track truck that is driven by a liquid fuel engine. Since such speed control is performed automatically, a driver is not required. 4. r1! :Brief explanation of J-plane FIG. 1 is a left side view of the entire passenger electric single-rail transport vehicle equipped with the speed control device of the present invention. Figure 2 is a front view of the same thing. Figure 3 is a plane view of only the traveling device. Figure 4 is a front view of only the traveling device. FIG. 5 is a left side view of the traveling device. Figure 6 is a rear view of the traveling device. FIG. 7 is a right side view of the traveling device. Figure 8 is a schematic diagram of the power transmission system. FIG. 9 is a tilt angle-output voltage characteristic diagram of the tilt sensor. Figure 10 is a schematic installation diagram of two tilt sensors. FIG. 11 is an inclination angle-output voltage characteristic diagram of sensor ①. Fig. 12 is an inclination angle-output voltage characteristic diagram of sensor ①. FIG. 13 is an inclination angle-current output characteristic diagram based on the result of multiplication of the outputs of sensors ① and ②. FIG. 14 is a schematic configuration diagram of the speed control mechanism. Figure 15 is a characteristic diagram of inverter input and output frequency. FIG. 16 is a diagram showing the relationship between tilt angle and velocity. A: Electric motor C: Frame D: Traveling device E: Electromagnetic brake F: Vehicle G: Operation panel H...Seating...Control panel J...Rail K...Rack L, Drive pinion M...・・Front upper wheel N・・・・・・Rear upper wheel 0・・・・・・Front lower wheel P・・・・・・Rear lower wheel Q・・・・Emergency constant speed brake R・・・・...Lower guide roller T...Join plate υ...Top rail■...Bottom rail W...Gear transmission mechanism X...・Upper guide roller... Front upper eccentric wheel axle 2... Rear 1 part eccentric wheel axle 3... 4... 56...・ 57... 91... 92... 93... 94... 101... 102... 103... 105... 106... 107... 109... 110... 111... Previous Lower wheel axle Rear lower wheel axle Vertical bearing support base Electric motor mounting base T-type room shaft Vertical bearing Horizontal shaft horizontal bearing Rail support support subsidence prevention plate Trolley duct Support support hanger Trolley body Current collector arm Duct slider No. 1 Figure Inverter input No. Figure (7) f.

Claims (1)

[Claims] It is an electric single-rail transport vehicle that runs on rails with racks, and consists of an electric motor, a drive pinion that meshes with the rack to generate thrust, and a gear train to transmit the power generated by the electric motor to the drive pinion while decelerating it. It includes a power transmission mechanism configured as such, upper and lower wheels for running on the rail, a frame that houses the power transmission mechanism and supports the wheels, and an electromagnetic brake for stopping the rotation of the electric motor. In a single-rail transport vehicle equipped with a vehicle for people to ride, the angle of inclination Θ in the longitudinal direction of the single-rail transport vehicle with respect to the horizontal plane.
The inverter generates an alternating current to drive the motor and changes its oscillation frequency depending on the inclination angle Θ.When the absolute value of the inclination angle Θ is small, the inverter The oscillation frequency is set to a large constant value, and as the absolute value of the tilt angle Θ increases, the inverter's oscillation frequency decreases.When the tilt angle Θ exceeds a certain value in the positive and negative directions, the oscillation frequency decreases to a small constant value. A speed control device based on the inclination angle of a passenger electric single-rail transport vehicle, which is characterized by maintaining the following characteristics.