JPH04193006A - Speed controller for monorail passenger transporter - Google Patents

Abstract

PURPOSE:To realize safe and economical operation by controlling the frequency of VVVF power, produced by rectifying AC three-phase power and then inverting the rectified DC power through an inverter, for driving the motor of a vehicle based on outputs from a rail inclination angle sensor and a vehicle speed sensor. CONSTITUTION:A body F travels with two traveling units D disposed on the bottom surface straddling across a rail J. The traveling ubits D are prevented from rolling by means of upper and lower guide rollers X and R and upper wheels M, N and lower wheels O, P (N and P are not shown), disposed in front and rear, roll on the rail J. AC power fed from a trolley 107 is rectified through an incorporated rectifier to produce DC power for driving an inverter which then produces VVVF power for driving a motor A thus rotating a pinion L through an incorporated transmission and driving the lower wheel O. A control section I controls the output frequency of the inverter based on the inclination of the rail, the rotational speed of wheel and the moving direction detected through sensors (not shown) and the control section performs regenerative brake on a downslope.

Description

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

The present invention relates to a speed control device for a passenger electric single-rail transport vehicle that is economical, safe, and has a long service life by reducing the required energy.

[Conventional technology] Single-rail transport vehicles were originally used to transport fruits, agricultural equipment, agricultural chemicals, fertilizers, etc. in orchards. This has a light load of about 200 kg. There are also single-track transport vehicles for civil engineering. It carries a heavy load of about 1 ton. The rails are easy to install and can be run even on slopes. Previously, it was powered by an engine, so there was no need to run power lines next to the rails. Moreover, since single-rail transport vehicles are operated unmanned, it is not possible to optimally change the running speed according to inclinations and left/right turns. Going uphill is slower because the load is heavier, and going downhill is faster because the load is lighter. The problem is downhill. Since the engine is used, the speed increases on the descent, and there is a risk of a runaway. To prevent this, conventionally,
A constant speed brake and an emergency stop brake were provided. A constant speed brake consists of a fixed drum and a shoe that rotates within the drum. The shoe is compressed by a spring, but as the rotation speed increases, centrifugal force causes it to expand and come into contact with the inner wall of the drum. After that, it will descend at a constant speed. In other words, when descending, the vehicle descends at a speed equal to the critical speed of the constant speed brake. Furthermore, since this alone is not sufficient, an emergency stop brake is provided. This is given a critical speed that is greater than that of a constant-speed brake, and if this critical speed is exceeded and the single-rail transport vehicle goes out of control, the brakes will be applied urgently to stop the vehicle. Constant speed brakes allow the vehicle to travel at a constant speed, while emergency stop brakes bring the vehicle to a complete stop. Conventional single-rail transport vehicles require a double safety mechanism: a constant speed brake and an emergency stop brake. In such a device, the shoe of the constant speed brake always comes into sliding contact with the drum when descending, so the shoe wears out. For this reason, constant speed brakes must be inspected and repaired periodically or at any time. Single-gauge transport vehicles are usually powered by an engine, but models powered by electricity have also been proposed. Jitsukai 59-19590
It is 4. This receives three-phase alternating current and rotates an induction motor. The speed can be switched to 1st, 2nd, or 3rd speed. The inverter generates an alternating current that rotates the motor, and since the number of rotations is proportional to the oscillation frequency, the speed is controlled by the oscillation frequency of the inverter. In this system, humans change the speed of the single-track transport vehicle by looking at the situation. When driving downhill, the induction motor acts as a generator, and the current generated by the motor flows through the resistance, resulting in regenerative braking. However, since the oscillation frequency is set to three discontinuous values, the speed changes discontinuously. For this reason, when switching from 3rd gear to 2nd gear, or from 2nd gear to 1st gear, the motor becomes a generator and current flows through the regenerative resistor, applying strong braking. Since the braking is sudden, the shock to the occupants is large. Furthermore, it is not possible to automatically change the speed as the vehicle ascends or descends. If there is no driver or passenger, the vehicle will ascend, descend, and travel horizontally at a constant speed. It is safe to drive at a slow speed, but it takes too long. There are safety issues if you drive at high speeds. It is desirable to automatically change the speed depending on the slope, such as uphill or downhill. Furthermore, it is better to have different speeds for uphill and downhill. Japanese Patent Application No. 2-98836 filed by the present applicant allows the speed to be automatically changed according to the slope. However, there is no difference in speed between going up and going down.

