KR102397551B1 - Safety brake system for track vehicle - Google Patents

Abstract

The present invention relates to a safety brake device for a tracked vehicle, and an object of the present invention is to provide a first pad with first and second centrifugal weights automatically operated by centrifugal force when a tracked vehicle traveling along rails exceeds a set speed. Safety for tracked vehicles that can prevent a safety accident by sliding the part or the second pad part to come into contact with the rail, and reducing or stopping the speed of the tracked vehicle by the frictional contact force generated by the first or second pad part to provide a brake system.
The present invention is a housing unit that is installed connected to the track vehicle; a roller unit connected and installed to the housing unit so as to be in rolling contact with the rail upper surface; a rotating unit connected to the roller unit so as to be located on the upper side of the rail and operated to protrude to the outside by centrifugal force when the first and second centrifugal weights located inside are rotated in excess of a set speed; a brake pad unit connected to the housing unit so as to be located below the rail and provided with first and second pad units for generating frictional contact force with the rail; and an actuating lever part rotatably connected to the brake pad part so as to be operated by the first and second centrifugal weights operated to protrude the rotating part.

Description

Safety brake system for track vehicle

The present invention relates to a safety brake device for a tracked vehicle, which is automatically operated to reduce or stop the speed of the tracked vehicle when the tracked vehicle traveling along a rail travels exceeding a set speed. it's about

In general, a tracked vehicle means a transportation system that runs for a predetermined section along single-line, two-line, and three-line rails, and is classified into monorail tracked vehicles, railroad vehicles, maglev trains, etc. depending on the purpose and purpose. , it is classified as a manned or unmanned tracked vehicle depending on whether or not it is operated by a human.

As such a tracked vehicle is a large transportation means, its importance is increasing as the number of people using it gradually increases, and it is being built or operated nationwide and regionally. In particular, tracked vehicles for monorails can run not only on two- and three-track rails, but also on single-gauge tanks. It is widely used as a means of transporting materials and workers.

However, in Korea, there are many routes passing through hills, slopes, and mountainous areas due to the topographical characteristics, so there are many uphill sections, downhill sections, and steep slope sections. When an excessive load is applied to the driving part of the tracked vehicle, the running speed of the tracked vehicle exceeds the set speed, and as a result, the tracked vehicle running on a steep slope poses a risk to derailment and passenger safety. there was a problem with

In particular, tracked vehicles such as monorails and trams for the purpose of transporting passengers are an auxiliary means that can be replaced when an emergency occurs in the brake device of the tracked vehicle because many people are on board at one time during commuting hours or peak tourist season. Without this, there was a problem with a high possibility of leading to a large-scale disaster.

Of course, some of the conventional tracked vehicles are equipped with a sudden brake device that comes into contact with the rail to stop the tracked vehicle when an abnormality such as overspeed occurs in the tracked vehicle. There were several problems, such as an impact caused by an abrupt stop, causing safety accidents for passengers.

Registered Patent Publication No. 10-1665091 (2016.10.05) Registered Patent Publication No. 10-1665087 (2016.10.05) Registered Patent Publication No. 10-2146110 (2020.08.12) Laid-Open Patent Publication No. 10-2013-0130246 (2013.12.02)

It is an object of the present invention so that the first pad part or the second pad part come into contact with the rail by the first and second centrifugal weights automatically operated by centrifugal force when the tracked vehicle traveling along the rail travels exceeding the set speed. It is an object of the present invention to provide a safety brake device for a tracked vehicle that is sliding and can prevent a safety accident by reducing or stopping the speed of the tracked vehicle by the frictional contact force generated by the first pad or the second pad.

The present invention is a housing unit that is installed connected to the track vehicle; a roller unit connected and installed to the housing unit so as to be in rolling contact with the rail upper surface; a rotating unit connected to the roller unit so as to be located on the upper side of the rail and operated to protrude to the outside by centrifugal force when the first and second centrifugal weights located inside are rotated in excess of a set speed; a brake pad unit connected to the housing unit so as to be located below the rail and provided with first and second pad units for generating frictional contact force with the rail; Including; including;

When the actuating lever part is operated by the first and second centrifugal weights of the rotating part, the restraints of the first pad part or the second pad part of the brake pad part constrained by the actuating lever part are released and at the same time, the restraints are released on the first pad. The part or the second pad part is slidably moved to contact the lower surface of the rail so that the track vehicle is decelerated or stopped by frictional contact force with the rail.

As described above, in the present invention, the first and second pad parts are operated by the first and second centrifugal weights that are automatically protruded by centrifugal force. There is an effect that the speed is reduced or the tracked vehicle is gradually stopped.

According to the present invention, when the tracked vehicle overspeed occurs, it is automatically operated according to the set speed to generate frictional force with the rail, thereby securing sufficient braking force to stop the operation of the tracked vehicle by the brake, and When driving downhill, even if an abnormality occurs in the brake system, there is an effect that stable braking of the tracked vehicle can be achieved.

According to the present invention, when the tracked vehicle travels exceeding the speed limit (set speed), it is automatically operated to reduce or stop the speed of the tracked vehicle, thereby preventing safety accidents in advance.

According to the present invention, the primary operation of the actuating lever part is made by contact with the first centrifugal weight (or the second centrifugal weight), and the secondary operation of the actuating lever part is made by contact with the second centrifugal weight (or the first centrifugal weight). This can be configured to be made, it is possible to improve the operability of the operation lever portion, thereby having the effect of improving the performance of the safety brake device.

According to the present invention, since the first pad part or the second pad part in the shape of a wedge is brought into frictional contact with the lower surface of the rail in the direction opposite to the running direction of the tracked vehicle, the lower end of the rail and the first pad or the lower surface of the rail and the second pad Gradual braking force is exerted by the frictional contact of the two pad parts, and there are many effects, such as being able to prevent a passenger safety accident due to sudden braking (stop shock).

