JPH07106701B2 - Emergency lowering device when power supply of passenger electric single-rail truck is stopped - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is a device for automatically releasing a brake when a passenger electric single-rail vehicle is stopped at a high place due to some trouble and descending to a lowland by its own weight. Regarding Power outages for passenger electric single-rail trucks,
If some kind of failure such as power supply failure occurs, the electromagnetic brake will work and stop. If the stopping point is low and convenient, the passengers can get off the single-rail carrier and walk back.

However, since the single-rail transport vehicle travels on a highland or a sloping ground, the stopping point may be a highland or a sloping ground.
In such a case, if the single-rail transport vehicle simply stops in an emergency and does not move, there are the following difficulties. The person riding this must get off and walk from a highland slope to a lowland. This is dangerous. Since it is a malfunction, even if you repair it, you have to walk up to the stop point and repair it. It is troublesome.

[0003]

2. Description of the Related Art A single rail carrier is a device that travels on a single rail. The drive pinion meshes with the rack attached to the rail, and it moves by the thrust of the pinion. Rather than obtaining thrust by friction, it is due to gear meshing. It is easy to lay rails, can climb slopes, and can easily make curves and slopes, so it is used in slopes, narrow mountains, and highlands. In the early days, a 200-kilometre pile was used in mandarin orange gardens. It consists of a small unmanned motor vehicle with an engine and a trolley for carrying luggage. It runs on the engine, so you don't have to lay overhead lines.

As the rail, for example, an iron cylindrical rail of 5 cm square is used. The rail is cantilevered from the side. Rails manufactured to a length of a unit are joined to form a long track. Since it is unmanned, there are people at the start and end points, and they carry out work such as loading and unloading luggage and starting single-rail trucks. Starting of the engine is done by pulling forcefully on the wire of the motor. To stop the vehicle, the stop rod of the motor vehicle hits the stopper that comes into contact with the ground, and this rotates to stop automatically.

A single rail carrier for civil engineering has also been developed and used for carrying cement, earth and sand, and building materials. It carries heavy loads from 1 ton to 0.5 ton. This is also a combination of a power vehicle and a bogie. The rails are two rails arranged in parallel vertically.
It consists of le. The upper rail is supported from below. This is because it is necessary to withstand heavy loads. Since there are no two rails in the lateral direction, it is still a single rail carrier.

Although it is prohibited for a single-rail carriage vehicle to carry a person, the purpose is rather to carry a person in tree planting in a forest, logging work, inspection and maintenance work of a hydroelectric power plant, and the like. Therefore, the ban was lifted for a long time, and people can now ride on single-rail trucks. In this case,
A single-rail truck power vehicle will be larger, and the dolly will be a passenger dolly for carrying people instead of carrying luggage.

A single-rail passenger carrier is inconvenient for a conventional engine-driven vehicle. First of all, it is difficult to start the engine. Once stopped, it's hard to get it moving again. Moreover, various control systems cannot be provided. Other than this, it may be inconvenient if power is not used. To drive safely and comfortably, it is necessary to use electricity. Rotating the motor with electric power makes starting and stopping very easy.

Therefore, the present inventor has invented a passenger electric single-rail carrier. In this system, a power supply line is provided on the side of the rail so that the motor vehicle can obtain electric power by a panda graph. The motor vehicle includes a traveling device that holds wheels, a motor, a reduction mechanism, a drive pinion, a braking device, and the like. Electricity causes the motor to rotate, and the rotational force is decelerated and transmitted to the drive pinion. A rack is provided on the rail, and a drive pinion meshes with the rack.

Braking devices are of particular importance for safe driving. An electromagnetic brake is provided to stop the rotation of the motor. This may be provided on the same shaft as the motor shaft to directly stop the motor shaft, or may be connected by a gear. Since the braking force must be maintained even in the event of a power failure, this is an electromagnetic brake that opens when the electricity is applied and works when the electricity is turned off. Also called non-excitation type.

During normal operation, the motor and electromagnetic brake operate in synchronization. Limit switches are installed on the motor vehicle, and limit switch strikers are installed at the starting point and the ending point of the rail.When these points are reached, the engine automatically stops and the electromagnetic brake works. Has become.

