JP2017145622A - Apparatus and method for changing position of derailment prevention member - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an apparatus for changing a position of a derailment prevention member in which the derailment prevention member can be turned by a simple motion.SOLUTION: An apparatus for changing a position of a derailment prevention member includes a support mechanism 11 capable of supporting a load to the lower part in the upper part of a track 81, a chain block 12 suspended and supported to a support mechanism 11, and a guard catch 13 connected to the chain block 12 and holding the derailment prevention member 85. When the derailment prevention member 85 is transformed from a derailment prevention position to a maintenance operation position, the suspension position of the chain block 12 is set so that the chain block 12 may be inclined to the maintenance operation position. In the state, the chain block 12 is wound off and driven, and the derailment prevention member 85 is towed to the diagonal upper part and turned.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a position change device and a position change method for a derailment prevention member that prevents derailment of a railway vehicle.

  In order to prevent derailment of the railway vehicle traveling on the main rail, a guard rail (derailing prevention member) is installed in the vicinity of the main rail. Where it is necessary to periodically perform maintenance work on the main rail, the derailment prevention member is required not to interfere with the work.

  For this reason, the derailment prevention member can be rotated around the rotation axis set along the main rail, and the derailment prevention position that prevents the derailment by approaching the main rail and the main track separated from the main rail. The arrangement can be changed between the maintenance work positions enabling the maintenance work of the rails.

  However, if the work for changing the derailment prevention member from the derailment prevention position to the maintenance work position or the work for returning from the maintenance work position to the derailment prevention position is performed manually, the weight of the derailment prevention member is large, which is a heavy burden on the operator. It becomes.

  In view of this, a position change device has been proposed that includes first and second manipulators and a robot controller that rotates the derailment prevention member in cooperation with the manipulators, and performs a rotation operation of the derailment prevention member by the robot (for example, , See Patent Document 1).

Japanese Patent No. 5332042

  However, in the conventional position changing device, the two manipulators are operated in a complicated manner to rotate the derailment prevention member, so that a complicated mechanism and control processing are required. For this reason, there is a possibility that the price of the apparatus may be increased, or the weight of the apparatus itself may increase, and the loading and unloading work of the apparatus may be a heavy burden.

  The present invention has been made in view of the above circumstances, and a derailment prevention member position changing apparatus and position change method that can rotate the derailment prevention member with a simple operation and are advantageous for cost reduction and weight reduction. The purpose is to provide.

  The derailment prevention member position changing device according to the present invention is a derailment prevention mechanism that rotates a derailment prevention member that is rotatably installed on a track from one position of the derailment prevention position and the maintenance work position to the other position. In the member position changing device, a support member capable of supporting a downward load above the track, a suspension member supported by suspension on the support member, and the derailment prevention member connected to the suspension member Holding member, and an adjusting mechanism for adjusting the length of the suspension member between the support member and the holding member, and the derailment via the holding member by the suspension member In the state where the prevention member is suspended, the derailment prevention member located at the one position can be rotated toward the other position by changing the length of the suspension member by the adjustment mechanism. The features.

  The derailment prevention member position changing method according to the present invention includes a derailment prevention member that pivots a derailment prevention member that is rotatably installed on a track from one of the derailment prevention position and the maintenance work position toward the other position. In the member position changing method, the derailment prevention member is held by a holding member, and the holding member is connected to a suspension member that is suspended and supported above the track, and the derailment prevention member is at the one position. In the positioned state, the derailment prevention member is rotated toward the other position by pulling the holding member obliquely upward toward the other position by the suspension member.

  According to the position change device for the derailment prevention member according to the present invention, the derailment prevention member is rotated by changing the length of the suspension member by the adjusting mechanism, and therefore the derailment prevention member is rotated by a simple operation. This is advantageous for reducing the price and weight.

  According to the method for changing the position of the derailment prevention member according to the present invention, the derailment prevention member is rotated by pulling the holding member obliquely upward to the other position side by the suspension member. The member can be rotated, which is advantageous for cost reduction and weight reduction.

The whole block diagram of the position change apparatus of a derailment prevention member. The figure which shows conversion operation. The figure which shows conversion operation. The figure which shows a reverse operation. The figure which shows a reverse operation. The figure which shows a reverse operation. The side view of a support mechanism. (A) is a front view of a slide metal fitting, (b) is C sectional view taken on the line. The enlarged view of the A section and B section of FIG. (A) is a front view of a chain block, (b) is a side view. The circuit diagram of a control box. (A) is a front view which shows the state which attached the guard catch to the derailment prevention member, (b) is a front view which shows the attachment operation | work of a guard catch, (c) is a top view of a 1st member, (d) is 2nd The top view of a member. The figure which shows conversion operation. The perspective view of the guard catch in 2nd Embodiment. (A) is a front view of the slide metal fitting in 3rd Embodiment, (b) is D arrow sectional drawing. (A) is a top view of a track, (b) is a partially enlarged front view.

<First Embodiment>
Hereinafter, a derailment prevention member position changing device 10 according to the present embodiment will be described with reference to the drawings.

<About track 81>
First, the track 81 to which the position changing device 10 is applied will be described with reference to FIGS. 1 and 16. 1 is an overall configuration diagram of the position changing device 10, FIG. 16A is a plan view of a track, and FIG. 1B is a partially enlarged front view.

  As shown in FIG. 16 (a), a plurality of sleepers 82 are arranged in parallel at a predetermined interval on the track 81, and a pair of railcars for running on the upper surface of each sleeper 82. A main rail 83 is installed.