1 is an exemplary view showing a configuration according to the present invention;
2 is another exemplary view showing the configuration of the present invention;
3 is an exemplary view showing a rail installation state of the present invention (except for the housing)
4 is an exemplary view showing the configuration of a rotating part according to the present invention;
5 is an exemplary view showing the configuration of the first and second centrifugal weights and the template according to the present invention;
6 is an exemplary view showing the internal configuration of the rotating part according to the present invention;
7 is an exemplary view showing the configuration of a brake pad unit according to the present invention;
8 is another exemplary view showing the configuration of a brake pad unit according to the present invention;
9 is an exemplary view showing the configuration of the first and second pad parts according to the present invention;
10 is an exemplary view showing the configuration of the operation lever unit according to the present invention;
11 is an exemplary view showing an operating state according to the present invention (tracked vehicle normal running)
12 is an exemplary view showing an operating state according to the present invention (driving direction A)
13 is an exemplary view showing an operating state according to the present invention (driving direction A`)

Figure 1 is an exemplary view showing a configuration according to the present invention, Figure 2 is another exemplary view showing the configuration of the present invention, Figure 3 is an exemplary view showing the rail installation state of the present invention (excluding the housing), Figure 4 is an exemplary view showing the configuration of the rotating part according to the present invention, Figure 5 is an exemplary view showing the configuration of the first and second centrifugal weights and the template according to the present invention, Figure 6 is the internal configuration of the rotating part according to the present invention 7 is an exemplary view showing the configuration of the brake pad unit according to the present invention, FIG. 8 is another exemplary view showing the configuration of the brake pad unit according to the present invention, and FIG. 9 is a first first view according to the present invention , 2 is an exemplary view showing the configuration of the pad unit, FIG. 10 is an exemplary view showing the configuration of the operating lever unit according to the present invention, and FIG. 12 is an exemplary view (traveling direction A) showing an operating state according to the present invention, and FIG. 13 is an exemplary view (driving direction A`) showing an operating state according to the present invention,

The safety brake device 700 for a tracked vehicle according to the present invention is connected to the tracked vehicle and, when the tracked vehicle travels exceeding a set speed, the first pad part or the second pad part is automatically operated to generate frictional force with the rail By doing so, the traveling speed of the tracked vehicle is reduced or stopped.

The present invention is a housing unit 400 that is installed connected to the track vehicle;

The roller unit 500 is connected to the housing unit so as to be in rolling contact with the upper surface 920 of the rail 900;

The rotating part 300 is connected to the roller so as to be located on the upper side of the rail 900, and when rotated exceeding the set speed, the first and second centrifugal weights 310 and 320 located inside protrude to the outside by centrifugal force. ;

The brake pad part 100 is connected to the housing part so as to be located on the lower side of the rail 900 and is provided with first and second pad parts 130a and 130b for generating frictional contact force with the rail;

Including; including,;

When the operation lever part 200 is operated by the first and second centrifugal weights 310 and 320 of the rotating part, the first pad part 130a or the second pad part of the brake pad part restrained by the operation lever part 200 . At the same time as the restraint of 130b is released, the first pad part 130a or the second pad part 130b is moved so as to be in contact with the rail lower surface 910, and the track vehicle is decelerated or stopped by frictional contact force with the rail. it is made to be

The tracked vehicle (not shown) includes all conventional tracked vehicles that travel or move along the rail 900 . For example, the tracked vehicle may include a monorail, a bogie, a mountain train, a tourist train, a tram, a train, and the like.

In addition, the driving unit 800 of the tracked vehicle means a driving means for driving the tracked vehicle along the rail by a motor or an engine.

The housing 400 is connected to the driving unit 800 of the tracked vehicle to move integrally, and the roller unit 500 and the rotating unit 300 are rotatably connected to be positioned above the rail 900, and the brake pad unit ( 100) is fixedly installed so as to be located on the lower side of the rail (900). The housing 400 is preferably connected to the joint 600 to the driving unit 810 of the tracked vehicle as shown in FIG. 1 , but is not necessarily limited thereto.

As shown in FIGS. 2 and 3 , the roller unit 500 includes a first roller 510 rotatably installed in the housing unit 400 so as to be in rolling contact with the rail upper surface 920 , and a first roller A second roller 520 rotatably installed in the housing 400 so as to be spaced apart from the 510 by a predetermined distance and in rolling contact with the rail upper surface 920 , and the first roller 510 and the second roller 520 . The third roller 530 is rotatably installed in the housing 400 so as to be positioned between the third roller 530 and the rotating part 300 integrally connected to one side, and the rotational force of the first roller 510 is applied to the third roller 530 . It includes a rotation transmission unit 540 connected to the first roller 510 and the third roller 530 to be transmitted.

That is, the roller unit 500 is in rolling contact with the rail top surface 920 when the tracked vehicle driving unit 800 travels along the rail 900 , the first and second rollers 510 and 520 are in rolling contact with the rail top surface 920 , and the first roller The rotational force of 510 is transmitted to the third roller 530 by the rotation transmitting unit 540 so that the third roller 530 to which the rotating unit 300 is integrally connected and installed is rotated. At this time, it is preferable that the third roller 530 is installed so as not to make rolling contact with the upper surface of the rail.

The rotation transmission unit 540 transmits the rotational force of the first roller 510 to the third roller 530, and may be configured in a chain/sprocket method or a belt conveyor method, and preferably provides accurate transmission of the rotational force. It is configured in a chain/sprocket method for this purpose.

That is, as shown in FIG. 3 , the rotation transfer unit 540 includes a first sprocket 541 installed on the first roller 510 and a second sprocket installed on the third roller 530 . It may be configured to include a kit 542 and a chain 543 connected to and installed on the first and second sprockets 541 and 542 .

As shown in Figs. 4 to 6, the rotating part 300 is

One side of the roller part 500, that is, a template 350 that is connected and installed so as to rotate integrally with the third roller 530 of the roller part;

A first centrifugal weight 310 that is rotatably installed in the installation hole 351 of the template,

A second centrifugal weight 320 that is rotatably installed in the installation hole 351 of the template so as to be symmetrical to the first centrifugal weight 310;

A first spring 330 connected to the first centrifugal weight 310 and the template 350, and

A second spring 340 connected to the second centrifugal weight 320 and the template 350, and

Cover ( 360), including

When the template 350 is rotated by the roller unit 500 and a centrifugal force is generated on the first and second centrifugal weights 310 and 320 beyond the tensile force of the first and second springs 330 and 340, the first and second centrifugal weights ( One side of the first and second centrifugal weights protrude to the outside of the installation hole 351 of the template while tensioning the first and second springs 330 and 340 while the 310 and 320 are tensioned, and the protruding side or the second centrifugal side of the first centrifugal weight 310 The operation lever part 200 is operated by the protruding side of the weight 320 .

The template 350 is integrally coupled to the third roller 530 of the roller unit 500 to be rotated integrally with the third roller 530, and as shown in FIG. 5, the first and second centrifugal One or more installation holes 351 into which the weights 310 and 320 and the first and second springs 330 and 340 are inserted, and the first and second centrifugal weights 310 and 320 are rotatably inserted and seated to be located on both sides within the installation hole 351 . It is provided with a semicircular rotation groove 354, and the rotation groove 354 is formed to be symmetrical about the center of the inner / outer stoppers (352, 353) for limiting the movement of the first and second centrifugal weights (310, 320).

