JP2000127959A - Double rail type carrier - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent derailment without increasing travel resistance by installing a central roller set and a side roller set on a car body, and connecting the central roller set and the side roller set together by a connecting rod. SOLUTION: In a bogie, weight is supported on a sub-rail 10, and steering force is imparted by a main rail 12. The weight support constitution is installed on a car body 46 of the bogie by arranging a side roller set 44 for supporting the weight by the sub-rail 10. The steering force imparting constitution is installed on an underframe 46 by arranging a central roller set 58 following the main rail 12. The central roller set 58 and the side roller set 44 are connected by a connecting rod to transmit the steering force received by the central roller set 58 to the side roller set 44 to thereby prevent derailment without increasing travel resistance.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a double-rail type carriage which travels on a double rail consisting of a main rail at a central high place and two sub-rails at right and left low places.

[0002]

2. Description of the Related Art Rail-type transport vehicles have a weight bearing capacity from a rail.
Driving force and steering force are obtained. That is, the upper roller is placed on the rail to support the weight of the vehicle body, and a rack or the like is attached to the lower surface of the rail, and the lower roller having teeth meshing with the rack acts to act on the driving force (including the braking force). The same applies below). In addition, the rail is sandwiched by both rollers, and a flange or the like is formed along both side surfaces of the rail to follow the rail.

[0003] By the way, rails are not limited to single rails,
There is a double rail consisting of a main rail at the high center and two subrails at the lower right and left. The purpose of the double rail is to increase the load-carrying capacity by sharing each force.In this sense, the main rail obtains the driving force and the steering force, and the sub rail obtains the weight supporting force and the steering force. Like that.

[0004] On the other hand, some rail-type vehicles are divided into a tow vehicle and a luggage-loading vehicle (hereinafter referred to as a "trolley"). Is the same. In this case, the towing vehicle receives the weight supporting force from the main rail and the sub-rail, and in the former, the driving force and the steering force are obtained from the main rail in addition to the weight supporting force. In the latter, the driving force and the steering force are obtained from the main rail, and the weight supporting force and the steering force are obtained from the sub rail. Further, the bogie obtains a steering force from the main rail, and a weight supporting force and a steering force from the sub rail.

[0005]

Therefore, if there is an error in laying the three rails, the steering performance will be disturbed, and the rollers will be squeezed or pryed, increasing the running resistance and causing derailment. I do. The present invention solves such a problem, and aims to obtain a steering force from the main rail in a unified manner.

[0006]

SUMMARY OF THE INVENTION Under the above-mentioned problems, the present invention provides a vehicle which is guided by a main rail at a central high place and two sub-rails at right and left low places, and applies a steering force to the main rail and the sub-rail. A central roller set that follows the main rail and a side roller set that supports the weight on the side rails are attached to the vehicle body, and the side roller set is rotatable in a horizontal plane about the vertical axis. In addition, the present invention provides a double-rail type transport vehicle in which a center roller set and a side roller set are connected by a connecting rod.

[0007] By taking the above measures, the steering force is
Since it is obtained only from the central main rail, there is no squeaking or prying of the rollers even if there is an error in laying each rail. Therefore, no increase in running resistance or derailment occurs. In addition, the laying accuracy of each rail need only be rough, and the laying cost can be reduced.

Further, according to the present invention, in the above-mentioned structure, the side roller set has one or more rollers mounted on the sub-rail, and this roller has a means without a flange which is considerably wider than the width of the sub-rail. provide. If no squeaking or prying occurs on each roller, the roller does not need a flange for obtaining a steering force, and a roller without a flange having a width that does not cause derailment is sufficient. Therefore, unpleasant noise does not occur when the flange hits the rail, and the resistance does not increase. Further, the production cost of the collarless roller is low.