  Inside each main line rail 83, a derailment prevention device 84 for preventing derailment of the railway vehicle is provided. Each derailment prevention device 84 is provided with a guard rail (derailment prevention member) 85 in parallel to the main rail 83. One derailment prevention member 85 has a length set to a predetermined dimension (for example, 6 m), and a plurality of derailment prevention members 85 are vertically arranged along the main rail 83. A gap (free space) 86 having a predetermined width W1 is provided between the derailment prevention members 85 adjacent to each other in the front-rear direction.

  As shown in FIG. 16B, the derailment prevention member 85 has a substantially T-shaped cross section in which a horizontal plate-shaped flange portion 88 is integrally formed on the upper surface of a vertical plate-shaped main body portion 87. A rotation mechanism 89 that allows the derailment prevention member 85 to rotate about a rotation axis R parallel to the main rail 83 is connected to the main body 87 of the derailment prevention member 85.

  The rotation mechanism 89 includes a movable portion 91 connected to the derailment prevention member 85 and a fixed portion 92 that is screwed to the sleeper 82 and supports the movable portion 91 in a rotatable manner. As shown in FIG. 16A, every other turning mechanism 89 is arranged with respect to the plurality of sleepers 82 arranged in the length direction of the track 81.

  The derailment prevention device 84 rotates the derailment prevention member 85 by the rotation mechanism 89, so that the derailment prevention member 85 approaches the main rail 83 and the derailment prevention member 85 is separated from the main rail 83. Switching to a work position is possible.

<About the position changing device 10>
Next, the position changing device 10 will be described with reference to FIGS. 2 and 3 are diagrams showing a conversion operation, and FIGS. 4 to 6 are diagrams showing a rearrangement operation.

  As shown in FIG. 1, the position changing device 10 is configured to be installable on a main rail 83 and includes a support mechanism 11 as a support member that can support a downward load above the track 81. A chain block 12 as a suspension member is suspended and supported by the support mechanism 11, and a guard catch 13 as a holding member for holding the derailment prevention member 85 is provided at the tip (lower end) of the chain block 12. It is connected.

  When the derailment prevention member 85 is changed from the derailment prevention position to the maintenance work position, the suspension position of the chain block 12 is set so that the chain block 12 is inclined toward the maintenance work position. In this state, the derailment prevention member 85 is rotated toward the maintenance work position by changing the length L (see FIG. 10) of the chain block 12 (see FIGS. 2 and 3).

  Specifically, by winding the chain 14, the guard catch 13 is pulled obliquely upward toward the maintenance work position side, and the derailment prevention member 85 located at the derailment prevention position is raised to a middle position in the rotation range. Pull up. Thereafter, the derailment prevention member 85 is lowered toward the maintenance work position by extending the chain 14 and rotated to the final position (maintenance work position) in the rotation range.

  On the other hand, when the derailment prevention member 85 located at the maintenance work position is returned toward the derailment prevention position, the chain block 12 is suspended so that the chain block 12 is inclined toward the derailment prevention position as shown in FIG. Set the lowered position. In this state, the derailment prevention member 85 is rotated toward the derailment prevention position by changing the length L of the chain block 12 (see FIGS. 5 and 6). In this case as well, the derailment prevention member 85 is rotated after the chain 14 has been wound up.

  The chain block 12 and the guard catch 13 are provided one by one corresponding to the left and right derailment prevention members 85, and the left and right derailment prevention members 85 can be rotated together in both the conversion and reverse operations. ing.

<Detailed Configuration of Position Changing Device 10>
Next, a detailed configuration of the position changing device 10 will be described with reference to FIGS. 7 is a side view of the support mechanism 11, FIG. 8A is a front view of the slide fitting 26, FIG. 7B is a cross-sectional view taken along the arrow C, FIG. 9 is an enlarged view of portions A and B in FIG. (A) is a front view of the chain block 12, (b) is a side view.

  As shown in FIG. 1, the support mechanism 11 is provided with a substantially prismatic beam portion 16 formed in a long shape extending in the line width direction. The length of the girder 16 is set to be approximately the same as the line width. A pair of legs 17 that support the spar 16 above the track 81 are connected to the left and right ends of the spar 16. The mounting plate 18 provided on the lower surfaces of the left and right ends of the girder 16 and the mounting plate 19 provided on the upper end of each leg 17 are screwed, so that the girder 16 and each leg 17 are Is fixed.

  As shown in FIG. 7, the leg portion 17 is configured by joining metal square members in a substantially triangular shape, and a plurality of wheels 21 that can roll on the main rail 83 are provided at the bottom thereof. Is provided. These wheels 21 are for enabling the position changing device 10 to travel on the main rail 83, and the two wheels 21 positioned diagonally in plan view are provided with brake devices 22. The brake device 22 can switch between a braking state and a non-braking state by operating the handle 23.

  A loading platform 24 is provided in the middle of each leg 17 in the height direction, and at least one of these loading platforms 24 is provided with a generator 25 for supplying driving power to the left and right chain blocks 12. It is possible.

  As shown in FIG. 1, a slide fitting 26 for hanging the chain block 12 is attached to the beam portion 16. One slide fitting 26 is provided on each of the left and right sides of the beam portion 16, and is configured symmetrically. As shown in FIG. 8, the slide fitting 26 includes a front plate portion 27 and a rear plate portion 28 that are opposed to each other in the front-rear direction across the beam portion 16, and the lower end portions of the plate portions 27 and 28 are lower plate portions. 29 are connected.