Further, the single rail carrier has a constant speed brake. This is provided on either shaft of the reduction mechanism. It consists of a shoe attached to the drum and shaft, and a spring that closes the shoe. If the rotation is slow, the spring closes the shoe. At high speed, centrifugal force opens the shoe,
Rub the inner wall of the drum. It doesn't get any faster than that. The frictional force between the shoe and the drum and the force of the spring determine the speed at this time. Because you can maintain a constant speed while traveling,
I say ki.

For further safety, the single rail carrier is equipped with an emergency stop brake. This is to detect the excessive high speed rotation and activate the brake. The braking mechanism itself can use the electromagnetic brake described above. Of course, a different braking mechanism may be used.

As described above, the single rail carrier has been devised for safety in multiple layers. The braking device has an emergency stop brake in addition to the braking device used during normal traveling. The constant speed brake is used to descend at a slow speed when descending a slope. Even if this fails and the speed becomes excessive,
Stop by emergency stop brake.

[0014]

When the vehicle is stopped by the emergency stop device when the speed becomes excessive, it is naturally in the middle of a steep slope. Since it stopped for the time being, the danger of runaway can be avoided. However, the person who was riding got off the dolly,
You have to walk down steep slopes to the lowlands.
The emergency stop may be far away from the lowlands. The weather may be bad, and the thick trees may make it difficult to get to the road.

Depending on the terrain, it may be necessary to go down the rope ladder. A rope ladder is attached to the carriage. However, it is difficult for the unfamiliar person. If a sidewalk is attached to the side of the rail, it may be possible for a person to get off the sidewalk in the event of a breakdown. However, adding a sidewalk requires enormous construction costs and is not realistic.

Further, it is necessary to repair this single rail carrier. To do so, the technician has to climb a steep mountain path on foot with tools. And even when you get to the place of a broken single-rail carrier, you may not have the tools or anything else you need.

It is a first object of the present invention to provide a system which avoids such an inconvenience and prevents the occupant from getting down a steep road even when the single-rail carrier is in an emergency stop. Is. Further, it is a second object of the present invention to provide a device which does not need to go up a steep slope for repair. In other words, it is an object to provide a device that further enhances the safety of a single rail carrier.

[0018]

In the device of the present invention, an emergency power source is installed and an electromagnetic brake is opened by pressing a switch during an emergency stop. Since it was stopped on a sloping ground, the single-rail carrier would start moving again when the brake was released. The engine is no longer running. However, due to the inclination, the single rail carrier travels under its own weight. Since it has a constant speed brake, it will not run out of control and will descend at a constant speed. When the lowland start point is reached, press the switch again to close the electromagnetic brake. This stops the single-rail carrier. The stop at the starting point of the lowland can be automatically performed by the action of the limit switch as described above, even if the person does not perform it.

The emergency power supply is required to maintain the open state of the electromagnetic brake. This electromagnetic brake is a non-excitation type for safety, and is a brake that opens when electricity is applied and closes when electricity is not applied. Electric power is required to open this, but when an emergency stop occurs, power may not be obtained from the overhead line, so an emergency power supply is provided.

[0020]

According to the present invention, the electromagnetic brake can be opened by pressing a switch when an emergency stop occurs in a highland or a sloping ground due to an abnormal power supply. The single-rail carrier on the sloping ground can resume running under its own weight due to the slope.
The constant speed brake works, so there is no runaway. You can slowly descend to the lowland platform.
The emergency power supply keeps the electromagnetic brake open.

Although it is a very simple mechanism, it has a great effect. First of all, it is not necessary for a person to get off a single-rail carrier and go down a steep slope. The slope on which the single-rail carriage is installed has a slope of 40 °, which is dangerous to climb up and down. According to the invention, there is no such danger. In addition, since the broken car will self-propell to the lowland platform, it is convenient because it is not necessary to carry heavy tools to climb mountains.

The emergency power source is necessary to open the electromagnetic brake in an emergency, and it is charged by the power from the power line during normal operation. Of course, in order for this single-rail vehicle to self-propel and come down to the position of the starting point, the condition that the inclination angle of any point of the rail is sufficiently large from the stop point to the starting point and it does not stop halfway is necessary. This depends on the locus on which the rail is installed. In many cases, the slope is continuous, so you can reach the starting point by traveling with your own weight.

