JP2000272507A - Engine oiling automatic stopper device for mono-rail transmport vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To automatically stop an engine and oiling when a stop brake is applied, by providing a limit switch which can discriminate a start/stop position of a stop/starting lever and constituting sons to stop the engine by closing a supply oil valve by a change of this limit switch. SOLUTION: When a vehicle arrives at a destination, an automatic stop lever collides against a stopper and a stop starting lever is tumbled. A brake is applied, and at the same time, the stop/starting operating lever is separated from a limit switch contact piece, and a limit switch 56 is turned off. When the limit switch 56 is turned off, an oiling solenoid 84 is turned off to stop supply of oil to a rail. Simultaneously, a current is carried in an earth relay CR87 for 10 seconds, an earth relay terminal cr100 is closed, both ends of a tertiary coil 96 are short-circuited, and AC power of a regulator 92 is effectively short-circuited. As a result, voltage to a spark plug 93 is cut off, an engine can not be ignited, and it is soon stopped.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention A single-rail carrier is an apparatus for automatically traveling with a load on a single rail laid in a mountainous or hilly area. It originally originated in the tangerine orchard in Ehime to transport tangerines, fertilizers and agricultural tools. A small truck with a load of about 250 kg was connected to a small motor vehicle. It is later used for agriculture to transport fertilizers and products. It is also used for civil engineering to carry heavy objects such as stones, cement and gravel. In that case, the truck is 1 ton ~
It will be a large capacity such as two tons. Since there is no single rail, use a combination of upper and lower rails. The issue here is a forestry single-rail truck used by workers for commuting. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic lubrication automatic stop device for an engine of a motor vehicle of a single-rail carrier. That is, the present invention relates to a device for stopping a lubrication automatically and stopping an engine when a single rail vehicle is driven unmanned and returned to a terminal end or a start end.

[0002]

2. Description of the Related Art A single-rail carrier comprises a motor vehicle and a carrier. The powered vehicle is driven by the engine. The fuel is lubricated oil blended gasoline and is mounted on motor vehicles. The rail is a 50 mm square pipe. Racks are welded on top, bottom, and side of rails. In all of our single rail vehicles, the racks are on the side. The motor vehicle has an engine, a clutch, a gear reduction mechanism, a brake, upper wheels, lower wheels, a pinion, an oil tank, a manually operated lever, and the like. Slow down the engine and turn the pinion. The pinion pushes the rack and the powered vehicle moves by the reaction.

[0003] In a single-rail vehicle, lubrication refers to supplying lubricating oil to the meshing surfaces of gears, pinions, and racks. Here, lubrication oil is supplied only when traveling to rails, racks, and pinions, not to transmissions and gears. During traveling, the vehicle travels while supplying lubricating oil to the meshing portion between the pinion and the rack in order to prevent wear of the rack and suppress noise. When stopped, lubrication must be stopped.

[0004]

SUMMARY OF THE INVENTION Single track vehicles are also used in the forestry field. It is used for commuting instead of carrying the cut trees. The workshop is on the top of the mountain and goes from the foot. In the past, there were so many bloody young people that I walked up and down the mountain. It did not bother. But now all workers are aging. It is difficult to walk up and down the mountain. If you have a forest road, you can go up by car. However, there are many places without forest roads. It is difficult to make a new forest road to protect nature.

[0005] In this case, a single-rail carrier appears.
The rail can be easily installed on a single-rail carrier, and the rail can be provided in a narrow space. If you lay a narrow rail, you can easily climb up and down a steep gorge of 30 degrees. It is difficult for elderly people to climb and descend daily on steep mountain roads of several kilometers. However, if you have a single-rail carrier, you are not bothered. Thus, in the field of forestry, single-rail vehicles have become widely used for commuting.

[0006] A single-rail carrier for riding is composed of a motor vehicle and a carrier. The motor vehicle is provided with an engine, a brake, a lubrication device, an operation lever, and the like, in addition to the traveling device. There are no wires, only isolated rails on the hillside. So, a motor vehicle is not driven by a motor. An electric circuit is used for driving an engine, driving a starter motor for starting the engine, and supplying a high voltage to a spark plug. In addition, circuits that handle large currents and complicated electric circuits that perform advanced control cannot be provided in single-rail vehicles.

[0007] It is completely different from a monorail as urban public transportation that runs on a flat track with no slope and with many people. The monorail can use plenty of power and can also have a built-in computer, so it can perform complex control freely. Single rail vehicles are mountains without wires,
Transportation in deep mountains. Do not confuse single rail vehicles with monorails. Single-rail trucks climb and descend steep slopes in mountain forests without electrical wiring.

In a single-rail carriage, the engine is started by manually switching an operation lever. Stopping at the start point of the end point is performed by providing a stopper for stopping on the ground, and a lower end (stop lever) of the operation lever hitting the stopper to apply a brake. The operation of the brake itself is automatic. However, stopping the engine is impossible with the operation of the stopper. One of the workers who confirmed the stoppage cuts off the key switch and stops the engine. The engine is stopped only by manually turning off the key switch.