  A plurality of rollers 31 are provided at the upper end portion of the slide fitting 26 so as to sandwich the girder portion 16 with the lower plate portion 29. Each roller 31 is configured to be able to roll on the upper surface of the beam portion 16 in the length direction of the beam portion 16. Thereby, the slide metal fitting 26 is movable in the length direction of the girder part 16. In addition, it becomes possible to reduce the effort of a maintenance by comprising each roller 31 with a roller with an oil-free bush made from urethane, for example.

  As shown in FIGS. 1 and 9, the girder portion 16 is provided with a plurality of through holes 32 a to 32 i that penetrate the girder portion 16 in the front-rear direction. These through holes 32 a to 32 i are arranged in a straight line in the length direction of the girder 16 with a space between each other. The through holes 32a to 32i are respectively provided on the left and right sides of the beam portion 16, and are disposed symmetrically.

  On the other hand, as shown in FIG. 8, the front plate portion 27 and the rear plate portion 28 of the slide metal fitting 26 are provided with through holes 33, 34 is provided. By inserting the lock pin 35 in a state where one of the through holes 32a to 32i of the girder part 16 and the through holes 33 and 34 of the plate parts 27 and 28 of the slide metal part 26 are opposed to each other, the slide metal part is inserted. 26 positioning is possible.

  A hook portion 36 is provided on the lower surface of the lower plate portion 29 of the slide fitting 26, and the chain 14 and the guard catch 13 of the chain block 12 are hung on the hook portion 36 when the position changing device 10 is not used. It is possible to put. Further, a ring portion 37 is provided on the lower surface of the lower plate portion 29 so that the central opening portion faces the front-rear direction. As shown in FIG. 1, the upper hook portion 38 of the chain block 12 is hooked on the ring portion 37, so that the chain block 12 is suspended and supported by the girder portion 16.

  As described above, since the slide fitting 26 and the chain block 12 are connected by the hooking of the ring portion 37 and the upper hook portion 38, the angle θ1 formed by the chain block 12 and the slide fitting 26 (girder portion 16) is set. It can be variable. Thereby, when the derailment prevention member 85 rotates, it is avoided that an excessive force is applied to the connecting portion of the slide fitting 26 and the chain block 12.

  As shown in FIG. 10, the chain block 12 includes a main body case 39 having an upper hook portion 38 joined to the upper surface thereof. The left and right chain blocks 12 have the same configuration.

  Inside the main body case 39, a winding mechanism 40 for winding the chain 14, a drive unit 41 provided with a motor for driving the winding mechanism 40, a driver for driving and controlling the motor, and the like, Is housed. The winding mechanism 40 and the drive unit 41 constitute an adjustment mechanism.

  A lower hook 45 is provided at the tip (lower end) of the chain 14 wound around the winding mechanism 40, and the guard catch 13 can be hooked on the lower hook 45. Details of the guard catch 13 will be described later.

  As shown in FIG. 8B, the winding mechanism 40 is equipped with a limiting mechanism 42 for limiting the winding of the chain 14. The limiting mechanism 42 is configured to cause the winding mechanism 40 to slip (idle) when a winding operation is instructed in a state where the winding amount of the chain 14 in the winding mechanism 40 reaches the winding limit. Has been. As a result, the winding of the chain 14 is stopped, and an excessive load is prevented from being applied to the motor.

  A power cable 43 for supplying power to the motor is connected to the drive unit 41, and an operation cable 44 for operating the winding mechanism 40 (forward and reverse operation of the motor) is connected. . These cables 43 and 44 are drawn to the outside of the main body case 39 and can be connected to a control box 46 having a substantially rectangular parallelepiped shape installed on the upper surface of the central portion of the girder portion 16. Details of the control box 46 will be described later.

  The chain block 12 can be operated via a remote controller (operation unit) 47. As shown in FIG. 1, the operation unit 47 is provided with an UP switch 48 for driving the chain block 12 to take up and a DOWN switch 49 for driving the chain block 12 out. The operation unit 47 can be connected to the control box 46 via the cable 50.

<About the control box 46>
Next, the control box 46 will be described with reference to FIGS. FIG. 11 is a circuit diagram of the control box 46.

  A socket 51 (see FIG. 1) to which the cable 50 of the operation unit 47 can be connected is provided on the front surface of the control box 46, and a socket 52 (FIG. 11) to which the cable 30 of the generator 25 can be connected. Reference) is provided. A power supply socket 53a and an operation socket 54a (see FIG. 11) to which the cables 43 and 44 of the left chain block 12 can be connected are provided on the left side surface, and the cables 43 and 44 of the right chain block 12 are provided on the right side surface. Are connected to the power socket 53b and the operation socket 54b (see FIG. 7).

  Further, a power switch 55 is provided above the socket 51 on the front surface of the control box 46. On the side thereof, there are a first changeover switch 56 for switching the operation mode of both chain blocks 12 between an interlocking operation and a single operation, and a second changeover switch 57 for performing a left / right switch when the chain block 12 is operated alone. Is provided.

  In the control box 46, as shown in FIG. 11, a socket 51 for the operation unit 47 and an operation socket 54a for the left chain block 12 are connected via relay switches 58a and 58b. Further, the socket 51 and the operation socket 54b for the right chain block 12 are connected through relay switches 58c and 58d. Relay coils 59a to 59d for driving the relay switches 58a to 58d are connected to the socket 52 for the generator 25 through a first changeover switch 56, a second changeover switch 57 and a power switch 55.

  When the first changeover switch 56 is set to the “both” side, the relay coils 59a to 59d are de-energized, and the connection state of the relay switches 58a to 58d is as shown in FIG. As a result, the socket 51 and the operation sockets 54 a and 54 b are brought into conduction, and an operation signal from the operation unit 47 can be output to both chain blocks 12. Further, the socket 52 and the power supply sockets 53 a and 53 b are brought into conduction through the first changeover switch 56, and driving power is supplied to both chain blocks 12. As a result, both chain blocks 12 can be operated simultaneously using a single operation unit 47.