As shown in FIGS. 4 to 6 , the first concentric weight 310 and the second centrifugal weight 320 have the same structure and are symmetrical to each other and spaced apart by a predetermined distance from the template installation hole 351 . ) is rotatably installed on both sides.

As shown in FIG. 5 , the first and second centrifugal weights 310 and 320 are integrally formed with one side portions 310a and 320a formed to contact the central lever 232 of the operation lever portion, and one side portions 310a and 320a. It is formed and includes the other side portions (310b, 320b) that is installed so as to be rotatably inserted into one side of the template installation hole (351).

The one side portions 310a and 320a include inner portions 312 and 322 to which the first and second springs 330 and 340 are connected, outer portions 313 and 323 contacting one side of the operation lever portion 200, inner portions 312 and 322 and outer portions It is formed to be connected to (313, 323) and includes striking parts (311, 321) for rotating the operation lever part (200). In this case, the striking parts 311 and 321 and the inner parts 312 and 322 may be integrally formed.

The other side portions 310b and 320b are rotatably hinged to the cover 360, and the shaft portions 314 and 324 rotatably inserted and installed in the rotation groove 354, and the shaft portions 314 and 324 integrally project to one side. Formed and supported in contact with the inner stopper 352 formed in the installation hole 351 to limit the rotation range in the installation hole of the first and second centrifugal weights 310 and 320, the inner locking projections 315 and 325, and the other side of the shaft portion 314 and 324. It is integrally formed to protrude and is supported in contact with the outer stopper 353 formed in the installation hole of the template to limit the rotation range in which the first and second centrifugal weights 310 and 320 protrude.

The first and second springs 330 and 340 are installed to be located in the installation hole 351 of the template. That is, the first spring 330 has one end connected to one end 310a of the first centrifugal weight 310 and the other end connected to the template 350, and the second spring 340 has one end connected to the first end. Each of the two centrifugal weights 320 is connected to one end 320a and the other end is installed so as to be connected to the template 350 .

At this time, it is preferable that the first and second springs 330 and 340 are made of tensile springs, and the tensile force of the first and second springs 330 and 340 is set in consideration of the centrifugal force that operates the first and second centrifugal weights 310 and 320 .

That is, the tensile force of the first and second springs 330 and 340 is the centrifugal force generated in the first and second centrifugal weights 310 and 320 by the rotation of the rotating part when the tracked vehicle travels (normally running) at or below the set speed. , set to be smaller than the tensile force of the first and second springs 330 and 340,

When the tracked vehicle travels (dangerous driving) exceeding the set speed, the centrifugal force generated in the first and second centrifugal weights 310 and 320 by the rotation of the rotating part is greater than the tensile force of the first and second springs 330 and 340. is set

That is, the tensile force of the first and second springs 330 and 340 is reduced by centrifugal force generated in the first and second centrifugal weights 310 and 320 of the rotating part when the tracked vehicle travels (dangerous driving) exceeding the set speed. It is set so that a tensile load is generated on the first and second springs so that the length of the first and second springs 330 and 340 can be increased.

Since the tensile force setting of the first and second springs 330 and 340 is set by known technology in consideration of the rotational force of the rotating part according to the traveling speed of the tracked vehicle, the weight and the rotational radius of the first and second centrifugal weights, detailed information on this A description is omitted.

In addition, the set speed of the tracked vehicle may be set to a speed exceeding the stable running speed, and is preferably set in consideration of the speed of the tracked vehicle that may pose a risk to the safety of passengers.

The cover 360 is fixedly installed on both sides of the template, the first and second centrifugal weights 310 and 320 are rotatably connected and installed by a hinge pin 370, and the hinge pin 370 is installed by a snap ring 380, etc. It may be installed to prevent separation from the cover.

In addition, the cover 360 prevents the external separation of the first and second springs 330 and 340 installed in the installation hole, and when the first and second centrifugal weights are rotated by centrifugal force according to the rotational driving of the template, the installation hole 351 ) A function of guiding the rotational movement of one end (310a, 320a) of the first and second centrifugal weights from the inside to the outside of the installation hole 351, that is, to the outside of the rotation radius of the template 350, and the operation lever part 200 ) has a function of preventing the first and second centrifugal weights 310 and 320 from shaking when the first and second centrifugal weights 310 and 320 are in contact with one side.

The rotating unit 300 configured as described above, when the tracked vehicle travels at less than a set speed, as shown in FIG. In the state located within, that is, in a state in which the inner locking protrusions 315 and 325 of the first and second centrifugal weights 310 and 320 are kept in contact with the inner stopper 352 of the installation hole by the tensile force of the first and second springs, the third roller of the roller and rotated together,

When the tracked vehicle travels (overspeeds) above the set speed, the first and second springs 330 and 340 by the first and second centrifugal weights 310 and 320 rotated by centrifugal force as shown in FIG. ) is generated, and one side of the first and second centrifugal weights 310 and 320 is rotated integrally with the third roller of the roller in a state in which one side protrudes to the outside of the installation hole 351 of the template,

As such, one side of the first and second centrifugal weights 310 and 320 protruding outside the rotation radius of the rotating unit 300 comes into contact with the operating lever unit 200 to operate the operating lever unit 200 .

In addition, when the centrifugal force according to the rotation of the template 350 is generated in the first and second centrifugal weights 310 and 320, as shown in (b) of FIG. ) is rotated about the shaft portions 314 and 324 until it is supported in contact with the outer stopper 353 of the installation hole, and by such a rotation operation, one side portions 310a and 320a of the first and second centrifugal weights 310 and 320 are, The first and second springs 330 and 340 protrude to the outside of the template installation hole 351 while generating a tensile load.

At this time, the one side portions 310a and 320a of the first and second centrifugal weights 310 and 320, only the striking portions 311 and 321 and the outer portions 313 and 323, protrude to the outside of the template installation hole 351, and the outer portions 313 and 323 ) by the striking contact and the striking parts 311 and 321, the operation lever part 200 is operated.

In addition, when the rotating part is rotated integrally with the rotating shaft, the first and second centrifugal weights and the cover are attached to the rotating shaft so that the flow phenomenon does not occur, that is, as shown in FIGS. 4 to 6 to be rotated with concentric circles. It is preferable to be installed so as to be symmetrical about each other.

As shown in FIGS. 7 and 8, the brake pad part 100 is

A brake block 110 fixed to the housing 400 so as to be positioned on the lower side of the rail 900 in the longitudinal direction of the rail and having a first inclined surface 111a and a second inclined surface 111b;

The first and second side covers 120a and 120b respectively fixed to both ends of the brake block 110,

A first pad portion 130a installed on the first inclined surface 111a of the brake block to be positioned between the first side cover 120a and the operation lever portion 200 is supported in contact with one side thereof;

a second pad portion 130b installed on the second inclined surface 111b of the brake block to be positioned between the second side covers 120b and supported in contact with one side of the operation lever portion 200;

One end is supported on the first pad portion 130a, the other end is supported on one end 110a of the brake block, and an elastic force is provided so that the first pad portion 130a moves along the first side cover 120a. A first elastic part (140a) and,

One end is supported by the second pad unit 130b and the other end is supported by the other end 110b of the brake block, and the second pad unit 130b has an elastic force to move along the second side cover 120b. and a second elastic part 140b.