[0023]

1 is a schematic view showing the operation of the present invention. A single rail carrier travels back and forth between highlands and lowlands. A rail is laid between them. Since the inclination is strong, the load on the motor is large. Suppose that the power supply state has changed while traveling from top to bottom, causing an abnormality. In this case, the emergency stop device works and the single rail carrier automatically stops. Mode
Also stops. Here, the emergency stop can be released by turning on the emergency lowering switch.

When the emergency descent switch is turned on, the emergency power supply releases the electromagnetic brake, so that the single rail carrier starts to descend. The motor is not operating, but it descends by its own weight due to the slope. A constant-speed brake works, so you can go down the slope at a constant speed. When returning to the starting platform, the crew switches off the emergency descent switch. As a result, the current of the electromagnetic brake is cut off, causing a break and stopping. If the starting point is flat, it may stop naturally.

FIG. 2 is an electric system diagram. Power line 200
Are provided along the rail for power supply. Electric power is taken from the motor vehicle by the current collector 210. In reality, this is a three-phase alternating current, but is shown as a single line for simplicity. As will be described later, the current collector 210 includes a slider 111 that moves in contact with the power line and a current collecting arm 109.

When entering the inside of the motor vehicle, it is distributed to the motor power and the electromagnetic brake power through the switch 218. The power for the motor is converted from alternating current to direct current by the inverter 220. Direct current is the motor 230,23
Drive 1 Since the inverter is used, an arbitrary voltage can be applied and the output of the motor can be freely controlled.
In particular, it is possible to smoothly perform speed changes at the beginning of traveling and immediately before stopping.

The electromagnetic brakes 232 and 233 are provided coaxially with the motor. In the normal state, the electromagnetic brake 232, the commutator 222, the switch 225, the electromagnetic brake 232,
Direct current is supplied to 233. When the electromagnetic brake is energized, the brake is open and the motor can rotate. On the contrary, when no current is flowing through the electromagnetic brake, the brake closes and the motor stops. By operating the switch 218, the motor is started and the brake is released, and the motor is stopped and the brake is operated in synchronization.

The two switches 225 and 226 are connected to each other and simultaneously open and close in a complementary manner. These are called emergency descent switches. In the normal state, switch 2 as shown
25 is closed and 226 is open.

There is an emergency power supply 223 which supplies power to the electromagnetic brake in an emergency. This is commutator 22
4, electromagnetic brakes 232, 233 via the switch 226
A current can be passed through. When power is not supplied to the motors 230 and 231 due to power failure, power supply abnormality, inverter failure, etc., the motor is stopped. At the same time, the electromagnetic brake is also subject to a break because the current supply is stopped. Single-rail carrier stops.

When the single rail carrier stops in the middle of the rail, the person riding the single rail carrier turns on the emergency descent switch. Upon closing, the switch 225 is opened and the switch 226 is closed. A current flows from the emergency power source 223 to the electromagnetic brakes 232 and 233. This releases the break. The motor current does not flow, but it is a sloping ground, so it begins to descend due to gravity. After this, the vehicle accelerates, but since it has a constant speed brake, it descends at a constant speed.

FIG. 3 is an emergency descent sequence block. What has been described so far is shown in a block diagram. Blackout,
In the case of an accident such as a power supply abnormality or an inverter failure, the single-rail transport vehicle will make an emergency stop. Therefore, the crew and passengers manually turn on the emergency descent switch. The electromagnetic brake is released.
Since the brake is released, it begins to descend by its own weight. When the single-rail transport vehicle reaches the starting point of the lowland, the crew and passengers turn off the emergency descent switch. The electromagnetic brake works and stops.

The emergency power supply is newly turned on to release the electromagnetic brake. A desirable selection condition for this will be described. Must be always rechargeable. That is, during normal operation, the battery is charged with part of the electric power from the power line. It can be charged by AC100V commercial power supply. Power can be supplied to the electromagnetic brake for the entire duration of the weight drop time. Maintenance of the battery is easy. Or no maintenance is required. Compatible equipment is readily available and easy to replace. The external conditions (temperature, humidity) are equivalent to those of other electric circuits.