[0009] Another problem is lubrication of the rails.
The rail is sandwiched between upper and lower wheels from above and below, and both sides are pressed by guide rollers. This structure is the same for a motor vehicle and a transport vehicle. In the case of a motor vehicle, the pinion further meshes with the rack.
It is a metal-to-metal contact and the noise and wear are remarkable. Thus, the single-rail carrier travels while gradually and continuously lubricating the rail with lubricating oil. Opening the oil tank valve releases the oil, and closing the valve stops the oil. Such lubrication was also performed manually.

[0010] Therefore, a person riding on a single-rail carrier must raise the operating lever to release the brake, start the engine by a key switch, open the oil valve, and pour oil onto the rail. You do not need to do anything while driving. There is no such thing as a steering wheel or a steering wheel because the road is decided because it runs on the rail automatically. Speed is 1st, 2nd
You can switch speed, 3rd speed, etc. Since this is largely determined by the inclination, if the inclination is constant, it does not have to be changed in the middle. The running speed is slow, about walking or slower. Still it is much easier than walking on a mountain path. It is also safe.

At the end point, the stop lever (provided below the operating lever) hits the stopper, and the stop brake is automatically activated to stop the single rail vehicle. The operator stops the engine and closes the oil valve. Oil flow to the rail stops. In this state, the work is started by getting off the single-rail carrier. Thus, driving a single-rail carrier requires human labor.

[0012] Forestry workers form a team, for example, in units of five and proceed with work. When commuting to work, a group of five ride on a single rail truck and go to the workplace on the mountain. The transport vehicle has five seats so that all five can ride. There is no problem if all five can leave. However, five people are not always available. Sometimes one person is late.
In that case, it is not always possible to wait for a late visitor. Busy work is waiting on the mountain.

If one person is known to be late, the following will occur. At first, four people go to the workplace on the mountain on a single rail carriage. There may be an option for four people to get off and leave the single-rail carrier on the hillside (here termed terminal). Then latecomers have to walk up steep mountain trails. This is unkind.

Therefore, there may be an option to reverse the mission, drive down, drive unmanned, and return to the foot.
When the engine is started, the oil valve is opened, and refueling is started, the single-rail carrier is lowered. You can run unattended. When you descend and reach the foot (called the beginning),
The stop lever hits the stopper and the brake works to stop. The clutch disengages. That's good. However, nobody cuts the engine because it is unmanned. The engine remains running. Turn until fuel runs out. Fuel is wasted.

There is a problem of lubricating oil lubrication to the rail. The lubricating oil keeps flowing because no one turns the valve. Oil remains dripping under the rails. The oil tank is empty immediately. This is a huge waste.

Therefore, the following is eventually performed. Four people went up the mountain, but only three people worked and one person (for example, a “forwarder”) got on a single-rail carrier again and descended to the foot. When reaching the starting point, the single-rail carrier stops automatically. The forwarder turns off the engine of the single-rail carrier and closes the oil valve. If you do just that, the forwarder will have no more business. Just wait for the latecomer to come. When the latecomer arrives, both the forwarder and the latecomer ride on a single-rail carrier from the foot (start) to the mountain (end). Now we have five people.

[0017] It means that only three people can work because of the latecomers. Why do you need a forwarder? This is necessary only to close the oil valve of the single-rail carrier that has returned to the foot and to turn off the engine. When you reach the foot (starting point), the role is already over. This is because even if the latecomer comes alone, the engine can be started and the oil valve can be opened. From the viewpoint of business operations, the round trip of the sender is useless. However, since the engine and refueling cannot be stopped automatically, a forwarder is absolutely necessary.

If there is only one late visitor, that is enough, but if there are two late attendants, it is more serious. Only three people go up the mountain once, two people start work, and one person forwards a single-rail carrier down. When the first latecomer comes, the forwarders and latecomers rise. Of the two people who arrived on the mountain,
Latecomers either start working or either. One must again get down to the foot in a single-rail carrier.
And wait for the second later. In this case, two forwarders are required. If there are three latecomers, you will end up dropping down the single-rail carrier with three forwarders. It's annoying to come and go.

In that case, it means that you must not be late, but it is not so. In the case of forestry, work is often performed on high mountains, so that the rail length of a single-rail carrier is 1 km to 3 km. Because the speed is slow,
It takes time to return. It takes time to go and return for work many times. However, it is a function of the current single-rail carrier, and if there is a delinquent, a forwarder is absolutely necessary.

Since it is possible to return unattended from the top of the mountain, the engine should be automatically stopped and the refueling stopped when returning to the foot without any means.
Even now, there are stoppers at the start and end points of the rail, and the brakes are automatically applied. It is only necessary to extend that function and automatically stop the engine and refueling. If the engine and refueling stop when an unmanned returning single-rail vehicle is braked at the foot, no forwarder is required. An unmanned single-rail carrier will wait for the latecomer, eliminating waste. The present invention has been made for such a purpose. That is, it is an object of the present invention to provide a single-rail carrier in which when a stop brake is applied at a start point and an end point, an engine stop and a fuel supply stop are automatically performed.