  When the first changeover switch 56 is set to the “one” side and the second changeover switch 57 is set to the “left” side, the relay coils 59a and 59b are de-energized, while the relay coils 59c and 59d are excited. Is done. Therefore, the connection state of the relay switches 58a and 58b becomes the state shown in FIG. 11, and the connection state of the relay switches 58c and 58d becomes the opposite state to the state shown in FIG. As a result, the socket 51 and the operation socket 54a are electrically connected, and the socket 52 and the power socket 53a are electrically connected via the changeover switches 56 and 57 and the relay switch 58c. As a result, only the left chain block 12 can be operated.

  When the first selector switch 56 is set to the “one” side and the second selector switch 57 is set to the “right” side, the relay coils 59a and 59b are energized while the relay coils 59c and 59d are not energized. It becomes. As a result, the connection state of the relay switches 58a to 58d is opposite to the case where the second changeover switch 57 is set to the “left” side, and only the right chain block 12 can be operated. The left and right single operations are effective when the maintenance work is redone on either the left or right side of the main rail 83 after the maintenance work.

<About guard catch 13>
Next, the guard catch 13 will be described with reference to FIG. 12A is a front view showing a state in which the guard catch 13 is attached to the derailment preventing member 85, FIG. 12B is a front view showing the attaching operation of the guard catch 13, and FIG. 12C is a plan view of the first member 61. FIG. 4D is a plan view of the second member 62.

  The guard catch 13 holds the derailment prevention member 85 so as to be able to be suspended, and is formed in an annular shape that can be gripped so as to surround the derailment prevention member 85 so as to intersect the length direction thereof. Specifically, it has a shape corresponding to the cross-sectional shape of the derailment prevention member 85, and is formed in a size that allows the derailment prevention member 85 to be inserted inside. Specifically, as shown in FIG. 12A, each corner portion corresponds to each apex portion of the derailment prevention member 85 (both end portions 88a and 88b of the flange portion 88 and the lower end portion 87a of the main body portion 87). The length and bending angle of each side are set so as to form a substantially triangular shape.

  By positioning each corner corresponding to each vertex of the derailment prevention member 85, at each corner, the vertex of the derailment prevention member 85 is sandwiched from both sides by two sides constituting the corner. As a result, the movement allowance of the apex portion is limited to be small, and rattling of the derailment prevention member 85 inside the guard catch 13 is suppressed. Accordingly, the derailment prevention member 85 can be stably held inside the guard catch 13 in the process of rotating the derailment prevention member 85.

  The guard catch 13 includes a first metal member 61 having a linear shape and a second metal member 62 having a substantially L shape. As shown in FIG. 12C, the first member 61 includes a front wall portion 64 and a rear wall portion 65 that are opposed to each other with a space portion 63 having a rectangular shape in plan view interposed therebetween. One end portion of 65 is provided with a cylindrical portion 66 for connecting them. The cylindrical portion 66 is formed with a cylindrical through hole 67 that penetrates the cylindrical portion 66 in the thickness direction of the first member 61. Further, the cylindrical portion 66 is provided with a recess 68 that opens downward and can accommodate one end portion 62 a of the second member 62.

  On the other hand, as shown in FIG. 12D, a columnar through hole 69 penetrating the second member 62 in the thickness direction is formed at one end 62a of the second member 62. A cylindrical shaft member 71 is inserted into the through holes 67 and 69 in a state where the one end portion 62 a of the second member 62 is accommodated in the concave portion 68 of the first member 61. Thereby, both members 61 and 62 are connected so that rotation is possible.

  In the first member 61, a plurality of connecting portions that reinforcely connect the wall portions 64 and 65 are provided at intermediate positions from the cylindrical portion 66 to the other end portions 64b and 65b of the both wall portions 64 and 65. 70 is provided.

  Ring portions 72 and 73 having a size capable of hooking the lower hook portion 45 of the chain block 12 are provided at the other end portions 64b and 65b of the both wall portions 64 and 65, respectively. Both ring parts 72 and 73 are formed so that the shape, size and position of the first member 61 coincide with each other when viewed in the thickness direction.

  On the other hand, the other end portion 62 b of the second member 62 is provided with a ring portion 74 formed in the same shape and size as the ring portions 72 and 73 of the first member 61. In a state where the ring portion 74 is positioned between the ring portions 72 and 73, the detent preventing member 85 and the guard catch 13 are engaged while the guard catch 13 is engaged with the lower hook portion 45. And the chain block 12 can be connected.

  As described above, since the guard catch 13 and the chain block 12 are connected by the hooking of the ring portions 72 to 74 and the lower hook portion 45, the angle θ2 formed by the guard catch 13 and the chain block 12 (FIG. 1). Reference) can be made variable. Thereby, when the derailment prevention member 85 rotates, it is avoided that an excessive force is applied to the connection location of the guard catch 13 and the chain block 12.

  Here, the positions of the ring portions 72 to 74 (where the chain block 12 is connected to the guard catch 13) are attached to the derailment prevention member 85 located at the derailment prevention position, as shown in FIG. In this state, it is located between the derailment preventing member 85 and the main rail 83. Specifically, the flange 88 is set so as to be positioned between the end 88 a on the main rail 83 side of the flange 88 and the head of the main rail 83. In this case, it is avoided that the ring portions 72 to 74 are hidden from the operator behind the derailment prevention member 85 (below the flange portion 88), and the latching and removing operation of the lower hook portion 45 is facilitated.