The break block 100 is formed such that the first inclined surface 111a and the second inclined surface 111b are symmetrical, and the first and second supports supporting the first and second elastic parts 140a and 140b at both ends, respectively. Blocks 112a and 112b are provided.

The first inclined surface 111a and the second inclined surface 111b are formed to be inclined upward in a direction facing each other. That is, the first and second inclined surfaces 111a and 111b are inclined upward from the first and second support blocks 112a and 112b of the brake block toward the center.

In addition, the brake block 100 is further provided with a stopper 150 for limiting the movement of the first and second pad parts 130a and 130b so as to be positioned between the first inclined surface 111a and the second inclined surface 111b. there is.

The first and second side covers 120a and 120b each have the same configuration as a pair of cover plates, and the first side cover 120a includes a break block 110 to guide the first pad part 130a. is installed on one side of the brake block, and the second side cover 120b is installed on the other side of the brake block to guide the second pad part 130b.

That is, the first side cover 120a of the brake block 100 is formed around the first inclined surface 111a so that the first pad part 130a can slide along the first inclined surface 111a of the brake block. It is fixedly installed on one side.

In addition, the second side cover 120b is the second pad portion 130b of the brake block 100 around the second inclined surface 111b so that it can slide along the second inclined surface 111b of the brake block. It is fixedly installed on the other side.

The first and second side covers 120a and 120b configured as described above have a function of preventing separation of the first and second pad parts 130a and 130b, and are moved by the first and second elastic parts 140a and 140b. A function of guiding the first and second pad portions 130a and 130b, a function of preventing the inflow of foreign substances into the first and second elastic portions 140a and 140b, and separation of the first and second elastic portions 140a and 140b. It has a function to prevent

The first pad part 130a and the second pad part 130b have the same configuration and are installed to move along the first inclined surface 111a and the second inclined surface 111b of the brake block, respectively, and The first pad part 130a or the second pad part 130b is operated according to the driving directions (A, A').

The first pad portion 130a has a wedge shape such that the lower side contacts the first inclined surface 111a and slides, and the upper side contacts the rail lower end surface 910 to generate friction.

The second pad portion 130b has a wedge shape such that the lower end contacts and slides along the second inclined surface 111b, and the upper die comes into contact with the rail lower end surface 910 to generate friction.

In addition, in the first and second pad parts 130a and 130b, the support pins 131 to which the operation lever part 200 is contacted and supported are installed through both sides of the first and second pad parts 130a and 130b.

In addition, the first and second pad parts 130a and 130b may be formed of a single block having a wedge shape, but include a sliding block 132 that slides along the first and second inclined surfaces 111a and 111b, and a sliding block. It is preferable that the pad block 133 which is integrally coupled to the 132 and generates frictional force by contact with the rail lower end surface 910 is assembled and configured to have a wedge shape. At this time, the support pin 131 to which the operation lever part 200 is contacted and supported may be installed through both sides of the sliding block 132 .

That is, the sliding block 132 is in contact with the first and second inclined surfaces 111a and 111b and the lower end surface 132a is made of an inclined surface so as to slide, and the pad block 133 is in contact with the rail lower end surface 910 . It may be configured to generate a frictional force.

As described above, when the first and second pad parts 130a and 130b are configured to include the sliding block 132 and the pad block 133, the sliding block 132 is made of a material with excellent durability and low friction reducing force. and the pad block 133 is made of a material having a large frictional force, that is, the sliding block 132 and the pad block 133 are made of different materials, so that the sliding by the first and second elastic parts 140a and 140b The block 132 may be smoothly slidably moved, and frictional force may be increased by the contact between the rail lower surface 910 and the pad block 133 .

In addition, when the first and second pad parts 130a and 130b are separated and assembled into the sliding block 132 and the pad block 133, replacement of the pad block 133 generating friction can be performed. , maintenance is easy, and brake performance can be kept constant.

In addition, the first and second pad parts 130a and 130b may be configured to include a plurality of friction protrusions 134 that are in contact with the rail lower surface 910 .

The friction protrusion 134 is formed to protrude from the upper side of the first and second pad parts 130a and 130b, and slides through the first and second inclined surfaces 111a and 111b while improving frictional force with the rail lower surface 910 . It has a function to make this happen smoothly.

The friction protrusion 134 may be formed of a plurality of single protrusion protrusions 134a that are formed to protrude regularly or irregularly, as shown in (a) of FIG. 9 .

In addition, the friction protrusion 134 may be formed of a plurality of width direction protrusions 134b so that the longitudinal section has a concave-convex shape, as shown in FIG. 9B .

In addition, the friction protrusion 134 may be formed of a plurality of width direction inclined protrusions 134c having a friction inclined surface 134d inclined upward in the traveling direction A of the tracked vehicle, as shown in FIG. 9(c). there is. That is, when the friction protrusion 134 is formed of a plurality of widthwise inclined protrusions 134c, the friction protrusions of the first pad part 130a and the friction protrusions of the second pad part are configured to be symmetrical to each other.

For example, the single protrusion 134a and the width direction protrusion 134b may be formed to have a cross-sectional structure such as a semicircle shape, a triangular shape, a square shape, a trapezoid shape, etc., and the width direction inclined protrusion 134c may be formed to have a cross-sectional structure of a right-angled triangle or an obtuse-angled triangle so that the inclined surface corresponds to the friction inclined surface 134d.

As described above, when the width direction inclined projection 134c having the friction inclined surface 134d comes into contact with the rail lower surface 910, the frictional inclined surface 134d comes into contact with the running direction of the tracked vehicle, so the rapid friction force It is prevented from occurring and provided with a function of mitigating the occurrence of shock when the safety brake is operated.

The first and second elastic parts 140a and 140b are elastically pressed so that the first and second pad parts 130a and 130b are in close contact with the rail lower end surface 920 to generate frictional force. The parts 140a and 140b have the same configuration as each other.

As shown in FIG. 8 , the first elastic part 140a is positioned between the first support block 112a and the first pad part 130a of the break block, and the second elastic part 140b is formed of the brake block. They are respectively installed to be positioned between the second support block 112b and the second pad part 130b. The first and second elastic parts 140a and 140b may be, for example, coil springs.