[0021]

A power train of a single-rail carrier has a stop / start operating lever which can be rotated by a stopper and operated manually. A limit switch is provided for discriminating whether the stop / start lever is at the start position or at the stop position. The change of the limit switch closes a refueling valve (valve) and stops the engine. When the stop / start operation lever is in the running position, the refueling valve is open and voltage is applied to the ignition plug of the engine. When the stop / start operation lever changes to the stop state, the change is detected by the limit switch and the lubrication valve is closed. Further, generation of voltage to the ignition plug is suppressed, and the engine is stopped.

[0022]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The opening and closing of a lubrication valve can be instantaneously performed by opening and closing a solenoid. A solenoid is connected in series with the limit switch, and when the limit switch is opened, the lubrication solenoid is shut off and lubrication to the rail is stopped.

However, the engine cannot be stopped immediately because it is mechanical and has inertia. A regulator and a magnet are mounted on the single-rail carrier to supply the high pressure to the spark plug intermittently. The magnet is formed by winding a primary coil, a secondary coil, and a tertiary coil around a magnetic core. A regulator converts the direct current of the battery into an alternating current, and supplies an alternating current to the primary coil.
Since the secondary coil has many turns, a high voltage is generated. This induces a discharge in the spark plug. The tertiary coil is a coil wound around the same magnetic material. This takes a state where both ends are open and a state where they are connected. At the time of opening, the primary coil and the secondary coil are magnetically coupled. The spark plug ignites, and the engine generates driving power. When the tertiary coil is short-circuited, the magnetic flux of the magnetic material is frozen, so that the effective magnetic permeability decreases. The impedance of only the regulator drops. No voltage is output to the secondary coil. The spark plug stops firing. Then, no explosion occurs in the engine space. The engine loses thrust. The regulator stops generating the AC voltage. The key switch returns to the stop state.

It takes a certain amount of time to stop the engine. Therefore, a timer for measuring a fixed time from the closing of the limit switch is provided, and the timer is used to short-circuit both ends of the tertiary coil of the magnet. This time depends on the engine performance, but may be as long as 10 seconds.

Special measures are taken for the shape of the contact piece of the limit switch. The stop / start operating lever may hit the weeds and swing back and forth during running. The end of the limit switch contact piece is slightly bent so that the state of the limit switch contact piece does not change even if the stop / start operation lever is slightly swung back and forth. This bend extension gives play to the operation of the limit switch.

[0026]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a single-rail transport vehicle according to the present invention. FIG. 1 is a right side view of a motor vehicle of a single-rail carrier according to an embodiment of the present invention.
Is a left side view. Connect the truck behind the motor vehicle.
The inventive point of the present invention lies in a part of a motor vehicle. A person gets on the carrier, and one of them starts and stops.
The transport vehicle has a simple structure in which a truck is mounted on a traveling device, and the truck has a chair. The traveling device of the transport vehicle is a simplified version of that of the powered vehicle, and can be inferred from that of the powered vehicle. Therefore, illustration of the transport vehicle is omitted.

The power vehicle 1 has a traveling device 2 below. The traveling device and the power transmission mechanism are housed inside the frame 3. The frame 3 is an Al alloy. Make by type. It can also be made by cast iron with a mold. The stop / start operation lever 4 rotatably provided upward is used to apply and release a brake, and plays an extremely important role in the present invention. The automatic stop lever 5 rotatably provided downward also applies or releases a brake. This also has important functions. The operator operates the stop / start operation lever 4 that has come out upward by hand. The automatic stop lever 5 hanging downward is automatically operated by a stopper provided on the ground. Both are linked because they dominate the brakes as well. They work together, but the relationship is a bit more complicated.

Several additional superstructures are provided on the frame 3. An oil tank 6 is provided above the rear side. This is the tank containing the lubricating oil in question. The oil is dripped little by little onto the rail from the oil filling cock 7 through the hose 8. Coatings on rails and racks reduce wear on wheels, drive pinions, etc.
Reduce noise.

Further, there is a battery box 9 in which a rechargeable battery is accommodated. This is mainly for driving the starter motor. In the case of a small single-rail carrier, there was a type in which an engine was started by pulling a wire without a starter motor. Because it needed strength and knack, it started to attach a self-motor. Therefore, batteries were needed.

The fuel tank 10 is further on the upper right side.
This holds the fuel of the engine 11. In many cases, lubricating oil-mixed gasoline is used as fuel. For 10 hours after the start of purchasing the engine, use a mixed oil having a ratio of 20: 1 = gasoline: lubricating oil. After that, 50: 1 = gasoline:
Use a mixed oil with a lubricating oil ratio.

