JPS62274152A - Force actuator - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to force actuators, and in particular:
The present invention relates, but is not limited to, a force actuator forming a railway brake actuator.

BACKGROUND OF THE INVENTION One problem with force actuators, particularly railway brake actuators, is that, on the one hand, the actuator does not move the power applying member to its "fully released" first position;
It is necessary to move a fairly long displacement from the position to a second "apply" position where a power can be applied, and it must also be possible to apply a very large power in this second position. Therefore, in order to meet both of these requirements, two separate actuation means are provided, one actuation means for moving the output member from its first position to its second position and the other output member for moving the output member from its first position to its second position. It is often necessary to ensure that this occurs. Providing two separate actuation means in this manner requires a complex control system to operate these actuation means sequentially. The control system includes first means for activating the first actuating means, and second means for detecting when the output member is in the second position.
and third means for activating the second actuating means upon detection. Although such complex control means are suitable for railway brake actuators during their normal or "duty" operation, in the case of abnormal or "emergency" operations, this complex structure is That's a problem.

This is because in this latter case, the control system must be as simple as possible in order to minimize the possibility of malfunction.

A single actuation mechanism is not desirable. This is because, on the one hand, a "low tooth ratio" system is necessary in order to drive the output member rapidly from its first position to its second position, but on the other hand, in order to generate a sufficiently high power This is because a "r straight tooth number ratio" system is required. If a single actuation mechanism is used to perform both functions,
An undesirably large actuation mechanism is required.

[Problem to be Solved by the Invention] Accordingly, the present invention comprises second actuating means each having an associated transmission means between the output member, the actuating means and the transmission means being such that the output member When in one position, the first actuating means constitutes the primary means for moving the output member to its second position, and when said output member is in its second position, the second actuating means moves the output member to its second position. It is designed to serve as the primary means of applying power.

[Means for Solving the Problems] Accordingly, the present invention provides an output member movable from a first position to a second position, a first actuating means connected to the output member by a first transmission path, and a second transmission path. and a second actuating means coupled to the output member by means, wherein the first actuating means causes the output member to move to the second position when the actuating means are simultaneously actuated when the output member is in its first position. position, and the second actuating means constitutes the primary means for applying an output with the output member when the output member is in the second position. and an actuator configured such that the inertia of the actuating means connected thereto, and the acceleration generated by each actuating means and transmitted to the output member via the transmission paths connected to each actuator are comprehensively selected. is provided.

Either or both of the actuation means may consist of a motor.

The first transmission path includes a nut threadedly engaged with the threaded portion of the output member, which nut is rotated by the first actuating means. When the first actuating means is a motor, the motor is drivingly connected to the nut by a gear train, which gear train can be a sprocket-chain system.

the second transmission path includes a nut threadedly engaged with the threaded member;
The second actuating means is drivingly connected to the threaded member via a gear train, which gear train can be a sprocket-chain system. The second transmission path also includes a lever pivotally mounted to a nut threadedly engaged with the threaded member. 1st
When the transmission path includes a nut, this control lever is arranged axially with respect to the nut of the first transmission path and is pivotally connected to the part of the first transmission path that rotates relative to the nut.

Either or both of the actuation means may be springs, but if both are springs, they have a lower resiliency than either the spring forming the first actuation means or the spring forming the second actuation means.

When both actuating means are motors, the inertia of the respective transmission path and the actuating means connected thereto is determined in particular by the electrical slugging of the second actuating means.

Control means may be provided for controlling the operation of the first actuation means and the second actuation means. These control means are adapted to selectively initiate activation of the first and second actuation means simultaneously or sequentially, in the latter case operation of the first actuation means is initiated first and operation of the second actuation means is initiated first and the second actuation means is activated. The operation of is started after it is detected that the output means has reached its second output application position.

This actuator can constitute a railway brake actuator.

[Example] Hereinafter, the present invention will be described in detail with reference to the drawings.

Although the actuator illustrated in the accompanying figures relates to a railroad brake actuator, it should be understood that the concepts contained in this embodiment apply to other vehicle actuators as well.

In the attached figure, the actuator is in the first inner position (solid line)
It includes an output member l that is movable in the direction of arrow "B"° to a second outer output position (dashed line).