[Problems to be Solved by the Invention] A single-track transport vehicle can automatically change speed according to the inclination angle when going up or down, which is economical and does not put a burden on the constant speed brake when going down, resulting in safety. It is an object of the present invention to provide a passenger electric single-rail transport vehicle that has a high speed and can have different downhill and uphill speeds.

[Means to solve the problem]

The single-rail transport vehicle of the present invention is electrically driven and uses an inclination sensor to determine the inclination angle of the single-rail transport vehicle, and further determines whether the vehicle is moving forward or backward, and changes the rotational speed of the electric motor depending on the angle of inclination and forward or backward movement. The electric motor is driven by an inverter with three-phase alternating current, and the oscillation frequency f of the inverter is determined depending on the inclination angle and forward/backward travel state. e
When <Φ, f−f. Φ≦e f=fo−b (C)−Φ) Here, the inclination angle is defined with respect to the forward direction. a and b are constants and a≧b. In other words, if the inclination angle is the same, going down is faster than going up (although they may be the same). Further, if f2 is the oscillation frequency of the inverter corresponding to the critical speed at which the braking force of the constant speed brake starts to work, then f2 > fO. In other words, the constant speed brake normally does not work even when descending. (2) When moving backward, f ” f o + b (e +
O) - Φ≦e〈f=f when Φ. When Φ≦e, control is performed such that f=f, -a (θ-Φ).

[For works]