[0009]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 7 is a side view of a double-rail type transport vehicle showing an example of the present invention, and FIG. 8 is a sectional view of a main part of a drive unit of the towing vehicle. The double-rail type transport vehicle shown in this example is laid on the ground. The main rail 12 is located at an intermediate height between the two sub-rails 10.
And a towing vehicle 14 that obtains driving force on the main rail 12
Is used to pull the carriage 16 traveling on the sub rail 10. In this case, the sub rail 10 and the main rail 1
2 employs square pipes, the sub-rail 10 is laid on a base 18 laid on the ground, and the main rail 12 is erected by standing uprights 20.

The towing vehicle 14 in this embodiment is designed to obtain driving force and steering force on the main rail 12 and obtain weight supporting force on the sub-rail 10. First, the driving force is applied to the drive rail by attaching the rack 22 to the lower surface of the main rail 12 and engaging the tow truck 14 with the rack 22 (the pins 24 are arranged on the pitch circumference at the same pitch as the rack 22). 26,
This is obtained by driving with the engine 28. The drive wheels 26 are provided with flanges 26 a along both sides of the main rail 12.
With a collar having

The steering force rolls on the upper surface of the main rail 12 to provide a flanged rolling wheel 30 having flanges 30a along both sides thereof. To be sandwiched from above and below. With this configuration, the main rail 12 bears the weight of the towing vehicle 14 to some extent.

On the other hand, the main weight supporting force is that two rollers 34 mounted on the sub-rail 10 are mounted above the sub-rail 10 and between both side plates 32 arranged on both sides thereof,
This is obtained by attaching a roller set 40 which is rotatable about a pin 38 in a vertical plane with respect to the mounting member 36 to the towing vehicle 14. Therefore, a large load is not applied to the main rail 12 and the strength of the column 20 is not so required. The towing vehicle 14 pulls the carriage 16 by a towing rod 42 having a universal joint mechanism.

FIG. 1 is a side view of the truck 16, FIG.
FIG. 3 is a rear view.
At 0, weight is supported, and a steering force is applied by the main rail 12. First, regarding the structure of the weight support,
A side roller set 44 that is weight-supported at 0 is provided, and the side roller set 44 is attached to a vehicle body (underframe frame) 46 of the truck 16.

FIG. 4 is a cross-sectional view of the side roller set 44. The side roller set 44 has side plates 52 disposed on both sides thereof above the sub rail 10 via pins 50 at the lower end of the longitudinal axis 48. The side plate 52 is provided with two rollers 54 mounted on the sub rail 10. In this case, the side plate 52 copes with the inclination of the sub-rail 10 by allowing the side plate 52 to rotate about a pin 50 in a vertical plane including the sub-rail 10.

In the present invention, the above-described longitudinal axis 48 is rotatably fitted to the boss 56 inserted into the frame frame 46. Therefore, the side roller set 44 is
Independently of the vertical axis 48 in a horizontal plane.

On the other hand, with regard to the configuration for applying the steering force, a central roller set 58 that follows the main rail 12 is provided.
The center roller set 58 is attached to the frame frame 46 and the like. In this case, the central roller set 58 has a flanged upper roller 60 and a lower roller 62 having flanges 60a and 62a, both of which are in contact with the upper and lower surfaces along both sides of the main rail 12, and are attached to the base plate 64 and the like. It consists of.

FIG. 6 is a side view of the center roller set 58.
The bracket 6 is attached to a bracket 66 provided at 6 by two horizontal shafts 70 and 72 via a link 68. Therefore, even if the interval between the carriage 16 and the main rail 12 is different due to a laying error or the like, the link 68 can freely rotate around the two horizontal axes 70 and 72 in a vertical plane. In addition, the main rail 12 does not bear the weight of the carriage 16 and is advantageous in strength. As described above, the center roller set 58 follows the vertical and horizontal bends of the main rail 12, and the carriage 16 is steered accordingly.

In the present invention, the central roller set 58 and the side roller set 44 are connected by the connecting rod 74, and the steering force received by the central roller set 58 is transmitted to the side roller set 44. FIG. 5 is a plan view of the connecting rod 74. Arms 76 and 78 are extended forward or rearward of the center roller set 58 and the side roller set 44, respectively, and these arms 76 and 78 and the connecting rod 74 are connected to pins 80 and 82, respectively. It is pivoted at.

