JPH01293269A - Constant speed brake for single-rail dolly - Google Patents

Abstract

PURPOSE:To ensure a smooth parallel flow of air to a fin for the natural cooling of frictional heat generated on the drum of a constant speed brake and prevent the damage of the drum and a brake shoe by forming the fin on the external surface of the drum in a circumferential direction and positioning the shaft of the drum in a direction orthogonal with a travel direction. CONSTITUTION:A brake shaft C15 is positioned in a direction orthogonal with the travel direction of a motive power and a constant speed brake shoe 4 fitted to the shaft C15 is enclosed with a constant speed brake drum 1. In addition, this drum 1 is covered with a cap 2. Furthermore, a fin 3 in a circumferential direction is formed on the external surface of the constant speed brake drum 1. As a result, the fin 3 becomes parallel to the travel direction of the motive power and the air flows smoothly to the fin 3 during the travel of the motive power. Heat generated due to friction between the brake shoe 4 and the internal surface of the drum 1 and transmitted to the fin 3 is naturally cooled with the air flow consequently.

Description

DETAILED DESCRIPTION OF THE INVENTION (1) Technical Field The present invention relates to a constant speed brake for a relatively small single-rail transport vehicle.

A single track transport vehicle is a vehicle that runs on a single track (mole rail). It is a combination of a power car and a truck.

Rail installation is easy. Can drive automatically. Also suitable for curves and slopes.

For this reason, it is especially frequently used in mandarin orange orchards with many slopes.

Mikan I! The first stop carries fertilizers, chemicals, oranges, equipment, etc., so the cargo capacity is approximately 200 kg.

Since it is suitable for driving on slopes, its use in civil engineering is also expanding. The inventor has already developed a 1000 kg cargo capacity.

In any case, it will be unmanned and self-propelled.

Powered vehicles have an engine because they are self-propelled. Furthermore, it has a power transmission system that transmits the rotational force of the engine while decelerating it, and a drive pinion.

Since the vehicle is traveling, a braking device is necessary.

The single-rail transport vehicle is equipped with the following three braking devices.

(1) Stop brake (2) Emergency stop brake (3) Constant speed brake (1) is used to automatically stop the rail at a fixed point or to temporarily stop it manually.

(2) is to detect runaway and automatically stop it. The brake itself is shared with (1).

(3) is not meant to be stopped. If you leave the plane as it is, acceleration will occur. This is dangerous.

In order to descend the slope safely, it is necessary to keep the speed below a certain value. Because the vehicle is unmanned, the driver cannot apply the brakes at any time.Constant-speed brakes are provided for this purpose.

This is to set the acceleration α to O and keep the velocity V constant. This is a brake where α==0 and v=const, which is different from a normal brake where v=0.

Constant-speed brakes extend one of the rotating shafts included in the power transmission mechanism in any direction, attach brake shoes to this, and
It has a structure surrounded by a brake drum.

The brake shoes are compressed by a spring.

However, when the rotating shaft rotates at a high speed, centrifugal force increases, causing the brake shoes to expand. If this happens, it will come into contact with the inner wall of the brake drum. Friction occurs between the drum and the shoe.

This frictional force prevents the rotational speed of the rotating shaft from increasing further.

In this way, it will descend the slope at a constant speed.

This is a brake that maintains a constant speed. That's why it's called constant speed braking.

This speed varies depending on the slope and load.

However, in general, the speed maintained by constant speed braking is 40
m/min to 50 m/min. The walking speed of humans is about 60rn/rnln, so this is quite slow.

Naturally, heat is generated due to friction between the brake drum and the brake shoes.

Therefore, how should we remove heat? That is the problem.

(a) Prior Art The present inventor has invented a new constant speed braking device for a power vehicle of a large single-rail transport vehicle with a load of 1000 kg.

It is disclosed in Japanese Patent Application Laid-Open No. 58-53559 (published on March 30, 1983, Japanese Patent Application No. 153262-1982, filed on September 28, 1983).

It has a sophisticated cooling structure.