The single track vehicle of the present invention is electrically driven. For this purpose, power lines are laid along the rails and electricity is taken from there. The power source will be a three-phase AC motor. The three-phase alternating current is once rectified and smoothed to become direct current, which is then converted back to alternating current of any frequency. An inverter does this. Since the oscillation frequency of the inverter determines the rotation speed of the motor, the speed can be controlled by the oscillation frequency of the inverter. It uses a tilt sensor and a forward/backward motion sensor to automatically determine speed. The outputs of these sensors automatically determine the oscillation frequency of the inverter, and the system automatically determines the speed when driving on a flat surface, the second fastest when going downhill, and the slowest when going uphill (if going uphill and downhill is the same for the same slope angle) including)
. Particularly in the downward direction, the rotation of the motor determined by the set oscillation frequency of the inverter is faster than the actual rotation, so the motor acts as a generator, but the motor is discharged through the regenerative resistor, which applies braking. Since the critical rotational speed of the constant speed brake is not reached, the shoe does not come into contact with the inner wall of the drum and the shoe does not wear out. Since there are at least two devices that generate braking force when descending, safety is high. Moreover, since the regenerative discharge braking by the electric motor is non-contact, there are no parts that wear out during downhill driving in the summer, resulting in a long-life device. Furthermore, since the speed is continuously changed according to the inclination angle, there is no generation of strong impact force due to sudden acceleration or deceleration. Since it is a passenger vehicle, it is important that the vehicle runs smoothly and with little impact. The present invention will be explained with reference to drawings showing examples. FIG. 1 shows a left side view of the entire passenger electric single-rail transport vehicle according to an embodiment of the present invention, and FIG. 2 shows a front view thereof. A single-rail transport vehicle has a vehicle F on which passengers can ride on two approximately equivalent front and rear running devices. Rail J is an upper and lower double rail. An upper rail U and a lower rail V are connected by a connecting plate T. For example, the one of Japanese Patent Publication No. 63-51202 can be used. The reason why the upper and lower layers are doubled is because the load is heavy. Since it is a passenger single-track transport vehicle, there are several seats on top of vehicle F so that people can sit on it. Operation panel G,
A control panel ■ etc. are installed inside the vehicle F. Operations such as starting and stopping can be performed on the operation panel G. However, a driver is not required; speed control is performed automatically. Both the upper and lower rails are long steel members with a square box-shaped 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 supports and 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. This provides meshing thrust to the drive unit. In this example, one vehicle F is provided with two traveling devices, front and rear. For information on the running gear, see Figures 3 to 7.
It is shown in the figure. Frame C houses gears and shafts, and is installed on the 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. Other wheel axles include a front lower wheel axle 3 and a rear lower wheel axle 4, but these do not connect the frame. The frames are further connected at the top center by a fairing bearing support joint 56. The upper rear part is also connected by a motor mount 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. The upper wheels M and N are simple circular wheels without flanges. For this reason, they require guides to ensure that they are always on the rails. These are the upper guide roller X 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 free 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 traveling device is positioned horizontally with respect to the rail and does not come off the rail. Since the traveling device is lifted up relative to the rail with only the upper wheels and guide rollers, lower wheels are additionally provided. A lower front wheel axle 3 is cantilevered at the lower front of the frame. The front lower wheel ○ is rotatably attached to this as a free wheel. The front lower wheels ○ are located on the left and right sides and press down on the lower edge of the upper rail U, and are wheels with a flange on one side. A rear lower wheel axle 4 is cantilevered 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 at an opposite position on the extension of the rear lower wheel axle 4.
There is a drive pinion L attached here. The drive pinion L has a flange in part and presses the lower side of the upper rail U. There are not two rear lower wheels P on the left and right sides, but one on the left side. On the right side is the drive pinion. The drive pinion also has the function of holding down the lower side of the rail as a rear lower wheel. Of course, the drive pinion L meshes with the rack K and also performs the function of obtaining propulsion force. The driving force is transmitted from the electric motor A to the drive pinion L. The power 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 mounted diagonally on the upper side pinion of the frame C. It is possible to connect this part with a belt and pulley, but that would be dangerous. This is because if the belt breaks, the vehicle will run out of control. In the case of gears, even if they break or break, they will only stop rotating and will not run out of control. The rotational force is then transmitted to a gear train inside the frame C. The inside of the frame will be explained. The d-axis 13 is connected to the d°-axis axle 7 inside the frame C by a d-joint 15. The rotational force is transmitted from the C gear 18 of the d' axis 17 to the f gear 20 of the e axis 19. This is g gear 2
It is transmitted to the emergency constant speed brake Q via the 1 and h gears 22 and 0 gears 33. As mentioned earlier, this is to prevent excessive speed when going downhill. It consists of a fixed brake drum and a brake shoe that rotates inside the drum. As the rotational speed increases, centrifugal force increases and the brake shoe opens. Since this rubs against the inner wall of the drum, the speed no longer increases and the vehicle runs at a constant speed from then on. In the case of engine drive, it always operates when going downhill, but in the case of the present invention, it does not normally operate even when going downhill, and only operates when the electrical system or motor breaks down, so it is not activated in an emergency. It is described as a constant speed brake. The rotational torque as a driving source is generated from the 1st gear 24 of the f-axis 23 which is integrated with the h-gear 22, the J gear 26 of the g-axis 25,
The signal is transmitted to the n gear 31 of the drive shaft 43 via the k gear 27, the 1 gear 28 of the h axis 29, and the m gear 30. 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 when it is not energized. The motor mounting base 57 is fixed to a bolt 58 so as to span the left and right frames C. Electric motor AA is bolt 59
It is attached to the motor mount 57 by the motor mount 57. Vehicle F is mounted on the traveling gear so that it can be turned left and right, tilted forward and backward, and tilted 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 that it can rotate horizontally. 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. The traveling device has rotational degrees of freedom around a vertical axis and a horizontal axis with respect to the vehicle. 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 traveling device has a collector arm 109 that projects laterally. A slider 11 made of three metal pieces is fixed to the tip of the current collecting arm 109. The current collecting arm 109 is supported by a cantilever from the traveling device, but is pulled upward by a spring 112. The slider 111 comes into contact with the power supply line of the trolley body 107 due to the elastic force. A three-phase alternating current of 200V or other suitable voltage is applied to the trolley body 107. Of course, this does not have to be a three-phase alternating current because it is first rectified, converted to direct current, and then converted back to alternating current at an appropriate frequency. Electric power is supplied from the power supply line of the trolley body 107 to the single-rail transport vehicle through the current collecting arm 109. This point differs from conventional engine-powered single-rail transport vehicles. Electric power not only drives electric motors, but can also operate instruments such as control panels, sensors, timers, electronic circuits, etc. The electric motor used here is a three-phase AC motor. Although the voltage is constant, the rotation speed can be changed by changing the frequency. As is well known, the number of revolutions per minute N of an electric motor is given by N=12Of (1-s)/p(1). p is the number of poles of the motor, and f is the frequency of alternating current (Hz). S is slippage, and this does not depend on f. When the electric motor is generating driving force, S is positive. S increases depending on the weight of the load. On the other hand, when the electric motor is accelerated by the force of the load on a downhill slope, S becomes negative and the electric motor becomes a generator. S