The condition for selecting the emergency power source will be described with reference to one example. The conditions are: (1) Descent speed due to its own weight when a constant-speed brake is working: 55-60 m / min (0.91-1 m / s) (2) Rating of electromagnetic brake: DC90-99V, 0.48
A (DC100V, 0.5A assumed) (AC220V half-wave rectification or AC100V full-wave rectification) (3) Travel distance 320m to 350m (assumed to be 500m) The descent speed of the first condition is the speed along the rail. Is.
The above values are standard, although it depends on the tilt angle and the rating of the constant speed brake. The rating of the electromagnetic brake is the
Indicates the voltage and current required to release the key. One is assumed to be 0.5A. It assumes an electromagnetic brake that is quite power hungry.

The running distance is the distance from the emergency stop point to the lowland, but since it is not known where to stop, the entire length of the rail is considered to be the running distance. The traveling time is 500 / 0.91 = 9.1, which is obtained by dividing the traveling distance by the descent speed due to its own weight.
5 minutes. The power supply voltage is DC90-99V (AC10
Full-wave rectification of 0V is made to have an effective value of DC 99V). If two electromagnetic brakes are used, the amount of supply current is 0.5A.
× 2 = 1A. Then, the capacity of the emergency power supply becomes time × current = 9.15 min × 1 A = 9.15 Amin.

Since the voltage is 100 V, it is 915 Wmin when converted to electric power. Since this is the minimum output, it is necessary to select a power supply with more output. For example, a 1500 Wmin power supply can be used. Under the same conditions as above, a current of 100 V and 1 A can be kept flowing for 15 minutes. Converted to a mileage, it is 825 m. If the allowance is 0.7, it can be used for a single rail carrier having a rail length of 500 m.

In the above explanation, the structure of the single-rail carrier,
The structure of the electromagnetic brake, motor relationship, constant speed brake, etc. is not clear. Next, the whole of the passenger electric single-rail carrier according to the present invention will be described.

FIG. 4 is a left side view of the single rail carrier, and FIG. 5 is a front view. The single rail carrier is on two traveling devices D,
The vehicle F is equipped with passengers and passengers. Ray
In the rule J, an upper rail U and a lower rail V are connected by a connecting plate T. A seat H, an operation panel G, and a control panel I are provided on the vehicle F.
Etc. are provided. The control panel I includes the emergency power supply described above. This includes an inverter and other electric circuits.

FIG. 6 is a plan view of only the traveling device, FIG. 7 is a front view of the traveling device, FIG. 8 is a left side view of the traveling device, FIG. 9 is a rear view of the traveling device, and FIG. 10 is a right side view of the traveling device. Is. The traveling device D includes a frame C made of aluminum alloy, cast iron or the like, wheels, axles, gears and the like. The frame C is divided into right and left, and the rail J can penetrate the central portion.

It is the front upper eccentric wheel shaft 1 and the rear upper eccentric wheel shaft 2 that connect the two frames (see FIGS. 7 and 9). These rotatably support the front upper wheel M and the rear upper wheel N. These are on the upper rail U. In addition to the upper wheels, there are guide rollers X and Y which hold the side of the upper rail U so that they can be stably present on the rail J.

The front lower wheel shaft 3 and the rear lower wheel shaft 4 are located below the front lower wheel shaft 3 and cantilever support the front and rear lower wheels O and P holding the lower surface of the upper rail U. However, there is only one rear lower wheel shaft 4 on the left side, and the drive pinion L is provided on the right side thereof (FIG. 9). In this way, the upper rail has wheels at the top, bottom, front and rear, and they are pressed from the top and bottom, and are held from the left and right by the guide rollers.

Further, with respect to the lower rail V, lower guide rollers R, R are provided in the front, rear, left and right, and press the side surfaces. The upper and lower rails are used mainly to make it stronger against sideways shaking. It is also strong against the load from above.
One rail is weak against twisting. The rack K is fixed to the side of the upper rail. The drive pinion L meshes with the rack K.

The rotational drive force of the electric motor A is decelerated and transmitted to the drive pinion L, so that thrust is generated on the rack K. This allows the single-rail carrier to run.
Since the transmission of thrust between the rail and the wheel is not by friction but by gears, it is possible to descend and rise freely even at a steep slope.

The power transmission system will be described with reference to FIGS. 11 and 12. FIG. 11 schematically shows the power transmission system for easy understanding. FIG. 12 is a sectional view of an actual power transmission system. FIG. 12 also illustrates the surrounding parts in detail, which may be difficult to understand, and the power transmission system is clearly shown in FIG.