A large number of fins are integrally formed radially on the outer half of the outer periphery of the brake drum. Radial means that the plane containing each fin passes through the center line.

Extend the constant speed brake shaft outward and attach the fan here. When the brake shaft rotates, the fan also rotates.

Cover the fan and radial fins with a cap.

This cap is cylindrical with a suction hole in the center.

As the fan rotates, air is sucked in from the suction hole.

This air is energized by a fan and passed through the radial fins of the brake drum. The airflow by the fan is parallel to the brake axis. Therefore, the direction of the fins on the outer circumference of the drum is radial.

Furthermore, a space is provided between the constant speed brake drum and the transmission case to allow air to pass through. A portion of the air energized by the fan and passed between the radial fins enters this space. The inner surface of the constant speed brake drum is also designed to be cooled.

This structure uses a fan to provide forced air. It also has a great cooling effect.

(b) Problems to be Solved by the Invention Explaining the structure of a constant speed brake suitable for a motor vehicle carrying a load of 1000 kg.The present inventor attempted to design a motor vehicle capable of carrying a load of approximately 200 kg. . In such a compact device, all structures are small.

The constant speed brake also has to be smaller.

Of course, the force applied to the constant speed brake is also reduced.

Although the amount of heat generated when dismounting is reduced, the problem of heat dissipation still remains as the constant speed brake must be used lightly.

Like the constant speed brake mentioned above, it is difficult to attach a fan and force cooling. This is because it requires space, becomes bulky, and increases cost.

A structure with natural cooling and high cooling efficiency is desired.

B) Structure The constant speed brake of the present invention has circumferential fins formed on the outer periphery of the brake drum. This has a fin structure parallel to the running direction, so when the motor vehicle runs,
Cooled effectively by air flow.

Also, unlike the above-mentioned ones, the fins are exposed to the outside, making them easier to hit by the wind.

In addition to using circumferential fins, the rotational speed of the constant speed brake shaft is increased.

Conventionally, the maximum rotation speed of the constant speed brake shaft was 120° rp.
The speed was set to 1250 rpm.

If the rotation speed is set higher than the rotation speed, the friction torque applied to the brake shoes will be reduced. However, the amount of heat generated remains almost unchanged.

The product of friction torque and rotational speed is the amount of heat generated per unit time. This is equivalent to a decrease in potential energy due to descent.

Therefore, the amount of heat generated remains the same regardless of the rotational speed.

However, as the rotational speed increases, the friction torque decreases. Therefore, the drum and brake shoes can be made smaller.

Therefore, in the present invention, the maximum rotation speed of the constant speed brake shaft is set to 1.
Set the speed to 450-1500 rpm.

This means either setting the constant speed brake closer to the engine in the power transmission system, or changing the gear ratio.

This will be explained below with reference to the drawings.

The entire power vehicle will be explained with reference to FIGS. 1 to 3.

FIG. 1 is a right side view, FIG. 2 is a left side view, and FIG. 3 is a rear view.

Engine A, the power source, is located at the front and above, and the fuel tank is immediately behind it.

Frame C is an aluminum alloy skeleton, Ca1Cb1cc
etc.

Rail D is made by bending a thin plate into a rectangular cross section (for example, 50HX
50ff). Rack E is welded to the side.

In order to hold the rail vertically and longitudinally, a rear lower wheel J is provided to the front upper wheel Ff1 and the rear upper wheel Fr1 to the front lower wheel. The axle of the upper wheel is supported by the frame. However, the axle of the lower wheel is supported on one side.

This is because the rails must be supported.

The drive pinion is provided integrally with the rear lower wheel J. The drive and unit are located at the end of the power transmission system and are rotated by the engine. However, the rear lower wheels J can also be made to be idle wheels.

The drive pinion L is meshed with the rack E.

At the rear of the motor vehicle, there is a transmission switching lever M1 that switches between forward and backward movement, a manual stop/start operation that switches between start and stop, N1 oil tank 0, etc.

A constant speed brake P is provided protruding from the frame to the left side.