The rotation of the engine 11 is transmitted to a gear reduction mechanism (mission) via a centrifugal clutch (not shown).
The mission 12 is inside the frame 3. This does not include chains and the like. The gears are multistage decelerated. A starter motor 13 is mounted in front of the mission 12. A downhill brake (constant speed brake) 14 is provided on the left side of the frame 3. This is a combination of a shoe and a brake drum that spread by centrifugal force. If the rotation of the rotating shaft is increased, the shoe is prevented from contacting the drum and the speed is prevented from becoming excessive. Prevents excessive speed when going downhill. This is to set the acceleration to 0, not to the speed, even if it is called a brake.

There are three braking devices on a single rail carrier.
One is for stopping at the beginning and end, and is called a stop brake. The other is an emergency stop brake that stops when the speed becomes excessive. This is a last resort to prevent accidents and usually does not work. The other is a constant speed (downhill) brake 14. This is for safely descending at a constant speed. These three types of brakes should not be confused.

A muffler 15 is provided at the top of the head for exhausting the engine 11. The muffler 15 is protected by a muffler cover 16.

A universal joint 17 is provided on the back of the traveling device 2. This is for connecting to a subsequent carrier (not shown). A transmission oil inlet 18 is provided in the portion of the transmission 12 of the frame 3. The transmission consists of a gear train, which needs to be lubricated with oil or grease.
There are also single-rail trucks of the type in which power is transmitted by chains and sprockets. However, applicant does not take such a fragile transmission mechanism. The chain breaks. Runs out when cut. Runaway will result in an accident. It is a danger.
So choose a gear reduction mechanism. Here, the entire transmission case is filled with lubricating oil.

A change lever 19 is provided on the upper surface of the frame 3.
There is. This performs forward / reverse switching. The meshing of the gears is changed, and the direction of forward / reverse is switched. In addition, the speed reduction ratio may be changed to change the absolute value of the speed, such as first speed, second speed, and third speed.

The rail 21 to which the rack 20 is welded on the side is a square iron pipe. It is a 50 mm × 50 mm rail. A rail beam is welded to the side of the rail 21 on the side where the rack is not provided, and the rail is cantilevered by a column. The rack 20 is formed by bending a thin bar of mild steel into a corrugated shape and welding it to the side surface of the rail. For example, a corrugated rack is automatically welded to a 3 m square rail. Since the rail is bent by welding, a step of correcting the bending is necessary. The corrugated rack often has a large pressure angle and a stubby toothed drive pinion. Since the pressure angle is difficult to be constant in the case of a wave-shaped bend, steel may be cut into a rack with a precise shape and welded to the side of the rail.

On the right side is a recoil starter 22, as shown in FIG. There is a carburetor 23 on its side.
Mix air to vaporize fuel. Next to it is a starter lever 24. Starter key switch 2 behind
5 and key 26 is inserted. Key switch 2
Turn the key 5 to rotate the starter motor and start the engine. Turning the key 26 in the opposite direction will stop the engine. It is easy to start and stop the engine if the operator operates it by hand. But this could not be done automatically. The key switch 25 will be further described later.

Below these superstructures is a stop brake. FIG. 2 shows only a part thereof. The brake lever 27 rotates the movable shaft of the brake shoe to reduce or expand the diameter of the shoe. A front end of a stop brake rod 28 extending horizontally in the front-rear direction is fixed to a lower end of the brake lever 27. The fixing point between the brake rod 28 and the brake lever 27 can be moved back and forth by adjusting nuts 29 and 30. This is for adjusting the working condition of the brake. Above it is a spring rod 3
There is one. This is a rod that moves in the opposite direction to the brake rod 28. The stroke can be adjusted by the adjusting nut 32. The stop brake drum and shoe are inside the frame at about the same height as these rods 28, 31 in FIG. Figure 1 shows the stop brake
It will be described once again by 2.

The automatic engine stop device 33 is an object of the present invention. This is newly provided for a single-rail carrier according to the present invention. This is a small mechanism added to the side of the right rear half frame of the motor vehicle. The movement starts from the stop / start operation lever 4. Therefore, it is provided at the base of the stop / start operation lever 4.

The traveling device 2 includes a group of wheels for traveling on the rail 21. These are collared wheels. The front upper wheel 34 presses the upper surface of the rail 21. Front upper wheel 3
Immediately below 4 is a front lower wheel 35 that holds the lower surface of the rail. Both are idle wheels. The front upper wheel 34 is supported at both ends by a frame. The front lower wheel 35 is cantilevered. There is no frame 3 below the rail. It is open. A rail beam is welded to the open side surface of the rail 21 to be cantilevered, but the right half of the frame is open since the rail beam is cantilevered by a column. Therefore, the lower wheel 35 cannot be held on both sides.