The relationship between and load depends on the characteristics of the motor. The single-rail transport vehicle of the present invention automatically controls the rotational speed of the electric motor depending on the inclination and forward/backward travel conditions, and optimally switches the speed. For this reason, an inverter that changes the frequency of the alternating current applied to the motor and an inclination sensor to determine the inclination angle are required. FIG. 9 shows the characteristics of the commercially available tilt sensor used here. This is the measurable range of the inclination angle e from 130° to +30"
It is. The output voltage is 1■ at -30' and 5■ at +30°. There is a linear relationship between them. That is, each time the tilt angle increases by 1°, the output voltage increases by 1/15V. As shown in FIG. 10, two inclination sensors are attached at angles of -30° and +30° with respect to the horizontal plane of the device. Each sensor senses the angle between the direction indicated by the arrow and the horizontal plane. FIG. 11 shows the inclination angle-output voltage characteristics of sensor (2). θ
When e is negative, the output voltage decreases linearly, reaching 1■ when e is positive, and remains at IV above that point. FIG. 12 shows the characteristics of the sensor (2), which is the positive/negative inversion of the characteristics of FIG. L1. Additionally, a forward/reverse sensor is required to sense whether the single-rail vehicle is moving forward or backward, a signal that can be taken from a suitable terminal in the electrical circuit. Single-gauge transport vehicles run on a single rail, automatically stop at the end of the line, and change direction. It is sufficient to take this switching signal and use it as a forward/reverse signal. Of course, an independent sensor may be provided to detect the rotational direction of the drive pinion or gear. As shown in FIG. 14, the signals from the two tilt sensors and the forward/backward movement sensor are multiplied by a multiplier, and the results are input to the inverter. The inverter receives a signal of 4 to 20 mA. The output of the multiplier is as shown in FIG. 13. 1. The angle that the single-rail carrier makes with the horizontal line when moving forward is defined as positive when facing upward. The solid line is the output when moving forward. In the upward direction (e positive), the output current decreases linearly with the inclination angle. The current decreases linearly with the absolute value of the slope angle (θ negative) in the downward direction, but the slope is smaller in the downward direction. The output current is asymmetrical in the upstream and downstream directions. The broken line is the output current of the multiplier when moving backward. This is also asymmetrical, but the relationship between the positive and negative values of θ is the opposite when moving forward. This is because when e is positive, it goes down, and when it is negative, it goes up. There is no difference that the gradient of the characteristic for the downhill is smaller than that for the uphill. The oscillation frequency of the inverter changes depending on the input current. The relationship between input current and oscillation frequency can be set appropriately. 1st
FIG. 5 is a diagram showing the input/output characteristics of the inverter. The frequency changes proportionally when the input current is 12 to 18.67 mA. If you want to widen the rotation speed control range, you can make the proportional change range wider. FIG. 16 shows a circuit formed by a motor and an inverter. Three-phase AC input is rectified by diodes D1 to D6. K and M are DC lines, K is a positive potential, and M is a DC ground. Capacitor C is a smoothing capacitor. A discharge resistor RO and a discharge resistor giant transistor QO are connected between K and M. Furthermore, a transistor Ql~ to convert direct current back into alternating current at a suitable frequency
Q6 is connected between M and Q6. Diodes D7 to D12 are connected in parallel with these. A separately provided oscillation circuit generates a three-phase signal with a frequency determined by the input current. This is input to the bases of transistors Ql-Q6, making transistors Ql-Q6 conductive. Three-phase alternating current of a predetermined frequency is generated by the action of the three sets of transistors Q1 to Q6, and this is input to the motor, so that the motor rotates at a speed corresponding to the frequency. “If you simply want to rotate the motor at a desired speed, you don't need a group of diodes.When a positive load is applied, the driving energy flows toward the motor, so the diode D
There is no current through 7-DI2. When the load becomes heavier, the rotation speed will slow down a little even if the frequency is constant. This depends on the characteristics of the electric motor. FIG. 17 shows the relationship between the torque and rotational speed of the motor when the oscillation frequency of the inverter is a constant value. The horizontal axis is the rotation speed of the electric motor, and the vertical axis is the torque. The set speed is the speed determined when the slip S is O in the equation above. The relationship curve becomes a downward-sloping curve that cuts off the point of zero torque at the set speed. Positive torque refers to the driving torque exerted on the motor or load. Negative torque is the braking torque that acts on the load to cause the motor to rotate in the forward direction. When going downhill, where negative torque is generated, the load acts to make the motor rotate faster. Since it is an induction motor, it becomes a generator in this case, and current flows in the opposite direction through diodes D7 to D12. This is called regenerative current. Since this further charges capacitor C, the voltage between K and M becomes higher than a predetermined value. Upon detecting the height of the capacitor voltage, the discharging giant transistor QO becomes conductive, discharging the charge stored in the capacitor and the current flowing from the motor via the discharging resistor RO. Since the electric motor (functioning as a generator) current is discharged through a resistor with a small resistance value, a heavy load is placed on the generator, which causes the generator to be strongly braked. This is transmitted to the drive pinion as a strong braking force. The loss of potential energy due to the downward movement flows through the discharge resistance and is consumed as heat. Since this is a considerable amount of energy, a discharge resistor with a large capacity is used. This braking force is non-contact since it is braking by electromagnetic induction. It is fundamentally different from the action of mechanical brakes. There are no parts that wear out when braking is applied. This is one advantage of braking using regenerative discharge, but there is another advantage. At the time of dropping, the voltage of the smoothing capacitor C is higher than the amplitude of the input three-phase alternating current, so all diodes D1 to D6 on the input side are reverse biased. Therefore, no current flows through these diodes and no power comes in from the trolley. In other words, at this time, the power consumption of the single-rail transport vehicle becomes strictly zero. This is also different from conventional single-rail transport vehicles powered by engines. Those that used petroleum as fuel required fuel even when the ship was demolished. In the case of braking by regenerative discharge as in the present invention, energy consumption actually becomes zero, making it extremely economical. It is a well-known technology to drive an induction motor with an inverter, but in the present invention, the oscillation frequency of the inverter is further controlled by the tilt angle, so the heat consumption per unit time consumed by the discharge resistor is averaged. be done. In other words, if the speed along the rail is V, the heat consumption per unit time is WVsi
Represented by ne. W is the load of the load. If ■ is constant regardless of e, heat consumption increases as the inclination angle increases, and the burden on the discharge resistance increases. However, in the present invention, since control is performed so that (2) decreases as θ increases, an increase in heat consumption due to discharge resistance can be suppressed. FIG. 18 is a diagram showing an example of the inclination angle and speed of the single-rail transport vehicle of the present invention. It may seem that the relationship between tilt angle and speed is different depending on whether the vehicle is moving forward or backward, but this is not the case; ascending and descending are controlled in the same way. The discharge energy is also shown in the figure, but this changes more slowly than the functional form sin θ when the speed is constant.