The output shaft 5 of the electric motor A is transmitted to the gear train inside the frame C by a gear transmission mechanism in which a large number of gears are meshed in series. The output shaft 5 is a joint 6
It is connected to the shaft 7. The a-gear 8 is attached to the a-axis 7 and rotates. Hereinafter, the rotational force is transmitted to the b-gear 10 of the b-axis 9, the c-gear 12 of the c-axis 11, and the d-gear 14 of the d-axis 13.

The traveling device is provided with an emergency stop detecting centrifugal clutch Y at the tip of the d-axis 13. This is an element that constitutes an emergency stop brake that is the third braking device. The first brake is an electromagnetic brake and the second brake is a constant speed brake. The emergency stop brake detects that the single rail carrier is overspeed and stops at this time.

The rotational force of the electric motor is transmitted from the d-axis 13 through the d-joint 15 to the d'-axis 17 in the frame.
Then, it is transmitted to the f-gear 20 of the e-axis 19 via the e-gear 18. Furthermore, this is g gear 21, h gear 22, o gear 3
It is transmitted to the emergency constant speed brake Q via 3.

The torque transmitted to the drive pinion L is the f-axis 2
3 i-gear 24, g-axis 25 k-gear 27, h-axis 29
It is transmitted to the n-gear 31 of the i-axis 32 via the 1-gear and the m-gear of. In this way, the gear train in the b gear case 51 causes the rotational force decelerated to rotate the drive pinion L on the i-axis 32. The drive pinion L meshes with a rack K fixed to the side of the upper rail U. When the electric motor A rotates, the drive pinion L decelerates and rotates, so that the rack K is pushed and the single rail carrier travels.

The constant speed brake Q for emergency is designed to prevent the speed from coming out too much when going down a slope and to run at a constant speed. In the present invention, it is this constant speed brake that applies the braking when the vehicle is extremely lowered. It plays an important role in the present invention. Emergency is because this is not always working. Even when you get off the slope,
Since the braking is applied by the motor, the emergency constant speed brake normally does not function. By the above-mentioned inverter,
When the rotation speed of the motor is higher than a predetermined rotation speed, it is possible to generate electricity and brake.

The emergency constant speed brake includes a cylindrical constant speed brake drum 80, a cover 81, a bearing plate 82, and a fin 8.
3, a brake 84, a pin 85, a spring 86 and the like. The brake 84 is closed by the elastic force of the spring 86 while the rotation of the j-axis 34 is slow. However, as the rotation of the j-axis 34 becomes faster, the brake 84 expands due to the centrifugal force. Since this contacts the inner wall of the constant speed brake drum 80, frictional resistance is received from the inner wall. That is, the rotation speed of the j-axis is kept constant.

The emergency stop detecting centrifugal clutch Y will be described. This is provided outside the a gear case 50 of the gear transmission mechanism W on the side of the frame C. This is shown in FIG.

The plate-shaped bent detection ring 36 and the drum 35 are fixed to each other at the disk portion. A bearing 38 is provided on the boss portion of the fixing portion 37. This makes d
The detected ring 36 and the drum 35 are rotatably supported by the shaft 13. In practice, since a weight is attached to the drum 35 as described later, they always face in the same direction and are stationary, but the d-axis 13 rotates.

A mounting jig 39 is fixed to the tip of the d-axis 13. The brake 42 is swingably attached to the attachment jig 39 by a pin 41. Blake-
The other end of 42 is pulled inward by a spring 40. When the rotation speed is low, the two brakes 42 are closed by the elastic force of the spring. There is a gap between the drum 35 and the brake 42.

The drum 35 has a weight 48 at the bottom. Due to its weight, the drum 35 is oriented in a fixed orientation despite the rotation of the d-axis 13. The rotation speed of the d-axis is, for example, 1750 RPM, which is a considerable speed, but the rotation speed of the drum 35 and the detected ring 36 is 0 RPM.
Is.

However, since this state is maintained by the weight of the weight 48, it is possible to easily rotate the drum 35 from the outside by applying a force greater than the weight. The weight 48 may be of any weight that does not cause a malfunction. The drum 35 originally detects an abnormal high speed. As the rotation of the d-axis becomes faster, the centrifugal force becomes stronger, so that the elastic force of the spring 40 is overcome and the blurring occurs.
Kish-42 expands. Expanded Blake-42
Contacts the inner wall of the drum 35. The drum 35 rotates together with the brake 42. This means that an abnormal high speed has been detected.