  Furthermore, when the positions of the ring portions 72 to 74 are set as described above, the ring portions 72 to 74 may be hidden behind the derailment prevention member 85 even when the derailment prevention member 85 is located at the maintenance work position. It is avoided (see FIGS. 3 and 4). Therefore, it is easy to latch and remove the lower hook portion 45 even at the maintenance work position.

  In addition, the positions of the ring portions 72 to 74 are such that, in the guard catch 13, the connecting portion with the chain block 12 is set to the position farthest from the rotation axis R when viewed in the axial direction of the rotation axis R. (See FIG. 1). For this reason, the derailment prevention member 85 can be rotated with a small traction force, which can contribute to the reduction in size and weight of the chain block 12.

  The thickness W2 of the second member 62 is set to be smaller than the width W1 of the gap 86 of the derailment prevention member 85 (for example, 6 mm). Thereby, the guard catch 13 can be attached using the gap 86. That is, the derailment prevention member 85 is caused to enter the inside of the guard catch 13 by inserting the guard catch 13 into the gap 86 of the derailment prevention member 85 with the second member 62 as the insertion end side and moving the guard catch 13 laterally. Can do.

  The same applies to the case where the guard catch 13 is removed from the derailment prevention member 85, and the guard catch 13 can be removed from the derailment prevention member 85 by moving the guard catch 13 laterally to the gap 86 and then pulling it upward.

  As described above, since the guard catch 13 can be attached and detached using the gap 86, the guard catch 13 is kept closed (in other words, the chain block 12 is connected to the guard catch 13). The guard catch 13 can be attached and detached. For this reason, it is not necessary to release the connection with the chain block 12 for each work, and workability is improved.

  Furthermore, while the one end part of the 1st member 61 and the 2nd member 62 is connected so that rotation is possible, the edge part on the opposite side is a free end. For this reason, if the chain block 12 is not connected, the guard catch 13 can be opened as shown in FIG. Thereby, it is possible to attach the guard catch 13 from the side of the derailment prevention member 85 or to remove the guard catch 13 from the side.

<About hanging position of chain block 12>
Next, the hanging position of the chain block 12 (the position of the slide fitting 26) will be described with reference to FIGS. 1 to 6, 8, 9, and 13. FIG. FIG. 13 is a diagram showing the conversion operation.

  As shown in FIG. 9, in the girder portion 16, a display portion 75 is provided below the plurality of through holes 32 a to 32 i. The display portion 75 displays the position where the slide fitting 26 is to be set. Each display on the display unit 75 corresponds to a cant (a height difference between the left and right rails) set on the main rail 83.

  The front plate portion 27 of the slide fitting 26 is provided with a rectangular window portion 76 that opens in the front-rear direction (see FIG. 8), and the display on the display portion 75 can be visually recognized through the window portion 76. This makes it easier for the operator to grasp the position of the slide fitting 26.

  When the position changing device 10 is installed on the main rail 83 with the cant 0 (cant is 0 mm) and the derailment prevention member 85 is converted, the slide fitting 26 is set to the position “inside / outside conversion C0”. Specifically, the slide fitting 26 is moved so that the through holes 33 and 34 (see FIG. 8) of the slide fitting 26 are aligned with the through holes 32 c of the girder 16, and the slide fitting 26 is positioned by the lock pin 35. .

  As shown in FIG. 1, the position of “inside / outside of conversion C0” is set such that the suspension fulcrum of the chain block 12 is closer to the maintenance work position side than the connection point between the guard catch 13 and the chain block 12. Has been. Thereby, when the chain block 12 is wound up, the derailment prevention member 85 positioned at the derailment prevention position is pulled obliquely upward to the maintenance work position side.

  For details of the position of “inside / outside of conversion C0”, as shown in FIG. 2, at least the derailment prevention member 85 is obtained by winding the chain 14 of the chain block 12 (reducing the length L of the chain block 12). The derailment prevention member 85 is set to a suspended position where the derailment prevention member 85 can be rotated to a rotation position where the center of gravity G of the derailment is moved toward the maintenance work position.

  In this case, the derailment prevention member 85 is pulled up by the pulling force of the chain block 12 until the center of gravity G reaches the center line (virtual vertical line passing through the rotation axis R) CL in the process of being pulled up by winding the chain 14. And turn to stand up. After the center of gravity G passes the center line CL, it tends to fall to the maintenance work position side by its own weight. At this time, by extending the chain 14, the derailment prevention member 85 can be rotated to the maintenance work position while being supported by the chain block 12.

  For this reason, the operator can change the derailment prevention member 85 only by performing the winding operation of the chain block 12 first and then performing the feeding operation. Therefore, the conversion work can be executed with a simple operation without requiring a high level of skill.

  In the above configuration, the center of gravity G is positioned on the maintenance work position side when the chain 14 has reached the winding limit (the winding limit when the derailment prevention member 85 is suspended). Is preferred. In this case, the rotation operation can be further simplified by utilizing the limiting mechanism 42.

  It is necessary to wind up the chain block 12 until the center of gravity G of the derailment prevention member 85 reaches the center line CL. During the winding operation, an operator visually checks whether the center of gravity G has reached the center line CL. It is not always easy to judge by.

  In this regard, according to this configuration, if the winding operation is continued until the winding is restricted by the restriction mechanism 42, the center of gravity G can be naturally positioned on the maintenance work position side. For this reason, it is unnecessary to determine whether or not the center of gravity G exceeds the center line CL while avoiding damage to the chain block 12 due to overload. Accordingly, the derailment prevention member 85 can be switched by a very simple operation of performing the winding operation until the winding is restricted, and switching to the feeding operation when the winding is restricted.