The rail is a square iron pipe of 50 mm × 50 mm. Since only one rail is used, it is necessary to hold the front, rear, upper and lower sides with flanged wheels. Above the rear rail is a rear upper wheel 36. This is also a double-ended play wheel. Under the rear rail, a rear lower wheel 37 and a drive pinion 38 are provided.
Are provided coaxially. The rear lower wheel 37 is a single-flanged idle wheel. The drive pinion 38 terminates the power transmission gear system, not the idle wheel. A part of the drive pinion 38 has a flange shape and holds down the rail. Engine thrust is transmitted to the drive pinion via a gear reduction mechanism in the frame via a clutch (not shown). A forward / reverse switching mechanism in the middle of the reduction gear train, a reduction ratio (first speed, second speed, etc.) switching mechanism,
There are a rotation axis for a stop brake, a rotation axis for a constant speed brake, and the like.

FIG. 3 shows a part of the motor vehicle viewed from a direction perpendicular to the rail 21. 2 shows two levers and stoppers that play important roles in the present invention. The columns 40 are erected on the ground at appropriate intervals. At the upper end of all columns 40 there is a cylindrical bracket 41. An extension piece of the bracket 41 is fixed to a side surface of the rail 21 by a bolt. Thus, the rail is cantilevered by the plurality of columns 40.
In order to pass the support mechanism from this side, the lower wheel must be cantilevered as shown in FIG. Middle strut 40
Only cantilever the rail.

In addition to the bracket 41, a stopper 42 is provided on the two columns at the start and end. The rod-shaped stopper 42 collides with the automatic stop lever 5 and rotates it to operate the stop brake. A stopper receiving member 43 composed of a cylindrical portion and a horizontal plate is fixed at an appropriate height of the column 40. A vertical axis 45 passing through the spring 44 is fixed to the horizontal plate portion of the stopper receiving member 43. The root of the rod-shaped stopper 42 is turned one turn to form a hinge. The stopper 42 is rotatably supported by a longitudinal axis 45 at a hinge. The stopper receiving member 43 is fixed to the column 40 by screws 46.

As shown in FIG. 5, a spring 44 applies an elastic force in a certain direction to the stopper 42 at the start and end columns. The stopper 42 is prevented from rotating in the direction of spring elasticity in the state of H. The stopper 42 is stationary at a state H in which the stopper 42 protrudes in a direction perpendicular to the rail by the action of the rotation preventing mechanism and the spring 44. This is a stable state. This is as shown by the solid line in FIG. The purpose of the stopper 42 is to hit the automatic stop lever 5 and push it up. However, on the contrary, when going over the stopper 42 at the time of starting, the automatic stop lever 5 must not be knocked up.
This is because when the stopper 42 rotates the automatic stop lever 5 at the time of startup, the brake is applied and the vehicle cannot start moving. Therefore, at the time of activation, the stopper 42 is turned backward so as not to be in the way.

Therefore, the stoppers 42 at both ends are provided with a motion asymmetry. At the end point where the vehicle should travel and stop in the direction D, the stopper 42 can move between JH. The spring 44 pushes the stopper 42 from the point J to the point H. The stopper 42 does not turn to the G side beyond the H point. Since the stopper 42 at the H position pushes up the automatic stop lever 5, the brake is applied to stop. Since it takes time to stop, the single-rail carrier is closer to the G side than the stopper 42 when stopped. To start the engine after a while, start the engine by moving the starter motor. The single-rail carriage starts moving and the automatic stop lever 5 hits the stopper 42 in the opposite direction. At this time, the stopper 42 turns to the J side with almost no resistance, and the automatic stop lever 5 can keep the hanging state as it is. When the automatic stop lever 5 is released, the stopper 42
Returns to the H position.

Conversely, at the end point where the vehicle should proceed in the F direction and stop, the stopper 42 can only move between the HGs. The spring 44 presses the stopper 42 in the direction from G to H. Stopper 42 stops at H point, and HJ
I don't go between. When the automatic stop lever 5 of the single-rail carrier that has traveled in the F direction hits the stopper 42, the automatic stop lever 5 is flipped up. Eventually the stop brake works and stops. The stopped position is shifted toward the J side from the stopper 42. After a while, when the single-rail carrier is started, the vehicle heads in the direction D. When the automatic stop lever 5 hits the stopper 42, the stopper 42 retreats and the automatic stop lever 5 remains as it is. So there is no braking. The spring returns the stopper 42 to the H position. Due to the asymmetry of the rotation of the stopper 42, it is possible to stop and start at the start end.

The above is only a description of the structure of a conventional single-rail carrier. The portion of the automatic engine refueling stop device 33 of the present invention will be described. It is a small feature that appears in FIG.
FIG. 6 is a vertical sectional front view of the engine refueling automatic stop device 33. FIG. 7 is a cross-sectional plan view, and FIG. 8 is a vertical side view.