In addition, as shown in FIGS. 7 and 8 , the brake pad unit 100 further includes first and second elastic adjustment units 160a and 160b for adjusting the tension of the first and second elastic units 140a and 140b. may include

The first and second elastic adjustment units 160a and 160b adjust the position of the first and second elastic portions 140a and 140b to adjust the elastic force, and an adjustment bolt screwed to the brake block to penetrate the brake block ( 161), a holder 162 coupled to the end of the adjusting bolt 161 and supporting the first and second elastic parts in contact, and a fixing nut fastened to the adjusting bolt 161 to prevent loosening of the adjusting bolt 161 ( 163).

That is, the adjustment bolt 161 passes through the first and second support blocks 112a and 112b of the brake block and is screwed, and the fixing nut 163 is connected to the head of the adjustment bolt and the first and second support blocks 112a, 112a, 112b), and the holder 162 is installed to be positioned on the first and second inclined surfaces 111a and 111b of the brake block.

The first and second elastic adjustment units 160a and 160b configured in this way move the holder 162 by adjustment of the adjustment bolt 161 to press one end of the first and second elastic portions 140a and 140b, The tension of the first and second elastic parts 140a and 140b is adjusted.

In addition, in the brake pad unit 100 , a plate 170 is further installed on the first and second inclined surfaces 111a and 111b of the brake block so as to be positioned between the brake block and the first and second pads. When the first and second pad parts 130a and 130b are slidingly moved by the elastic parts 140a and 140b, frictional resistance is reduced while the first and second pad parts 130a and 130b move smoothly. can be

The plate 170 may be made of a material with low frictional force, for example, a copper material or a flat bearing.

In addition, the plate 170 has a plurality of slits 171 on one surface to reduce frictional resistance during sliding movement of the first and second pad parts 130a and 130b in the longitudinal direction (sliding direction of the first and second pad parts). can be further formed.

In the brake pad unit 100 configured as described above, the support pins 131 of the first and second pad units are supported in contact with one side of the operation lever unit 200 ,

The positions of the first and second pad parts 130a and 130b are supported (locked) on the first and second inclined surfaces 111a and 111b of the brake block in a state in which the first and second elastic parts 140a and 140b are compressed,

When the contact support for the support pin 131 of the first pad part (or the second pad part) is released by the operation lever part 200 ,

The first pad part (or the second pad part) slides along the first inclined surface (or the second inclined surface) by the elastic force of the first elastic part (or the second elastic part), and comes into contact with the rail lower surface 910 . As a result, static friction is generated.

The operation lever part 200 is a first pad part 130a or a second pad part of the brake pad part 100 according to the traveling directions (A, A`) of the tracked vehicle, that is, the rotation direction of the rotating part 300 . (130b) is selectively actuated.

As shown in FIGS. 10 and 11 to 13 , the operation lever part 200 is rotatably connected to the brake pad part 100 and is connected to the first and second centrifugal weights 310 and 320 from which the rotating part protrudes. and a central lever unit 230 operated by

A first lever part 210 that is rotatably connected and installed to the brake pad part 100 so that one side is supported in contact with the central lever part 230 and the other side is supported in contact with the first pad part 130a;

Including a second lever part 220 that is rotatably connected to the brake pad part 100 so that one side is supported in contact with the central lever part 230 and the other side is supported in contact with the second pad part 130b,

When the central lever part 230 is not in operation, the first and second lever parts 210 and 220 are simultaneously restrained by the central lever part 230 , and when the central lever part 230 is operated, the central lever part 230 rotates. By the operation, the restraint of the first lever part 210 or the second lever part 220 is released, so that the first pad part 130a or the second pad part 130b is operated.

As shown in FIG. 10 , the central lever part 230 has a central rotation shaft 231 rotatably installed on the brake block 110 of the brake pad part 100 and a lower end on the central rotation shaft 231 . The central operating lever 232, which is integrally connected and installed so that the upper ends are in contact with the first and second centrifugal weights 310 and 320 protruding from the rotating part 300 by centrifugal force, and the central rotating shaft 231 are integrally fixed and installed A cam 233 on which one side of the first and second lever portions 210 and 220 is supported is included.

At this time, the cam 233 includes the first and second lever portions so that the cam 233 can be rotated by the central operation lever 232 in a state where one side of the first and second lever portions 210 and 220 is supported in contact. The support surface 233a on which one side of the 210 and 220 is supported in contact is formed of a curved surface having a predetermined radius.

That is, as an example, the cam 233 may be configured in a sectoral shape so that the sectoral arc portion corresponds to the support surface 233a of the cam.

In addition, the support surface 233a is formed with a sufficient length (arc length) so that, when the central lever part 230 is not operated, one side of the first and second operation parts 210 and 220 can be contacted and supported at the same time to be restrained. .

As shown in FIGS. 12 and 13 , the central lever unit 230 configured as described above is the center when the central operation lever 232 is rotated in one direction by the first and second centrifugal weights 310 and 320 of the rotating unit. The rotation shaft 231 and the cam 233 are integrally rotated with the central operation lever 232 .

The first lever part 210 is supported in contact with the central lever part 230 and the first pad part 130a at the same time to restrain (lock) or release the restraint (unlock) the first pad part 130a. , as shown in FIG. 10 , a first rotating shaft 211 rotatably installed on the brake block 110 of the brake pad unit so as to be positioned between the first pad unit 130a and the central lever unit 230 ; A first operation lever rotatably connected and installed to the first rotation shaft 211 so that one side is supported in contact with the first pad portion 130a and the other side is supported in contact with the central lever portion 230 , that is, the cam 233 of the central lever portion. (212).

The first operation lever 212 includes a first pad portion, that is, a first locking projection 212a supported in contact with the support pin 131 of the first pad portion, and a second locking projection supported in contact with the cam of the central lever portion. (212b), and is rotatably installed on the first rotating shaft (211).

The second lever part 220 is supported in contact with the central lever part 230 and the second pad part 130b at the same time to restrain (lock) or release the restraint (unlock) the second pad part 130b. , a second rotation shaft 221 rotatably installed on the brake block 110 of the brake pad portion so as to be positioned between the second pad portion 130b and the central lever portion 230 , and one side of the second pad portion 130b and a second operation lever 222 rotatably connected to the second rotation shaft 221 so that the contact is supported and the other side is supported in contact with the central lever part 230 , that is, the cam 233 of the central lever part.

The second operation lever 222 includes a second pad portion, that is, a first locking projection 222a supported in contact with the support pin 131 of the second pad portion, and a second locking projection supported in contact with the cam of the central lever portion. (222b) is included, and is rotatably installed on the second rotating shaft (221).