  In this case, it is preferable that the center of gravity G passes through the center line CL immediately before or simultaneously when the chain 14 reaches the winding limit. Thereby, useless winding drive can be suppressed.

  Here, the position “inside / outside of conversion C0” is preferably set to a position where the chain block 12 is in a vertical posture at the center of gravity conversion position where the center of gravity G passes through the center line CL. In other words, it is preferable to set the length L at the position where the length L is the shortest at the center of gravity change position.

  For example, as shown in FIG. 13, if the chain block 12 is largely inclined at the position of changing the center of gravity, a large impact may be applied to the girder 16 and the slide fitting 26 due to the fall of the derailment prevention member 85. That is, when the center of gravity G passes through the center line CL, the derailment prevention member 85 starts to tilt toward the maintenance work position due to its own weight. In the configuration of FIG. Swings to the maintenance work position side. As a result of swinging to the tension position of the chain 14, the derailment prevention member 85 is largely free-falled.

  On the other hand, when the hanging position is set at a position where the chain block 12 is in the vertical posture (position where the length L is the shortest) at the center-of-gravity changing position, the derailment prevention member 85 starts to tilt due to its own weight. In addition, the slack of the chain 14 and the swing of the chain block 12 are suppressed. As a result, the amount of free fall of the derailment prevention member 85 is limited and the impact on the girder portion 16 is mitigated. This makes it possible to ensure safety during work while preventing damage to the apparatus.

  Even when the chain block 12 is tilted at the center-of-gravity changing position, the chain block 12 has a maximum winding amount (maximum amount that can be wound as a specification of the chain block 12) at the position. By setting the height of the hanging position (the height of the beam portion 16), the impact on the beam portion 16 can be reduced.

  In this case, in the chain block 12, as a result of the main body case 39 (winding mechanism 40) and the lower hook portion 45 being substantially integrated, loosening of the chain 14 is suppressed and the amount of free fall of the derailment prevention member 85 is reduced and limited. Is done.

  On the other hand, when the derailment prevention member 85 is repositioned on the main rail 83 of the cant 0, the position of the slide fitting 26 is set to the position “inside / outside of the reversion C0”. The “inside / outside position C0” position is set to a position where the center of gravity G of the derailment prevention member 85 can be moved to the derailment prevention position side with respect to the rotation axis R by winding the chain 14. .

  Further, when the derailment prevention member 85 is converted in the main rail 83 with a cant greater than 0 and equal to or less than 100, the left and right slide fittings 26 corresponding to the higher main rail 83 are referred to as “outside the conversion C100. ”And the one corresponding to the lower main rail 83 is set to“ within conversion C100 ”. “Outside conversion C100” is to change the position of the slide fitting 26 to the outside with respect to “inside / outside conversion C0”, and “inside conversion C100” is to change to the inside.

  Further, when the derailment prevention member 85 is changed in the main rail 83 whose cant is larger than 100, the left and right slide fittings 26 are set to “outside conversion C200” and “inside conversion C200”.

  Even at the positions of these “conversion C100” and “conversion C200”, the center of gravity G of the derailment prevention member 85 can be moved to the maintenance work position side with respect to the rotation axis R by winding the chain 14. Is set.

  On the other hand, when the derailment prevention member 85 is restored in the main rail 83 that has a cant greater than 0 and less than or equal to 100, it corresponds to the main rail 83 on the higher side of the left and right slide fittings 26. The item corresponding to the lower main rail 83 is set to “within the rearrangement C100” or “within the rearrangement C200”.

  Even in the positions of “reversion C100” and “relocation C200”, the center of gravity G of the derailment prevention member 85 is moved to the derailment prevention position side with respect to the rotation axis R of the derailment prevention member 85 by winding the chain 14. Is set to a possible position.

  Thus, since the slide fitting 26 can be positioned at each of the cant corresponding position and the non-cant corresponding position, the chain block 12 can be suspended at an appropriate position according to the presence or absence of the cant.

  Furthermore, since a plurality of cant corresponding positions “C100” and “C200” are provided as cant corresponding positions at which the slide fitting 26 can be positioned, the suspension position of the chain block 12 can be changed according to the size of the cant. Is possible.

  As mentioned above, according to the structure of this embodiment explained in full detail, the following outstanding effects are acquired.

-The chain block 12 is suspended and supported by the support mechanism 11, and the length L of the chain block 12 is changed to rotate the derailment prevention member 85. Thereby, the derailment prevention member 85 can be rotated by a simple operation. Therefore, the apparatus configuration can be simplified, and it can contribute to reduction in price and weight.

The chain block 12 is suspended and supported by the support mechanism 11, and the derailment prevention member 85 is pulled obliquely upward in the rotational direction side to rotate the derailment prevention member 85. Thereby, the derailment prevention member 85 can be rotated by a simple operation.

The suspension position of the chain block 12 is set to a position where the center of gravity G of the derailment prevention member 85 can be moved in the rotational direction side with respect to the rotational axis R by winding the chain 14. Thereby, the position change of the derailment preventing member 85 can be performed only by sequentially performing the winding and feeding operation.

A suspension member and an adjustment mechanism are configured by the chain block 12 including the chain 14 and the winding mechanism 40. Thereby, length L can be shortened and extended suitably.

The derailment prevention member 85 is configured to be rotatable at a rotation position where the center of gravity G of the derailment prevention member 85 is positioned on the maintenance work position side when the winding of the chain 14 is restricted by the restriction mechanism 42. As a result, the winding operation is performed until the winding is restricted, and when the winding is restricted, it is possible to change the position of the derailment prevention member 85 only by switching to the feeding operation, and the operation can be simplified. Become.