This output member 1 is movable as described above by means of first actuating means (motor 2) operatively connected to this output member 1 by a transmission line 3. The transmission path 3 includes a gear train in the form of a sprocket-chain system 4, the output sprocket 5 of which is keyed with a key 6 to a tubular extension 7 of a nut 8.

The nut 8 is in threaded engagement with a threaded portion 9 of the output member 1. The motor 2 is mounted on a bracket 10, in the tubular part 11 of which the said nut 8 is rotatably mounted, said nut 8 having a collar 12 thereof.
is engaged in the annular recess 13 of the bracket 10 and is retained by the cover plate 14.
A catch is added in the member 11 in the axial direction.

As previously mentioned, the operation of the motor 2, via the transmission line 3, rotates the nut 8 in the tubular part 11, driving the output member 1 from its first position to its second position, and into this second position. At some point, a force is applied to the output member 1.

Further, a second actuating means (motor 20) is provided, and this second actuating means (motor 20) is provided.
The actuating means are operatively connected to the output member l via the S2 transmission line 23. This second transmission path 23 also includes a gear train in the form of a sprocket-chain system 24 , the lower sprocket 25 of which is driven by the motor 20 and the upper sprocket 26 arranged to drive a screw member 27 . The screw 27 is threadedly engaged by a nut 28,
One end of a two-wooden arm lever 30 is pivotally connected to this nut 28 by a pin 29, and the lower end of this lever 30 is pivotally supported by a pin 31 to a pair of brackets 32 fixed to the ground. ing. Immediately above this pivot pin 31, the lever 30 is pivoted by another pin 33 to the tubular part +1 of the bracket lO.

In this way, the operation of the motor 20 moves the bracket lO to the left in FIG. When secured to the lid, a force is applied to this output member.

However, in the case of a motor actuator such as a railway brake, the characteristics of the actuation system that moves the output member to the position where the force is applied are as follows:
This is different from the characteristics of an actuating system that generates a force that is applied to an output member when the output member is in its force application position. Therefore, in the motor actuator described above, the two motors 2 and 20 have the same performance and can generate the same acceleration as themselves, but the first transmission path 3 is connected to the motor 2.
It is clear that a much lower tooth ratio is produced between the output member 1 and the second transmission path 23 than the second transmission path 23. Furthermore, because of the relatively high heavy lever 30, and the electric motor 2
Because of the molding, the weight of the bracket 10 and its sprocket-chain system 3 is removed and the motor 20 and its attached transmission path 2 are driven by the second motor 20.
The inertia of the motor 3 is substantially greater than that of the motor 2 and its associated transmission path 3.

Accordingly, the actuator described above operates as follows when the operation of both motors 2 and 20 is started simultaneously even when the output member 1 is in its first position.

The operation of the motor 2 and the motor 20 together contribute to the movement of the output member 1 from the first position to the second position, but the second system including the motor 20 and its transmission path 23 has a high inertia, and the transmission Since the tooth ratio of the transmission path 23 is low, the motor 2 and the transmission path 3 mainly contribute to the movement of the output member 1.
The first system includes: Conversely, when the output member 1 reaches its second position, it is the motor 20 that primarily contributes to the power applied to the output member 1 due to the low tooth ratio of the transmission line 23.

Any suitable electrical control circuitry may be used to control the operation of motors 2 and 20. In its simplest form, a simple on/off switch can be used to control the current supply to both motors. In the case of a railway brake actuator, this simplest control device can be provided for "emergency use". In "commercial" operation, the electrical circuit may include means for controlling the degree of operation of the motor 20, so as to control the variations in the operation of the motor 20 and thus of its brake rings (the motor 2 is 1 is simply stationary when it reaches its second position). To this end, the transmission line 23 includes an encoder 40 by which the operating range of the motor 20 is monitored, and when the motor 20 is operated to an extent that produces sufficient power to obtain the required brake ring, said monitored information is is used to stop further operation of the motor 20. However, for such "business" operation, more complex control circuits can be used. Such a circuit allows for sequential operation of motors 2 and 20 for "duty" operation. That is, first, the motor 2 is actuated to move the output member 1 from its first position to its second position, and the output member 1 is detected in this second position (for example, the output member l
or by a strain gauge attached to the transmission path 3), the second motor 20 is started each time to generate the required output. Since the motors 2 and 20 each have an electromagnetic brake 41, 42, 1 the motors are braked in that position and their operating force is removed without the need for them to be held at rest when they have completed their respective functions. . Such a control circuit is easy to design and obvious to those skilled in the art, and is advantageous for "business" operation, but for "emergency" operation, it is necessary to control both motors 2 and 20 simultaneously in an emergency situation. Compared to the simple on/off switch described above, it is complex and therefore dangerous.