The operation lever part 200 configured as described above is configured to have a structure in which the first lever part 210 and the second lever part 220 are symmetrical about the central lever part 230,

11, when the central lever part 230 is not operated, the first operation lever 212 of the first lever part is connected to the support pin 131 of the first pad part and the cam 232 of the central lever part. The second operation lever 222 of the second lever part is supported in simultaneous contact with the support pin 131 of the second pad part and the cam 232 of the central lever part at the same time, and the central lever part 230 and the second operation lever 222 are supported. As the positions of the first and second lever portions 210 and 220 are fixed, the positions of the first and second pad portions 130a and 130b are constrained (locked).

In addition, as shown in FIG. 12 or 13 , the operation lever part 200 may be rotated in the direction of the second lever part (or the first lever part) by the rotation part 200 by the central lever part 230. At the time of operation, the first lever provided on the first operation lever (second operation lever of the second lever portion) of the first lever portion while maintaining the restrained state of the second lever portion (or the first lever portion) by the rotation of the cam 233 . The locking protrusion deviates from the support surface 233a of the cam, so that the restraints of the first lever part (or the second lever part) and the first pad part (or the second pad part) are released (unlocked), and the first pad part According to the release of the restraint (or the second pad part), the first pad part (or the second pad part) is in close contact with the rail lower end surface 910 by the elastic force of the first elastic part (or the second elastic part). creates friction. At this time, the first lever part (or the second lever part) is rotated about the first rotation axis by the first pad part sliding by the first elastic part.

The safety brake device 700 for a tracked vehicle of the present invention configured as described above may be installed directly connected to the tracked vehicle so as to move along the rail, or connected to the driving unit of the tracked vehicle.

In addition, in the safety brake device for a tracked vehicle of the present invention, the first and second pad portions are configured together in the brake pad portion, so that they can be applied regardless of the traveling direction of the tracked vehicle, but the present invention is not limited thereto. It may be configured such that only the first pad part or the second pad part is installed on the brake pad part according to the driving direction.

That is, the safety brake device for a tracked vehicle of the present invention may be of a bidirectional actuation type or a unidirectional actuation type.

In addition, the safety brake device for a tracked vehicle of the present invention may be integrally configured with the driving unit so that the rotating part is connected to the driving shaft of the tracked vehicle driving part without the configuration of the roller part and the housing part, and the brake pad part and the operating lever part are connected to the driving part. .

In addition, the safety brake device for a tracked vehicle of the present invention can be applied to both single-track rails and tracked vehicles running on compound rails with two or more rails, and in particular, for monorail vehicles running on single-track or two-rail or three-rail rails. It can be applied very efficiently. In the drawings of the present invention, reference numeral 910 denotes a rail support.

Driving within the set speed of the tracked vehicle

When the tracked vehicle travels within the set speed, the rotational force is transmitted to the rotating unit by the roller unit that is in rolling contact along the rail, thereby causing the rotating unit to rotate. At this time, since the centrifugal force generated in the first and second centrifugal weights of the rotating part is smaller than the tensile force of the first and second springs, as shown in FIGS. 6 (a) and 11, the first and second centrifugal weights are first, The rotation of the rotating unit is made by the roller unit in a state located inside the rotating unit by the two springs. That is, the rotation of the rotating part is made in a state in which the first and second pad parts are simultaneously restrained by the first and second lever parts of the operation lever part.

Exceeding the set speed of the tracked vehicle (driving direction A)

When the tracked vehicle travels in excess of the set speed, the rotational force is transmitted to the rotating part by the roller part which is in rolling contact along the rail, and the rotation of the rotating part is made.

At this time, since the centrifugal force generated on the first and second centrifugal weights of the rotating part is greater than the tensile force of the first and second springs, as shown in FIG. As the length of the first and second springs is increased as the length of the first and second springs is increased due to the tensile load being generated on the second spring, the first and second centrifugal weights protrude outside the radius of the rotating part by the roller part. rotation is made.

When the rotating part is rotated in the state in which the first and second centrifugal weights protrude as described above, as shown in FIG. 12, the central operating lever of the central lever part by the first and second centrifugal weights moves in the driving direction ( It is rotated in the opposite direction to A), that is, in the direction of the second pad part, and the cam is also rotated in the direction of the second pad part by the rotation of the central lever part.

That is, after the outer part of the first centrifugal weight is in striking contact with the central operation lever of the central lever part, the striking part of the first centrifugal weight is in contact with the central operation lever so that the central operation lever of the central lever part travels in the direction (A) about the central rotation axis. ) is rotated in the opposite direction.

At this time, since the first centrifugal weight is moved into the installation hole by the tensile force of the first spring when the outer part of the first centrifugal weight is in striking contact with the central operation lever, the safety brake device for a tracked vehicle according to the present invention, the first centrifugal weight The first rotation (preliminary rotation) of the central operation lever is made by this, and the second rotation of the central operation lever is made by the second centrifugal weight.

As such, when the cam of the central lever part rotates in the direction of the second pad part, the state constrained by the second lever part is continuously maintained, and the restraint of the first lever part is released by the movement of the cam. The first pad part slides in the direction of the second pad part (direction opposite to the running direction A) by the elastic force of the first elastic part, and by generating frictional force by contact with the rail lower surface, the running speed of the tracked vehicle is reduced or The tracked vehicle comes to a slow stop.

That is, since the first pad part is operated in the direction opposite to the running direction of the tracked vehicle to generate frictional contact force, the frictional contact force by the first pad part is gradually increased during the running of the tracked vehicle, thereby reducing or reducing the running speed of the tracked vehicle. gradually come to a halt.

Exceeding the set speed of the tracked vehicle (driving direction A`)

When the tracked vehicle travels in excess of the set speed, the rotational force is transmitted to the rotating part by the roller part which is in rolling contact along the rail, and the rotation of the rotating part is made.

At this time, since the centrifugal force generated on the first and second centrifugal weights of the rotating part is greater than the tensile force of the first and second springs, as shown in FIG. Tensile load is generated on springs 1 and 2, and lengths of springs 1 and 2 are increased. As the lengths of springs 1 and 2 are increased, the rotation of the rotating part is prevented by the roller in the state in which the first and second centrifugal weights protrude. will be done

When the rotating part is rotated in the state in which the first and second centrifugal weights protrude as described above, as shown in FIG. 13, the central operating lever of the central lever part by the first and second centrifugal weights moves in the driving direction ( A`), that is, the cam is rotated in the direction of the first pad part, and the cam is also rotated in the direction of the first pad part by the rotation of the central lever part.

In this way, when the cam of the central lever part rotates in the direction of the first pad part, the state constrained by the first lever part is continuously maintained, and the restraint of the second lever part is released by the movement of the cam. The second pad part slides in the direction of the first pad part (direction opposite to the running direction A`) by the elastic force of the second elastic part, and frictional force is generated by contact with the rail lower surface, thereby reducing the running speed of the tracked vehicle. Alternatively, the tracked vehicle is gradually stopped.