A stop brake Q is provided on the right side of the frame. There is an automatic stop bar R below the stop brake Q.

When the handle of the recoil starter S is pulled, the engine starts.

The power transmission system will be briefly explained with reference to FIG.

The series of rotation axes is simply abbreviated as a-axis to f-axis.

Gears are represented by simple line segments. The pitch circle is separated by short line segments.

The rotation of engine A is transmitted to the a-axis via centrifugal clutch W. This rotational force is transmitted to the g-axis drive pinion through the gear train.

A stop brake Q is provided on the a-axis.

A constant speed brake P is provided on the C axis. The rotational speed of the C-axis is set to be approximately 1450 to 1500 rpm when the vehicle is lowered.

Since the shafts up to the B x g shaft are connected by a gear train, braking force can be applied to the pinion no matter which shaft is braked.

FIG. 5 shows a partially enlarged sectional view of the constant speed brake P.

The constant speed brake P includes a constant speed brake drum 1 having a cylindrical shape with a bottom, a cap 2, a constant speed brake shoe 4, a spring 5, a bottle 6, a hub 7, and the like.

A C-shaft included in the power transmission system extends laterally from the frame, and a hub 7 of a constant-speed brake P is fixed to the tip of the C-shaft.

Therefore, the C axis will be referred to as the constant speed brake axis C.

The constant speed brake shoe 4 has an arcuate shape and is pivotally connected to the hub 7 by a pin 6 parallel to the brake axis C. The other end of the constant speed brake shoe 4 is pulled and compressed by the elastic force of the spring 5.

The structure of such a constant speed brake itself is well known.

A constant speed brake shaft C extending from the power transmission system is supported by a bearing 9 at a portion passing through the side plate of the frame.
It is sealed with an oil seal 10.

Since the inside of the frame is filled with lubricating oil, one end of the frame is pivotally connected to the hub 7 by means of a bottle 6. The other end of the brake shoe 4 is pulled by a spring 5 and compressed.

The structure of such a constant speed brake is known.

The extended C-axis is supported by a bearing 9 and sealed by an oil seal 10 at the point where it passes through the frame side plate.

Since the inside of the frame is filled with lubricating oil, this oil is prevented from entering the constant speed brake drum 1.

Also in the cap 2, the end portion of the constant speed brake shaft C is held by the bearing 12.

What is important is that circumferential fins 3 are formed on the outer periphery of the constant speed brake drum 1.

In this example, five fins are formed in the circumferential direction.

A cap 2 is attached to the outermost fin by screws 13.

A protrusion 8 is formed inside the constant speed brake drum 1. This part of the frame C is slightly raised, and there is a stepped part 14 in the part where the protruding part 8 is inserted.

The installation procedure is as follows.

Bearing 9. After fitting the oil seal 10 around the brake shaft C, insert the protrusion 8 of the constant speed brake drum 1 into the stepped portion 1.
Put it in 4.

The drum 1 is fixed with bolts 11.

Insert the constant speed brake shoe 4 and hub 7 into the constant speed brake shaft C. The part of the brake shaft C where the hub is attached has a shape that prevents rotation, such as a spline or a shim.

The cap 2 with the bearing 12 attached is attached to the constant speed brake drum 1.
The cap 2 is pressed onto the opening of the drum 1, and the cap 2 is fixed to the drum 1 with the screws 13.

(4) Production When going down a slope, the speed increases due to the action of gravity.

The brake shoes 4 are expanded and come into contact with the inner peripheral portion of the constant speed brake drum 1.

Heat is generated due to friction between the brake shoes 4 and the inner circumference of the drum. Heat increases the temperature. The heat is transferred to fin 3.

The fins 3 are circumferential. Almost parallel to the running direction. The motor vehicle moves through the air. Air flows smoothly through the gaps between the fins 3.

No stagnation occurs. This is because the streamlines and the fins are parallel to each other.

The drum 1 is efficiently naturally cooled by the air flow generated by the running of the motor vehicle.

, not forced cooling by fins. Naturally, since the amount of heat generated is small, natural cooling is sufficient.