The drum 35 and the ring to be detected 36 rotate together. The detected ring 36 has a cylindrical wall portion 4
9 and an opening 43. Some central angle Θ (Θ <180
The portion (°) is the opening portion 43, and the remaining portion (360 ° -Θ) is the walled portion 49.

The opening 4 when the weight 48 faces downward
The detection sensor 45 is provided on the extension line of the intermediate point of 3. This is a proximity switch, and is a sensor that distinguishes between a state where a metal piece is present in the vicinity and a state where the metal piece is not present. A proximity switch that operates electrically or magnetically, and a commercially available one can be used. Since the weight 48 normally faces directly below, the detection sensor 45 faces the opening 43.
The detection sensor 45 is in a state of not detecting metal (non-operation).

When the d-axis rotates faster, the spring 40
Since the brake 42 is expanded and the drum 35 rotates by overcoming the elastic force of, the wall portion comes near the detection sensor 45. The detection sensor is in a state of detecting metal (actuation).

The operation signal of the detection sensor is transmitted to the electromagnetic brake E through the cable 47. The electromagnetic brake operates and the electric power to the electric motor is cut off at the same time. Motor shaft stops. The drive pinion L stops. The entire single-rail truck stops.

The rail support structure is as follows. Lower
The rule V is fixedly supported by a rail receiver 101 which is perpendicular to the rule V. Both ends of the rail receiver 101 are supported by columns 102. The lower end of the pillar 102 is buried in the ground. There is a subsidence prevention plate 103 on the surface of the earth, and the load on the rail is received by this.

A trolley duct support 105 is erected on the side of the rail receiver 101. Trolley duct support 105
By means of a hanger trolley duct 106.
The main body 107 is supported downward. Trolley body 10
Reference numeral 7 is a power supply line for flowing a three-phase alternating current, and is a line in which three conductors are provided in a band member of an insulator. The trolley body 107 is provided with a duct 110 so as not to be exposed to the outside.
Is covered with.

The traveling device D of the single rail carrier has a current collecting arm 109 protruding laterally as a current collecting device. At the tip of the current collecting arm 109, there is a slider 1 made of three metal pieces.
11 is fixed. Since the current collecting arm 107 is biased upward by the spring 112, the slider 111 contacts the trolley body 107. This state can be maintained even when the single rail carrier is running. In this way, electric power is supplied from the trolley body 107 to the single rail carrier through the collector arm 109. This electric power drives the single rail carrier.

In this example, the motor vehicle has two motors in front and rear and an electromagnetic brake. The number of motors and electromagnetic brakes can be increased or decreased as appropriate.

[0063]

EFFECTS OF THE INVENTION In a passenger electric single track carrier, a power failure,
According to the present invention, if the single-rail vehicle is stopped at a high place in the rail due to the failure of the inverter or the like due to the power supply, the electromagnetic brake is released by pushing the emergency lowering switch. , It can descend to the bottom by its own weight. When descending,
Although the braking action by the power generation of the motor does not work, the constant speed brake works to prevent excessive speed. So you can safely descend to the bottom. This is an effective use of the property that the rail of a single-rail carrier is on a sloping ground, and if the brake is released, it can be driven downward by itself.

Although it is a simple mechanism, its effect is great.
When a single-rail carrier stops at high altitude, it must walk down a steep slope. Sometimes it is necessary to get off using a rope ladder. It's dangerous and the crew's anxiety is great. According to the present invention, even if there is a failure such as a power failure, the brake can be released and the user can descend to the bottom as is, which is safe. As for repairs, they are descending to the lowlands below, so it is easy to have tools and power supplies available, and they can be dealt with immediately. It is a very useful invention that effectively utilizes the characteristics of a single rail carrier.

[Brief description of drawings]

FIG. 1 is a schematic view for explaining the operation of an electromagnetic brake, a motor, a constant speed brake, etc. in an emergency lowering device for a single rail carrier of the present invention.

FIG. 2 is an electric circuit diagram of an emergency lowering device for a single rail carrier according to the present invention.