[Effects of the invention] The angle of inclination is detected and the speed of the single-rail transport vehicle is automatically changed based on this. Although it is a passenger vehicle, it does not require a driver. Automatically travels at the optimal speed by ascending, leveling, and descending. Since the speed changes continuously, there is no shock when changing speeds, and the ride is comfortable. The best advantage is that the power consumption is 0 when descending. When we actually measured the transmission line current, the current during descent was strictly O. This is completely different from the case of a single-rail transport vehicle using an engine, and it saves energy. Excellent safety when descending. Like conventional engine-driven single-rail transport vehicles, it is equipped with a constant speed brake and an emergency stop brake, but the constant speed brake does not normally operate. Therefore, wear of the shoe of the constant speed brake can be prevented. It extends the life of constant speed brakes and reduces the need for repairs and inspections. Since it is dynamic braking using an electric motor, it is non-contact. High reliability with no wear of parts and no changes over time such as decrease or increase in braking force. Because the vehicle does not travel at a constant speed, but changes its speed according to the angle of inclination, it can travel the required distance safely and in a short time. Furthermore, if the descending speed is faster than the ascending speed, the vehicle can travel in a shorter time without putting an excessive burden on the electric motor. Since the downward speed is reduced according to the inclination angle, the amount of heat generated by the regenerative discharge resistor is averaged.