The present invention is not limited to the specific preferred embodiments described above, and various modifications are possible by anyone with ordinary skill in the art to which the invention pertains without departing from the gist of the invention as claimed in the claims. Of course, such modifications are intended to be within the scope of the claims.

(100): brake pad unit (110): brake block
(110a): one end (110b): the other end
(111a): first inclined surface (111b): first inclined surface
(112a): first support block (112b): second support block
(120a): first side cover (120b): second side cover
(130a): first pad portion (130b): second pad portion
(131): support pin (132): sliding block
(133): pad block (134): friction protrusion
(134a): free-standing projection (134b): transverse projection
(134c): Width direction inclined projection (134d): Friction inclined surface
(140a): first elastic part (140b): second elastic part
(150): stopper (160a): first elastic adjustment unit
(160b): second elastic adjustment unit (170): plate
(171): slit (200): operation lever part
(210): the first lever part (211): the first rotation shaft
(212): the first operation lever (212a): the first locking projection
(212b): second locking projection (220): second lever part
(221): second rotation shaft (222): second operation lever
(222a): the first locking projection (222b): the second locking projection
(230): central lever part (231): central rotation shaft
(232): central operation lever (233): cam
(233a): support surface (300): rotating part
(310): the first centrifugal weight (310a): one end
(310b): the other end (311): striking part
(312): inner portion (313): outer portion
(314): shaft portion (315): inner locking projection
(316): outer protrusion (320): second centrifugal weight
(320a): one end (320b): the other end
(321): striking part (322): inner part
(323): outer part (324): shaft part
(325): inner locking projection (326): outer locking projection
(330): first spring (340): second spring
(350): Template (351): Installation Hall
(352): inner stopper (353): outer stopper
(354): rotation groove (360): cover
(400): housing part (500): roller part
(510): first roller (520): second roller
(530): third roller (540): rotation transmission unit
(600): Joint (700): Safety brake device
(800): drive unit (900): rail
(910): rail bottom surface (920): rail top surface

Claims (16)