FIG. 3 is a sequence block diagram of the emergency lowering device of the present invention.

FIG. 4 is an overall left side view of a single rail carrier provided with the emergency lowering device of the present invention.

FIG. 5 is an overall front view of a single rail carrier provided with the emergency lowering device of the present invention.

FIG. 6 is a plan view of only the traveling device of the single rail carrier of the present invention.

FIG. 7 is a front view of a traveling device for a single rail carrier according to the present invention.

FIG. 8 is a left side view of the traveling device of the single rail carrier of the present invention.

FIG. 9 is a rear view of the traveling device of the single rail carrier of the present invention.

FIG. 10 is a right side view of the traveling device of the single rail carrier of the present invention.

FIG. 11 is a schematic diagram of a power transmission system.

FIG. 12 is a sectional view of a power transmission system, an emergency constant speed brake, and an emergency centrifugal clutch.

[Explanation of symbols]

 A Electric motor B Power transmission system C Frame D Traveling device E Electromagnetic brake F Vehicle G Operation panel H Seat I Control panel J Rail K Rack L Drive pinion M Front upper wheel N Rear upper wheel O Front lower wheel P Lower rear wheel Q Emergency constant speed brake R Lower guide roller S Stop limit switch T Joint plate U Upper rail V Lower rail W Gear transmission mechanism X Upper guide roller Y Centrifugal clutch for emergency stop detection 35 drum 36 detected ring 37 fixed part 38 bearing 39 mounting jig 40 spring 41 pin 42 breaker 43 opening 45 detection sensor 46 cover 47 cable 48 weight 49 walled part 102 support 119 bar 120 Pipe band 121 Horizontal pipe 122 Pipe band 123 Vertical pipe 124 Emergency stop striker 125 Introduction hypotenuse 126 Water Sides

Claims (2)

[Claims] 1. A passenger electric single-track carrier that travels on a rail having a rack, and a current collector that takes in power from a power line provided along the rail, and an electric motor that is rotated by the power. , A drive pinion that meshes with the rack of the rail to obtain thrust, a power transmission mechanism composed of a gear train for transmitting the power generated by the electric motor to the drive pinion while decelerating, and for traveling on the rail The front, rear, front and rear wheels, the frame for supporting the wheels with a built-in power transmission mechanism, and the power transmission mechanism for stopping the rotation of the drive pinion or provided in contact with the electric motor to energize -A single track that includes an electromagnetic brake that is released when the key is released and not energized, and a constant-speed brake that is installed in the power transmission mechanism and does not exceed a predetermined speed. An emergency power supply that supplies electric power to an electromagnetic brake and an emergency drop switch that connects the emergency power supply and the electromagnetic brake in an emergency. When the single-rail vehicle is stopped due to the accident, the electromagnetic brake is opened by turning on the emergency descent switch, and the weight of the single-rail vehicle and the constant-speed brake descend to the bottom at a predetermined speed. An emergency lowering device when power supply to a passenger electric single-rail carrier is stopped. 2. A passenger electric single-track carrier that travels on a rail having a rack, and a current collector that takes in power from a power line provided along the rail, and an electric motor that rotates by the power. , An inverter that converts alternating current from the current collector to direct current and controls the rotation speed of the motor, a drive pinion that engages with the rail rack to obtain thrust, and a drive pinion that reduces the power generated by the motor Power transmission mechanism configured by a gear train for transmitting the power to the wheels, upper and lower wheels for traveling on the rails, a frame for incorporating the power transmission mechanism to support the wheels, and a drive pinion. Inside the power transmission mechanism to stop rotation, or inside the power transmission mechanism, which is provided in contact with the electric motor and the brake is released by energizing and the brake is applied when de-energized. Set up A single-rail vehicle that includes a constant-speed brake that prevents the speed from exceeding a predetermined speed, and an emergency power supply for supplying power to the electromagnetic brake, and an emergency power supply and An emergency descent switch to connect the electromagnetic brake of is provided, and when the single-rail vehicle is stopped due to an abnormal power supply at a high place, the emergency descent switch is turned on to release the electromagnetic brake, An emergency descent device for a passenger electric single-rail carrier when power supply is stopped, characterized in that the single-rail carrier has its own weight and the action of a constant-speed brake allows it to descend to a predetermined speed.