The connection between the slide fitting 26 and the chain block 12 and the connection between the chain block 12 and the guard catch 13 are configured by latching the ring part and the hook part. As a result, the angle θ1 formed by the slide fitting 26 and the chain block 12 and the angle θ2 formed by the chain block 12 and the guard catch 13 become variable, and breakage of these connecting portions is suppressed.

-The guard catch 13 was comprised in the substantially triangular shape in which each corner | angular part is located corresponding to each vertex part of the derailment prevention member 85. FIG. Accordingly, rattling of the derailment prevention member 85 is suppressed, and the derailment prevention member 85 can be stably held inside the guard catch 13.

The connection location between the guard catch 13 and the chain block 12 is set between the end 88a of the flange portion 88 (the tip of the protruding portion protruding toward the main rail 83) and the head of the main rail 83. As a result, the chain block 12 can be easily connected and released.

In the guard catch 13, the thickness W2 of the second member 62 is made smaller than the width W1 of the gap 86 of the derailment prevention member 85. Thereby, it becomes possible to perform the attaching and detaching work of the guard catch 13 using the gap 86, and the convenience can be improved.

-The guard catch 13 can be opened and closed. Thereby, it becomes possible to perform attachment and removal work from the side of the derailment prevention member 85 with the guard catch 13 in an open state.

Second Embodiment
In this embodiment, since the structure of the guard catch 13 differs from 1st Embodiment, the difference is demonstrated using FIG. FIG. 14 is a perspective view of the guard catch 101.

  The guard catch 101 has a configuration in which three catch portions 102 having substantially the same configuration as the guard catch 13 of the first embodiment are arranged in the width direction and connected by a plurality of connecting portions 103.

  In each catch part 102, the edge part of the 1st member 104 and the 2nd member 105 is connected so that rotation is possible. The opposite end is a free end and is provided with a through hole 107.

  When the guard catch 101 is connected to the chain block 12, the lower hook portion 45 of the chain block 12 is hooked on the through hole 107a of the catch portion 102 located at the center. As a result, the guard catch 101 can be lifted with good balance, and the guard catch 101 can be closed. At this time, in order to close the guard catch 101 more stably, one or both of the through holes 107 of the left and right catch portions 102 may be fastened with a fastener. Note that the through hole 107 may be a screw hole, and the first member 104 and the second member 105 may be fixed by a fixing screw.

  The width W3 of the guard catch 101 is larger than the width W1 of the gap 86 of the derailment prevention member 85. For this reason, one of the left and right catch portions 102 is attached to the front derailment prevention member 85 and the other catch portion 102 is attached to the rear derailment prevention member 85 with respect to the two derailment prevention members 85 arranged front and rear across the gap 86. By attaching to 85, those derailment prevention members 85 can be rotated collectively. If the above operation is performed on both the left and right sides, a total of four derailment prevention members 85 can be rotated simultaneously, thereby enabling a quick rotation operation.

<Third Embodiment>
In this embodiment, since the structure of the slide metal fitting 26 differs from 1st Embodiment, the difference is demonstrated using FIG. FIG. 15A is a front view of the slide fitting 111, and FIG. In the figure, the same components as those in FIG.

  On the lower surface of the lower plate portion 112 of the slide fitting 111, three ring portions 113a to 113c are arranged in parallel at equal intervals in the front-rear direction. The upper hook portion 38 of the chain block 12 can be hooked on each of the ring portions 113a to 113c.

  A plurality of ribs 114 are provided between the upper surface of the lower plate portion 112 and the front plate portion 27 and between the upper surface of the lower plate portion 112 and the rear plate portion 28. The ribs 114 are joined to the upper surface of the lower plate portion 112 and the plate portions 27 and 28, thereby reinforcing the support of the lower plate portion 112.

  When the front and rear derailment prevention members 85 are rotated, the two chain blocks 12 are suspended from the front and rear ring portions 113a and 113c, and the guard catches 13 are attached to the derailment prevention members 85, respectively. Link. Accordingly, the front and rear derailment prevention members 85 can be rotated together, and if this operation is performed on both the left and right sides, a total of four derailment prevention members 85 can be simultaneously rotated.

  On the other hand, when one derailment prevention member 85 is rotated, one chain block 12 is suspended from the central ring portion 113b, and the derailment prevention member 85 is rotated in the same manner as in the first embodiment. Let

  Note that the number of ring portions may be two, and one of the ring portions may be used both when the front and rear derailment prevention members 85 are rotated and when one derailment prevention member 85 is rotated. .

<Other embodiments>
The present invention is not limited to the above embodiment, and may be implemented as follows, for example.

(1) In the above embodiment, the chain 14 is wound and unwound in a state where the hanging position of the chain block 12 (the position of the slide fitting 26) is fixed. In addition to or instead of the above, the hanging position of the chain block 12 may be moved in the length direction of the beam portion 16. In this configuration, when the derailment prevention member 85 is changed, the suspension position may be moved to the maintenance work position side, and when returned, the derailment prevention member 85 may be moved to the derailment prevention position side. Even in this case, the derailment prevention member 85 can be pulled and rotated obliquely upward in the rotation direction side.

(2) In the above embodiment, the chain block 12 is used as the suspension member, but an expansion / contraction member such as an air cylinder or a hydraulic cylinder may be used. In this case, it is preferable that the expansion / contraction member is connected to the beam portion 16 and the guard catch 13 so as to be rotatable.