[Brief explanation of the drawing]

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. FIG. 3 is a plan view of only the traveling device. FIG. 4 is a front view of only the traveling device. FIG. 5 is a left side view of the traveling device. FIG. 6 is a rear view of the traveling device. FIG. 7 is a right side view of the regular travel device. FIG. 8 is a schematic diagram of the power transmission system. FIG. 9 is a tilt angle-output voltage characteristic diagram of two tilt sensors. FIG. 10 is a schematic diagram of the installation of two tilt sensors. FIG. 11 is an inclination angle-output voltage diagram of sensor (2). FIG. 12 is a diagram of the inclination angle versus output voltage of the sensor (2). FIG. 13 is an inclination angle-current output characteristic diagram based on the multiplication results of the forward/backward movement sensors ① and ②. FIG. 14 is a schematic configuration diagram of the speed control mechanism. FIG. 15 is a characteristic side diagram of the input current and output frequency of the inverter. FIG. 16 is a circuit diagram of the inverter and motor of the present invention. FIG. 17 is a characteristic diagram showing the relationship between rotational speed and torque of the electric motor. FIG. 18 is an inclination angle-velocity characteristic diagram showing an example of controlling the speed according to the forward and backward movement and inclination angle of the present invention. A...Electric motor C...Frame D...Traveling device E...Electromagnetic brake F...Vehicle G...Control panel ■...Control panel J...・Rail K...Rack L...Drive pinion M...Front upper wheel N...Rear upper wheel O...Front lower wheel P...Rear lower wheel Q...・・Emergency constant speed brake R・・・Lower guide roller T・・・・Joint plate U・・・・Upper rail ■・・Lower rail X・・Upper guide roller RO・・Discharge resistance QO...Discharge resistance transistors D1-D6...Rectifier diodes D7-D12...Regenerative discharge diodes Q1-Q6
...Inventor of motor drive transistors
Hideo Chigusa Patent applicant
Chigusa Cableway Co., Ltd. Inverter Input No. 18

Claims (2)

[Claims] (1) An electric single-rail transport vehicle that receives three-phase AC power from a trolley and runs on rails with racks, and the power is generated by the AC motor, the drive pinion that meshes with the rack and generates thrust, and the AC motor. A power transmission mechanism composed of a gear train to transmit the generated power to the drive pinion while decelerating it, upper and lower wheels for running on the rails, and a frame that houses the power transmission mechanism and supports the wheels. ,
an electromagnetic brake for stopping the rotation of the AC motor;
The shoe is connected to a fixed drum and the power transmission mechanism, and when the rotation of the wheel exceeds a certain rotation speed, the shoe slides into contact with the drum wall to keep the rotation speed of the wheel constant.A constant-speed brake, and a single-rail transportation system. An inclination sensor for detecting the longitudinal inclination angle Θ of the vehicle with respect to the horizontal plane, a forward/reverse sensor for detecting forward and backward movement of the electric single-rail transport vehicle, and a rectifier circuit including diodes and capacitors for rectifying three-phase AC power. , an inverter that generates an alternating current to drive an alternating current motor and whose oscillation frequency is changed by the inclination angle Θ and a forward/backward signal, a discharge resistor connected between the positive and negative electrodes of the inverter, and a capacitor whose voltage is above a certain level. When the absolute value of the tilt angle Θ is small, the oscillation frequency of the inverter is set to a constant value, and as the absolute value of the tilt angle Θ increases, the oscillation frequency of the inverter increases. A speed control device for a passenger electric single-rail transport vehicle, characterized in that the shoe of the constant speed brake does not come into contact with the drum wall even when the inclination angle Θ is small and the oscillation frequency of the inverter is high. (2) The electric single-rail transportation according to claim (1), characterized in that, when the absolute values of the inclination angles are equal, the oscillation frequency of the inverter during descent is greater than the oscillation frequency of the inverter during rise. car speed control device.