The lever shaft 47 is fixed to the frame 3 as shown in FIG. A modified disk-shaped crank 53 and a disk-shaped plate 48 are rotatably fitted on the lever shaft 47.
The end of the lever shaft 47 has a male screw portion, into which a washer is inserted, and the nut 50 and the cap nut 49 are screwed together. When the nut 50 and the cap nut 49 are tightened,
The crank 53 is connected. These two members integrally rotate around the lever shaft 47. A female screw hole 51 is formed in the radial direction of the plate 48. The tip screw portion 52 of the stop / start operation lever 4 is screwed into this. When the stop / start operation lever 4 is turned, the plate 48 and the crank 53 rotate integrally. When the stop / start operating lever 4 is raised, the stop brake is released,
When you wake up, the stop brake works. The engine refueling automatic stop device mounting plate 54 is vertically fixed to the frame side plate with screws. Further, a cover plate 55 having a U-shaped cross section is attached to the side of the frame.

A limit switch 56 is provided in a space between the mounting plate 54 and the cover plate 55. This opens and closes in conjunction with the stop / start operation lever 4. The present invention is based on a limit switch 56 that opens and closes in conjunction with the stop / start operation lever 4.
It is in. The contact piece 57 of the limit switch 56 is arranged so as to intersect the movement locus of the stop / start operation lever 4 at a slight angle. Mounting plate 58 for limit switch 56
Are fixed to the joint plate 59 by bolts 60. The connecting plate 59 is welded to the engine lubrication automatic stop device mounting plate 54. The cover plate 55 has a U-shaped cross section. Partly opening 6
1 so that the movement of the stop / start operation lever 4 is not hindered. The limit switch 56 has a female screw hole 62 above. This is for mounting with screws. The contact piece 57 can rotate around the pin 64. On one side of the limit switch 56 is a lead extraction section 63.

FIG. 7 is a plan view showing the relationship between the contact / separation of the stop / start operation lever 4 and the contact piece 57 of the limit switch 56. 9 and 10 also show the relationship between the two. K is the position (inclined) of the stop / start operation lever 4 at the time of stop. M is the position (upright) of the stop / start operation lever 4 during traveling. FIG. 7 shows a state in which the stop / start operation lever 4 is upright, the single-rail carrier is running, and the limit switch is closed. When the stop / start operation lever 4 is at the K position (stop), the contact piece 57 opens as shown by the dashed line. The limit switch is turned off (open). It is stopped.

9 and 10, which are plan views, the stop / start operation lever 4 moves on the action line UV. The point M in FIG.
The upright position of the stop / start operation lever 4 during traveling is shown. The limit switch is off. Since the tip of the contact piece 57 is slightly bent, the action line UV is parallel to the tip of the contact piece when the limit switch is closed. When the vehicle is running, the stop / start operation lever 4 stands upright at the point M, but the grass is overgrown because it is a mountain road. Start / stop operation lever 4 on grass
The crank may move slightly when the automatic stop lever 5 is hit. Even if the stop / start operation lever 4 moves, it only moves to the point L at the maximum. The limit switch contact piece 57 does not move as long as it moves between the ML points. The distance between the LMs is 13 mm. This is the play of the stop / start operation lever 4. Since there is play, the limit switch 56 remains on even if there is an obstacle such as grass or stone. This can prevent malfunction. FIG. 11A shows a front view in a state where the limit switch is closed (M, L). FIG. 11B is a front view showing a state where the limit switch is open (K).

When the stop / start operation lever 4 is upright, the brake can be released and the vehicle can run. When the stop / start operation lever 4 is sleeping, the brake is closed and the single-rail carrier is stopped. The relationship between the stop / start operation lever 4 and the limit switch is
As described with reference to FIGS. 7 to 10, the limit switch is closed (ON) when the stop / start operation lever 4 is upright, and the limit switch is opened (OFF) when the lever is in the fall state. Therefore, when running: Stop / start operating lever upright: Limit switch on Stop: Stop / start operating lever backward tilt: Limit switch off

There is a simple relationship as shown below. The relationship between the stop / start operation lever 4 and the brake has been described in detail in the earlier application of the present application. The brakes can be transitioned between two stable states using odd shaped cranks and springs. It is an upper stop / start operation lever 4 and a lower automatic stop lever 5 that determine opening and closing of the brake. The automatic stop lever 5 is suspended vertically during running, but is rotated and brakes when hitting a stopper. At the same time, the upper stop / start operation lever 4 falls down.

That is, the stop / start operation lever 4 falls down due to the action of the automatic stop lever 5 hitting the stopper. When the stop / start operation lever 4 is tilted, braking is effective.
The brake is released by the operator raising the stop / start operation lever 4 by hand and erecting the same. The stop / start operation lever 4 is raised by hand and automatically depressed by a stopper. Of course, the worker riding the single-rail carrier can reach out and pull the stop / start operation lever 4 backward to stop the single-rail carrier.