The high inertia characteristics of the system including motor 20 and its associated transmission line 23 can be further enhanced, if desired, by electrically slugging motor 20.

Similarly, the characteristics of the two motors can be selected such that motor 20 exhibits a lower acceleration than motor 2.

As is clear from the foregoing, the tooth ratio of the transmission path, the inertia (mechanical or electrical) of the respective transmission means and the actuating means (motors 2 and 20) connected thereto, as well as the acceleration generated by the respective actuating means. By appropriately selecting the motors 2 and 20, the contribution of each of the motors 2 and 20 to the movement and output of the output member 1 can be selected to the extent necessary for a given actuator. Of course, in the case of actuators for railway brakes, a very high power is required to generate maximum braking conditions, so that motor 20 makes a minimal contribution to the movement of output member l, and motor 2 could be selected to make a minimal contribution to the output output.

In the embodiments described above, both actuation means are motors (
2 and 20), either or both may have other shapes, such as springs, for example.

[Brief explanation of drawings]

Figure 1 shows a (partially broken) actuator according to the present invention.
2 is a sectional view taken along line A-A in FIG. 1. ■... Output shaft, 2.20... Motor, 3.23... Transmission system, 8.28... Nut, 10... Bracket, 11... Piping material, 27... Screw, 30...Lever, 32...-fixing bracket.

Claims (1)

[Claims] 1) an output member movable from a first position to a second position;
A force actuator having a first actuation means connected to the output member by a first transmission path and a second actuation means connected to the output member by a second transmission path, when the output member is in its first position. and when the actuating means are started simultaneously, the first actuating means constitutes the main means for moving the output member to the second position, and when the output member is in the second position, the second actuating means the tooth ratio of said transmission paths, the inertia of the respective transmission paths and the actuating means connected thereto, and the inertia generated by and connected to each of the respective actuating means, such that the means constitute the primary means for applying power with said output member. A force actuator characterized in that the acceleration transmitted to the output member through the transmission path is selected comprehensively. 2) A force actuator according to claim 1, wherein said first actuating means comprises a motor. 3) The first transmission path includes a nut threadedly engaged with a threaded portion of the output member, and the nut is rotated by the first actuating means. Or the force actuator according to item 2. 4) A force actuator according to claim 3, wherein the motor is drivingly connected to the nut by a gear train. 5) The force actuator according to claim 4, wherein the gear train is a sprocket-chain system. 6) The force actuator according to any one of claims 1 to 5, wherein the second actuating means comprises a motor. 7) The force actuator according to any one of claims 1 to 6, wherein the second transmission path includes a nut threadably engaged with a threaded member. 8) The force actuator according to claim 7, wherein the second actuating means is drivingly connected to the screw member via a gear train. 9) The force actuator according to claim 8, wherein the gear train is a sprocket-chain system. 10) The second power transmission path includes a lever pivotally connected to a nut screwed into a threaded member. force actuator. 11) The lever is arranged in the axial direction with respect to the nut of the first transmission path and is pivotally connected to a portion where the nut rotates relatively. force actuator. 12) A force actuator according to claim 1, characterized in that said first actuating means comprises a spring. 13) A force actuator according to claim 1 or 12, characterized in that said second actuating means comprises a spring. 14) The force actuator according to claim 13, wherein the spring constituting the first actuating means has a lower elastic force than the spring constituting the second actuating means. 15) Force according to claim 6, characterized in that the inertia of each said transmission path and the actuating means connected to said transmission path is determined in particular by electrical slugging of said second actuating means. actuator. 16) The force actuator according to any one of claims 1 to 15, further comprising control means for controlling the operations of the first actuation means and the second actuation means. 17) The control means is configured to selectively initiate the activation of the first and second actuation means simultaneously or sequentially, and in the case of sequential activation, the operation of the first actuation means is initiated first. 17. The force actuator of claim 16, wherein the operation of the second actuating means is initiated after it is detected that the output means has reached its second output application position. 18) The force actuator according to any one of claims 1 to 17, characterized in that it constitutes an actuator for a railway brake.