When we say that the fins and the air flow are parallel, we mean the following.

The motor vehicle moves horizontally. This and the fins are not parallel. Since the fins are formed circumferentially around the drum, only the tangential portions of the fins are parallel to the speed vector of the motor vehicle.

However, when the airflow hits the constant speed brake drum 1, it splits into two and flows along the cylindrical surface. This flow goes around above and below the drum, and then along the fins of the drum. In other words, the airflow touches the entire circumference of the fins and flows from front to back. The direction of the airflow and the direction of the fins are always locally parallel.

Furthermore, the constant speed brake drum 1 protrudes from the side of the frame, so there is nothing blocking the wind in front.

This can be clearly seen from Figures 2 and 1. For this reason,
The drum is efficiently cooled by the natural flow of air.

Effects Circumferential fins are formed on the outer periphery of the constant speed brake drum, and since the axis of the brake drum is perpendicular to the running direction, air flows parallel to the fins without stagnation. I'm going to go.

Constant-speed brake drums generate frictional heat, but airflow allows for natural cooling. Do not damage brake shoes or drums.

The structure is simple as the drum is in direct contact with the outside air.

°Additional parts such as fans are not required. It can be made small and inexpensively.

Suitable as a constant speed brake for small single-rail transport vehicles.

[Brief explanation of the drawing]

FIG. 1 is a right side view of a single-rail transport vehicle power vehicle equipped with a constant-speed brake according to the present invention. Figure 2 is a left side view. Figure 3 is a rear view. Figure 4 is a power transmission system diagram. FIG. 5 is a partially enlarged sectional view of the constant speed brake. A ・・・・・・・・・・・・Engine B
・・・・・・・・・・・・Fuel tank C・・・・・・・
・・・・・・Fushi-MuD・・・・・・River・L/
-k E・・・・・・・・・・・・Ratch Ff...
......Front upper wheel F, ......
・・・Rear upper wheel K・・・・・・・・・Front lower wheel J・・・・・・・・・・・・Rear lower wheel °°°゛°
°°°゛Pa° Drive pinion M・・・・・・・・・・・・
Mission switching lever N・・・・・・・・・Manual stop/start operation rod 0・・・・・・・・・Lubrication tank P・・・・・・・・・・Standard Quick brake Q...
・・・・・・Stop brake R・・・・・・・・・・・・
・Automatic stop bar S・・・・・・・・・・・・ Recoil starter U ・・・・・・・・・・・・ Muff
-■・・・・・・・・・・・・Universal joint W・・・・・・・・・・・・Centrifugal clutch...
・・・・・・Constant speed brake drum 2・・・・・・・・・
・・・ Cap 3・・・・・・・・・・・・
...Fin 4...Constant speed brake shoe 5...Spring 6...
・・・・・・・・・・・・Bin 7・・・・・・・・・
......Hap 8...Protruding part 9...Bearing 10...
・・・・・・・・・Oil seal 11・・・・・・・・・
...Bolt 12 ...Bearing 13 ...Screw Inventor Hideo Chikusa Patent applicant Mogusa Cableway Co., Ltd.

Claims (1)

[Claims] It is a power vehicle of a single-gauge transport vehicle that runs on a rail having a rack, and includes an engine A, a drive pinion L that meshes with the rack, and a power transmission system that transmits the power of the engine A to the drive pinion L while decelerating the power of the engine A. , a constant speed brake P for a power vehicle, which has a frame containing a power transmission system, wheels for running on rails, a stop brake Q for stopping the vehicle, and a constant speed brake P for maintaining a constant speed when dismounting the vehicle. , a brake shaft c is perpendicular to the running direction, a constant speed brake shoe 4 attached to the brake shaft c, a constant speed brake drum 1 surrounding the brake shoe 4 and attached protrudingly to the frame measurement, Constant speed brake drum 1
A constant-speed brake for a single-rail transport vehicle, characterized in that the constant-speed brake drum 1 has fins 3 formed in the circumferential direction.