The relationship between the stop brake, the stop / start operation lever 4 and the automatic stop lever 5 is characteristic of the applicant's single-rail carrier. Japanese Patent Publication No. 4-36910, "Single Rail Vehicle Stopper" (filed on May 10, 1988,
(Announced June 17, 1992, Patent No. 1749068)
Has a detailed description. Here, the same stop brake mechanism is used. The brake shoe is opened and closed by a crank having a special cam-shaped outer peripheral surface and two stable positions, and a stop / start operating lever is fixed to the crank.
The automatic stop lever is connected to the crank through a link. The two stable cranks control the movements of the brake, stop / start operating lever, and automatic stop lever. Its skeleton is described in detail in the aforementioned patent. Here, this will be described with reference to FIG. It is a clever structure. However, the relationship between the brake and the crank is not the object of the present invention.

The crank 53 is rotatably mounted on the lever shaft 47 together with the plate 48. The stop / start operation lever 4, the plate plate 48, and the crank 53 are integrally fixed and rotate the same. Although the crank is a disk, a concave curved surface PQR is formed on the outer periphery. The point R forms a cusp, but beyond this peak, a concave portion RST is further formed. FIG. 13 is a front view of only the crank. The crank 53 has a pin hole f substantially opposite to the curved surface.

A disk 65 is also provided directly below the crank 53 so as to be rotatable. The link 66 loosely couples the crank 53 and the disk 65. The movement of the stop brake is controlled by the crank 53 and the disk 65.

The stop brake includes a brake drum 68 indicated by a broken line, an expansion spring 69, a brake shoe 70, and the like. When running, the shoe shrinks and is separated from the disc.
When the shoe 70 is opened, it comes into contact with the inner surface of the drum 68 to generate a braking force. The spring rod 31 includes a spring receiver 67 and an adjustment nut 3.
2 receives a rightward force by an expansion spring 69 provided therebetween. An S-shaped arm 71 connects a point f on the circumference of the crank 53 and a starting end a of the spring rod 31. The starting end a of the spring rod 31 is connected to the force point of the lever 72 and the end of the arm 71. The lever 72 can slightly rotate around the fulcrum b.

The brake rod 2 is located at the action point c of the lever 72.
8 are joined. The end of the brake rod 28
It is connected to one end d of the lever 74. The starting end of the brake lever 74 is connected to a brake shoe rotation shaft 76 to rotate it.

FIG. 12 shows a stop state in which the brake is applied. The stop / start operation lever 4 is falling backward. The lever 72 is turned counterclockwise by the action of the expansion spring 69. The rod 28 shifts to the right, the brake lever 74 turns counterclockwise, and the brake shoe 70
Is in contact with the drum 68. It is the crank 53 that controls the rotation angle of the lever 72.

The crank 53 has two stable positions as described above. A mechanism in which the crank 53 takes two stable states will be described.

A holding piece 77 that can rotate around the pivot point W is provided diagonally above the crank 53. At the tip of the holding piece 77 is a crank pressing roller 78. The other end of the holding piece 77 is pulled toward the fixing pin 80 by the tension spring 79. The holding piece 77 receives a counterclockwise force. By the action of the tension spring 79, the crank pressing roller 78 strongly presses the first curved surface PQR or the second curved surface RST of the crank 53. FIG. 13 shows two states of the crank 53. FIG. 13A shows a stopped state, and FIG.
Is a running state.

As shown in FIGS. 12 and 13 (1), the first curved surface P
When the roller 78 contacts the QR, the position of the crank 53 is determined so that the roller contacts the minimum point Q. This is the first stable point. At that time, the stop / start operation lever 4 is falling backward. Even if the stop / start operation lever 4 is slightly fluctuated, the crank 53 rotates so that the roller 78 hits the minimum point Q as long as it is on the first curved surface PQR. Roller 78 has point R
Can not get over naturally. R on curved surface PQR
In particular, when the protruding roller 78 approaches the point R, the spring 79
This is because the restoring force increases. The state where the roller 78 is in contact with the minimum point Q is stable. At this time, the stop / start operation lever 4 is sleeping behind. Arm 71 leverage 72
Is pushed back in the direction of. The extension spring 69 is extended.

The link 66 is formed by the pin f of the crank 53.
Is pivoted at one end. The link 66 has a long loose fitting hole 81. A pin h around the disk 65 is inserted into the loose fitting hole 81. The automatic stop lever 5 is suspended from the lower end 82 of the disk 65. Since the pin h is at the upper end of the loose fitting hole 81 of the link 66, that state can be maintained.

Actually, the disk 65 is a brake drum of an emergency stop device. Emergency stop means that when the speed becomes excessive, the shoe opens and contacts the drum to apply braking. However, since the description is more complicated, the emergency stop device will not be described here. Regarding the emergency stop device, Japanese Patent Publication No. 4-36910 and Japanese Patent Publication No.
No. 911 (“Stop brake mounting structure for single rail transport vehicle” Patent No. 1747007), Japanese Patent Publication No. 63-5309 (“Emergency stop device for single rail transport vehicle” Patent No. 145703)
No. 1).