In this case, one or both pins 80, 82
A ball joint is incorporated at a connection point where the center roller set 58 and the side roller set 44 are allowed to rotate relative to each other. This is to deal with a laying error in the height direction between the sub rail 10 and the main rail 12. The length of the connecting rod 74 can be adjusted by a screw or the like. This is for adjusting the directions of the center roller set 58 and the side roller set 44, respectively.

Although the embodiments of the present invention have been described above, the present invention is embodied in various other modified forms. For example, in the above description, the mechanism in which the side roller set and the central roller set are connected by the connecting rod is built into the bogie, but may be built into the towing vehicle. Further, although the number of rollers constituting the side roller set and the center roller set is two, one or three or more rollers may be used.

In addition, the lower roller of the main rail provided on the carriage may be configured to mesh with the rack so that a braking force can be applied thereto. A hitch mechanism for pulling the next truck is provided behind the truck. Furthermore, some of the above-mentioned towing vehicles are provided with riding facilities on which the pilot rides.

[0022]

As described above, according to the present invention, since the steering force is obtained only from the central main rail, even if there is an error in laying on each rail, squeezing or prying of the rollers occurs. Absent. Therefore, it can lead to an increase in running resistance,
There is no risk of derailment. Moreover, since high accuracy is not required for laying each rail, the laying cost can be reduced. On the other hand, if each roller does not squeeze or pry, the roller does not need a flange to obtain the steering force, and the flange hits the rail, generating unpleasant noise or increasing resistance. And the manufacturing cost is low.

[Brief description of the drawings]

FIG. 1 is a side view of a bogie of a double-rail type carriage showing an example of the present invention.

FIG. 2 is a plan view of a bogie of a double-rail type vehicle showing an example of the present invention.

FIG. 3 is a rear view of a truck of the double-rail type carriage showing an example of the present invention.

FIG. 4 is a sectional view of a side roller set showing one example of the present invention.

FIG. 5 is a plan view of a connecting rod showing an example of the present invention.

FIG. 6 is a side view of a center roller set showing an example of the present invention.

FIG. 7 is a side view of a double-rail type vehicle showing an example of the present invention.

FIG. 8 is a cross-sectional view of a drive unit of a tow vehicle of a double-rail type vehicle showing an example of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 Sub rail 12 Main rail 44 Side roller set 46 Body 48 Vertical axis 58 Central roller set 70 Horizontal axis 72 Horizontal axis

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Akemi Ikeda 465-1 Saidaiji Kawaguchi, Okayama-shi, Okayama Nikkari Monorail Division F-term (reference) 3F203 CA07 DA09 EA05 EB03 EC06

Claims (6)

[Claims] 1. A double-rail type transport vehicle in which a vehicle runs while being guided by a main rail at a central high place and two sub-rails at left and right low places, and a steering force is applied from the main rail and the sub-rail. A central roller set that follows the rail and a side roller set that supports the weight on the side rails are attached to each other.The side roller set is rotatable about a vertical axis in a horizontal plane. A double-rail type transport vehicle, characterized by being connected by: 2. The double-rail type transport vehicle according to claim 1, wherein the side roller set has one or more rollers mounted on the sub-rail, and the rollers have no flange that is considerably wider than the width of the sub-rail. . 3. The double-rail carrier according to claim 1, wherein the center roller set is rotatable about a horizontal axis in a vertical plane. 4. The double-rail type transport vehicle according to claim 3, wherein a ball joint is incorporated at a connecting point of the center roller set or the side roller set of the connecting rod. 5. The double-rail type transport vehicle according to claim 1, wherein the vehicle in which a mechanism in which the center roller set and the side roller set are connected by a connecting rod is incorporated is a towing vehicle. 6. The double-rail type transport vehicle according to claim 1, wherein the vehicle body in which the mechanism in which the center roller set and the side roller set are connected by the connecting rod is incorporated is a luggage loading truck.