(3) Although the chain 14 is used in the above embodiment, a cord-like member such as a wire or a rope may be used.

(4) In the above embodiment, the chain block 12 and the guard catch 13 are provided on the left and right, but only one of them may be provided, and one of the derailment prevention members 85 may be rotated. In this case, the support mechanism 11 does not necessarily have a gate shape, and the chain block 12 and the guard catch 13 may be cantilevered.

(5) In the above-described embodiment, both the conversion of the derailment prevention member 85 and the repositioning operation are possible, but only one may be configured.

(6) In the above embodiment, the guard catch 13 is configured to be substantially triangular when attached to the derailment prevention member 85, but the shape of the guard catch 13 is other than a triangular shape such as a circle or an ellipse. It is good. In this case, it is preferable that the inner edge of the guard catch 13 is in contact with each vertex of the derailment prevention member 85.

(7) In the above embodiment, the guard catch 13 is configured so as to have an endless annular shape in a state of being attached to the derailment prevention member 85, but may be an endless annular shape. In this case, it is preferable that at least both end portions 88a and 88b of the flange portion 88 are configured to be gripped. The same applies to the guard catch 101.

(8) Although the guard catch 13 is configured to be openable and closable in the above embodiment, the first member 61 and the second member 62 may be configured to be completely separable. The same applies to the guard catch 101.

(9) In the above embodiment, the electric chain block 12 is used. However, a manual chain block may be used and the winding and feeding operation may be performed manually.

(10) In the above embodiment, the winding mechanism 40 is idled to limit the winding of the chain 14. However, when the winding operation is instructed in the state where the winding limit has been reached, the operation signal It is good also as a structure which does not drive the motor of the drive part 41 by invalidating these.

(11) In the above embodiment, the hanging position of the chain block 12 can be positioned at two cant corresponding positions. However, the number of cant corresponding positions that can be positioned may be one, or three or more. It may be.

(12) In the above embodiment, an illumination device that illuminates the track 81 may be further provided. This makes it possible to improve night workability.

(13) Although the guard catch 13 is provided as a holding member in the above embodiment, the holding member may be configured by a suspension belt, a suspension wire, or the like.

(14) Although the UP switch 48 and the DOWN switch 49 are provided in the operation unit 47 in the above embodiment, a single start switch may be provided instead. In this case, it is preferable that the take-up drive is continued until the take-up limit is reached in response to the start switch being operated, and automatic switching to the feed-out drive is performed when the take-up limit is reached.

  DESCRIPTION OF SYMBOLS 10 ... Position change apparatus, 11 ... Support mechanism, 12 ... Chain block, 13 ... Guard catch, 14 ... Chain, 26 ... Slide metal fitting, 32a-32i ... Through-hole, 40 ... Winding mechanism, 41 ... Drive part, 42 ... Restriction mechanism, 47 ... operation unit, 81 ... track, 83 ... main rail, 85 ... derailment prevention member, G ... center of gravity, R ... rotation axis.

Claims (7)

In the derailment prevention member position changing device for pivoting the derailment prevention member that is rotatably installed on the track from one position of the derailment prevention position and the maintenance work position to the other position,
A support member capable of supporting a downward load above the track;
A suspension member supported by suspension on the support member;
A holding member connected to the suspension member and holding the derailment prevention member;
An adjustment mechanism that adjusts the length of the suspension member between the support member and the holding member;
In the state where the derailment prevention member is suspended by the suspension member via the holding member, the derailment prevention member located at the one position is changed by changing the length of the suspension member by the adjustment mechanism. The position changing device for the derailment preventing member, wherein the position changing device is rotated toward the other position.   By shortening the length of the suspension member by the adjustment mechanism, at least the center of gravity of the derailment prevention member moves to the rotation position where the center of gravity moves to the other position side with respect to the rotation axis of the derailment prevention member. The derailment prevention member position changing device according to claim 1, wherein the derailment prevention member is rotatable. The suspension member includes a chain member or a cord member,
2. The derailment prevention member position changing device according to claim 1, wherein the adjustment mechanism includes a winding mechanism that adjusts the length by winding the chain-like member or the cord-like member. The adjustment mechanism includes a limiting unit that restricts winding of the chain member or the cord-like member when the winding mechanism reaches a winding limit;
When the winding is restricted by the restricting portion, the derailment prevention member is rotated to a rotation position where the center of gravity of the derailment prevention member is positioned on the other position side with respect to the rotation axis of the derailment prevention member. The position change device for a derailment prevention member according to claim 3, wherein the position change device is movable. The derailment prevention member is a rail-shaped member,
5. The holding member has an endless or endless annular shape that can surround the derailment prevention member so as to intersect with the length direction of the derailment prevention member. The position change apparatus for the derailment prevention member according to claim 1. The suspension position of the suspension member in the support member can be changed at least in the line width direction,
In the support member, the suspension position of the suspension member is a cant corresponding position corresponding to a case where a cant is set on the main rail, and a non-correspondence corresponding to a case where the cant is not set on the main rail. The position changing device for a derailment prevention member according to any one of claims 1 to 5, further comprising a positioning portion that can be positioned at a cant corresponding position. In the method of changing the position of the derailment prevention member that rotates the derailment prevention member that is rotatably installed on the track from one position of the derailment prevention position and the maintenance work position to the other position,
The derailment prevention member is held by a holding member, and the holding member is connected to a suspension member supported by suspension above the track,
In the state where the derailment prevention member is located at the one position, the suspension member pulls the holding member obliquely upward toward the other position by the suspension member, so that the derailment prevention member is directed to the other position. A method for changing the position of a derailment prevention member, characterized by being rotated.

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