a housing unit 400 that is connected to and installed on a tracked vehicle;
The roller unit 500 is connected to the housing unit so as to be in rolling contact with the upper surface 920 of the rail 900;
The rotating part 300 is connected to the roller so as to be located on the upper side of the rail 900, and when rotated exceeding the set speed, the first and second centrifugal weights 310 and 320 located inside protrude to the outside by centrifugal force. ;
The brake pad part 100 is connected to the housing part so as to be located on the lower side of the rail 900 and is provided with first and second pad parts 130a and 130b for generating frictional contact force with the rail;
Including; including,;
When the operation lever part 200 is operated by the first and second centrifugal weights 310 and 320 of the rotating part, the first pad part 130a or the second pad part of the brake pad part restrained by the operation lever part 200 . At the same time as the restraint of 130b is released, the first pad part 130a or the second pad part 130b is moved to come into contact with the rail lower surface 910, and the track vehicle is decelerated or stopped by frictional contact force with the rail. A safety brake device for a tracked vehicle, characterized in that it is configured to be so.
The method of claim 1 ;
The roller unit 500,
A first roller 510 rotatably installed on the housing 400 so as to be in rolling contact with the rail upper surface 920, and the first roller 510 and spaced apart from the first roller 510 by a predetermined distance so as to be in rolling contact with the rail upper surface 920 A second roller 520 that is rotatably installed on the housing 400, and a rotatably installed on one side of the housing 400 so as to be positioned between the first roller 510 and the second roller 520 The third roller 530 to which 300 is integrally connected, and the first roller 510 and the third roller 530 are connected and installed so that the rotational force of the first roller 510 is transmitted to the third roller 530 . A safety brake device for a tracked vehicle, characterized in that it comprises a rotation transmission unit 540 that is.
The method of claim 1 ;
Rotating unit 300,
A template 350 connected to one side of the roller unit 500 and installed;
A first centrifugal weight 310 that is rotatably installed in the installation hole 351 of the template,
A second centrifugal weight 320 that is rotatably installed in the installation hole 351 of the template so as to be symmetrical to the first centrifugal weight 310;
A first spring 330 connected to the first centrifugal weight 310 and the template 350, and
A second spring 340 connected to the second centrifugal weight 320 and the template 350, and
Cover ( 360), including
When the template 350 is rotated by the roller unit 500 and a centrifugal force is generated on the first and second centrifugal weights 310 and 320 beyond the tensile force of the first and second springs 330 and 340, the first and second centrifugal weights ( One side of the first and second centrifugal weights protrude to the outside of the installation hole 351 of the template while tensioning the first and second springs 330 and 340 while the 310 and 320 are tensioned, and the protruding side or the second centrifugal side of the first centrifugal weight 310 A safety brake device for a tracked vehicle, characterized in that the operation lever part 200 is operated by the protruding side of the weight 320 .
4. The method of claim 3;
The first and second centrifugal weights 310 and 320 are,
Including one side portion (310a, 320a) formed to be in contact with one side of the operation lever portion,
The one side portions 310a and 320a include inner portions 312 and 322 to which the first and second springs 330 and 340 are connected, outer portions 313 and 323 contacting one side of the operation lever portion 200, inner portions 312 and 322 and outer portions (313, 323) is formed to be connected to the safety brake device for a tracked vehicle, characterized in that it comprises striking parts (311, 321) for rotating the operation lever part (200).
4. The method of claim 3;
The template 350 includes at least one installation hole 351 into which the first and second centrifugal weights 310 and 320 and the first and second springs 330 and 340 are inserted, and the first and second installation holes 351 to be located on both sides within the installation hole 351 . Centrifugal weights 310 and 320 are formed to be symmetrical about a semicircular rotation groove 354 in which the centrifugal weights 310 and 320 are rotatably inserted and seated, and the rotation groove 354 to limit the movement of the first and second centrifugal weights 310 and 320. Provided with outer stoppers (352, 353),
The first and second centrifugal weights 310 include other side portions 310b and 320b that are hinged to be rotatable to one side within the template installation hole 351,
The other side portions 310b and 320b are rotatably hinged to the cover 360, and the shaft portions 314 and 324 rotatably inserted and installed in the rotation groove 354, and the shaft portions 314 and 324 integrally project to one side. Formed and supported in contact with the inner stopper 352 formed in the installation hole 351 to limit the rotation range in the installation hole of the first and second centrifugal weights 310 and 320, the inner locking projections 315 and 325, and the other side of the shaft portion 314 and 324. It is integrally formed to protrude and is supported in contact with the outer stopper 353 formed in the installation hole of the template to limit the rotation range in which the first and second centrifugal weights 310 and 320 protrude. safety brake system for tracked vehicles.
The method of claim 1 ;
The brake pad unit 100 is
A brake block 110 fixed to the housing 400 so as to be positioned on the lower side of the rail 900 in the longitudinal direction of the rail and having a first inclined surface 111a and a second inclined surface 111b;
The first and second side covers 120a and 120b respectively fixed to both ends of the brake block 110,
A first pad portion 130a installed on the first inclined surface 111a of the brake block to be positioned between the first side cover 120a and the operation lever portion 200 is supported in contact with one side thereof;
a second pad portion 130b installed on the second inclined surface 111b of the brake block to be positioned between the second side covers 120b and supported in contact with one side of the operation lever portion 200;
One end is supported on the first pad portion 130a, the other end is supported on one end 110a of the brake block, and an elastic force is provided so that the first pad portion 130a moves along the first side cover 120a. A first elastic part (140a) and,
One end is supported by the second pad unit 130b and the other end is supported by the other end 110b of the brake block, and the second pad unit 130b has an elastic force to move along the second side cover 120b. A safety brake device for a tracked vehicle, characterized in that it includes a second elastic part (140b).
7. The method of claim 6;
The safety brake device for a tracked vehicle, characterized in that the first inclined surface (111a) and the second inclined surface (111b) are formed to be inclined upward in a direction facing each other.
8. The method according to claim 6 or 7;
The brake block 100 is a safety brake device for a tracked vehicle, characterized in that the stopper 150 for limiting the movement of the first and second pad parts (130a, 130b) between the first inclined surface and the second inclined surface is further installed.
7. The method of claim 6;
The brake pad part 100 further includes first and second elastic adjustment parts 160a and 160b for adjusting the tension of the first and second elastic parts 140a and 140b,
The first and second elastic adjustment parts 160a and 160b are coupled to an adjustment bolt 161 screwed to the brake block so as to penetrate the brake block, and an end of the adjustment bolt 161, and the first and second elastic portions are in contact with each other. A safety brake device for a tracked vehicle, comprising: a holder 162 supported; and a fixing nut 163 that is fastened to the adjustment bolt 161 to prevent loosening of the adjustment bolt 161.
7. The method of claim 6;
In the brake pad unit 100 , a plate 170 is further installed on the first and second inclined surfaces 111a and 111b of the brake block, and the first and second pad portions are formed by the first and second elastic portions 140a and 140b. A safety brake device for a tracked vehicle, characterized in that it is configured to reduce frictional resistance during sliding movement of (130a, 130b).
7. The method of claim 6;
The first and second pad parts 130a and 130b are made of a single block having a wedge shape so as to slide along the first and second inclined surfaces 111a and 111b, or
The first and second pad parts 130a and 130b are integrally coupled to the sliding block 132 sliding along the first and second inclined surfaces 111a and 111b and the sliding block 132 to form a rail lower end surface 910 and A safety brake device for a tracked vehicle, characterized in that the pad block (133) that generates friction by contact is assembled and has a wedge shape.
12. The method of claim 11;
The first and second pad parts 130a and 130b are configured to include a plurality of friction protrusions 134 in contact with the rail lower surface 910,
The friction protrusion 134 is made of a plurality of single protrusion protrusions 134a protruding regularly or irregularly,
The friction protrusion 134 is made of a plurality of width direction protrusions 134b so that the longitudinal section has an uneven shape,
The friction protrusion (134) is a safety brake device for a tracked vehicle, characterized in that it comprises a plurality of widthwise inclined protrusions (134c) having a friction inclined surface (134d) formed to be inclined upward in the running direction (A) of the tracked vehicle.
The method of claim 1 ;
The operation lever part 200,
The central lever part 230 is rotatably connected to the brake pad part 100 and operated by the first and second centrifugal weights 310 and 320 from which the rotating part protrudes;
A first lever part 210 that is rotatably connected and installed to the brake pad part 100 so that one side is supported in contact with the central lever part 230 and the other side is supported in contact with the first pad part 130a;
Including a second lever part 220 that is rotatably connected to the brake pad part 100 so that one side is supported in contact with the central lever part 230 and the other side is supported in contact with the second pad part 130b,
When the central lever part 230 is not operated, the first and second lever parts 210 and 220 are simultaneously restrained by the central lever part 230, and the positions of the first and second pad parts are restrained,
When the central lever part 230 is operated, the restraints of the first lever part 210 or the second lever part 220 are released by the rotation operation of the central lever part 230, and the first pad part 130a or A safety brake device for a tracked vehicle, characterized in that the second pad portion (130b) is configured to operate.
14. The method of claim 13;
The central lever part 230 has a central rotation shaft 231 rotatably installed on the brake pad part 100 and a lower end integrally connected to the central rotation shaft 231 and is installed to the outside of the rotation part 300 by centrifugal force. The central operating lever 232 is installed so that the upper end is in contact with the protruding first and second centrifugal weights 310 and 320, and is integrally fixed to the central rotation shaft 231 and one side of the first and second lever parts 210 and 220 is in contact Safety brake device for a tracked vehicle, characterized in that it comprises a supported cam (233).
15. The method of claim 14;
The cam 233 includes the first and second lever parts 210 and 220 so that the cam 233 can be rotated by the central operation lever 232 in a state where one side of the first and second lever parts 210 and 220 is supported in contact. ) A safety brake device for a tracked vehicle, characterized in that the support surface (233a) on which one side is contacted and supported is formed of a curved surface having a predetermined radius.
14. The method of claim 13;
The first lever part 210 includes a first rotation shaft 211 rotatably installed on the brake pad part so as to be positioned between the first pad part 130a and the central lever part 230 , and the first pad part 130a . ) and a first operating lever 212 that is rotatably connected to the first rotation shaft 211 so that one side is supported in contact with and the other side is supported in contact with one side of the central lever part 230 ,
The second lever part 220 includes a second rotation shaft 221 rotatably installed in the brake pad part so as to be positioned between the second pad part 130b and the central lever part 230 , and the second pad part 130b. ) includes a second operating lever 222 that is rotatably connected and installed to the second rotation shaft 221 so that one side is supported in contact with and the other side is supported in contact with one side of the central lever unit 230 ,
The first operation lever 212 includes a first locking protrusion 212a supported in contact with one side of the first pad part and a second locking projection 212b supported in contact with one side of the central lever part,
The second operation lever 222, characterized in that it comprises a first locking projection (222a) supported in contact with one side of the second pad portion, and a second locking projection (222b) supported in contact with one side of the central lever portion. Safety brake system for tracked vehicles.

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