In the state shown in FIG. 12, the brake is closed (stopped).
State. From now on, the brake can be released by strongly pulling the stop / start operation lever 4 rightward (clockwise). Because the power is strong, the crank 53 turns clockwise,
The pressing roller 78 passes over the cusp R. The crank pressing roller 78 now contacts the second curved surface RST.
This is a narrow curved surface. FIG. 13B shows this state. The stop / start operation lever 4 maintains a vertically upward state (upright). The pin f also turns clockwise. The arm 71 moves to the left. The power point a of the lever 72 moves to the left. The expansion spring 69 is forcibly compressed and contracted. Lever 72 turns counterclockwise. The action point c shifts to the right. The brake rod 28 also moves to the right. The lever 74 turns counterclockwise. The brake shoe rotation shaft 76 rotates counterclockwise. The shoe 70 separates from the drum 68. The brake is released. The state where the roller 78 contacts the second curved surface RST is also stable. Due to the tension spring 79, the roller 78 does not climb over the point R. Therefore, the brake release state is also stable. You can run in that state. The movement of the brake (closed to open) does not include the movement of the automatic stop lever 5. That is, the automatic stop lever 5 has no role in the transition from the stop state to the running state.

In the opposite brake operation (open → close), the automatic stop lever 5 plays a more important role than the stop / start operation lever 4. It is a matter of course that the stop / start operating lever 4 is manually turned (turned) in the opposite direction to close the brake. When the crank 53 rotates counterclockwise, the roller 78 comes into contact with the first curved surface PQR. When the arm 71 is pushed, the spring rod 31 moves to the right and the extension spring 6
9 extends, the brake rod 28 moves to the left, the brake shoe 70 opens, and the brake is applied. This corresponds to a manual emergency stop.

In practice, it often happens that the automatic stop lever 5 hits a stopper provided on the ground to automatically apply a brake to stop. FIG. 3 shows a state immediately before the stopper hits the automatic stop lever 5 as viewed from the traveling direction.

FIG. 14 shows a single-rail carriage that stops naturally at the end by the action of the automatic stop lever 5. FIG.
(1) is a single-rail carrier that travels (forwards). The stop / start operation lever 4 stands upright, and the automatic stop lever 5 faces directly below. FIG. 14B shows a state in which the automatic stop lever 5 has hit a stopper 42 provided near the rail. The automatic stop lever 5 is lifted obliquely upward. At the same time, the stop / start operation lever 4 also leans obliquely backward. Since the stop brake is applied, the single-rail carrier stops as shown in FIG. The stop / start operation lever 4 is down. The automatic stop lever 5 returns by gravity.

FIG. 15 shows a single-rail carrier which stops naturally at the start end by the action of the automatic stop lever 5. Both the beginning and the end stop on the same principle. There is only a difference between forward and backward. FIG. 15A shows a single-rail carrier that travels (reverses). The stop / start operation lever 4 stands upright, and the automatic stop lever 5 is suspended. FIG. 15B shows a state in which the automatic stop lever 5 has hit the stopper 42. The automatic stop lever 5 is raised, and the stop / start operation lever 4 falls backward. Here, the stop brake operates. FIG. 15C shows a state where the vehicle has stopped.

FIG. 12 shows a stopped state. In a running state, the crank 53 is turned clockwise, the roller contacts the curved surface RST, and the pin f is pulled up. The pin f pulls up the link 66, and the pin h (83) of the disc 65 is at the lower end of the link loose fitting hole 81. You are traveling with the link pulled up. At the start or end, when the automatic stop lever 5 hits the stopper 42, the automatic stop lever 5 is lifted, so that the pin h is lowered and the link 66 is pulled down. When the link 66 is lowered, the pin f is pulled down, so that the crank 53 rotates counterclockwise.
The crank pressing roller 78 that has been in contact with the point S
And moves toward the first curved surface RQP. The stop / start operation lever 4 rotates counterclockwise and falls backward.

Since the arm 71 is pushed rightward, the spring 6
9 spreads. The lever 72 rotates clockwise, and the brake rod 28 is pulled to the left. The brake shoe opens and contacts the drum. The brake is applied. The single-rail carriage stops. As described above, in the transition from the running state to the stop, the change is caused by the automatic stop lever 5 colliding with the stopper and being lifted instead of tilting the stop / start operation lever 4.

As shown in FIGS. 7, 8, 9 and 10,
The limit switch 56 is opened and closed by the movement of the stop / start operation lever 4. When the automatic stop lever 5 is upright (running), it is in the position of M to L in FIG. 9, the limit switch contact piece is in a depressed state, and the switch is closed.

When the automatic stop lever 5 falls backward (point K), the contacts of the limit switch are open. The present invention is to automatically stop refueling and stop the engine when the single-rail carrier stops. The above description is not directly related to the mechanism of the present invention. The operation of each part has been described as it is necessary for the mechanism of the present invention to function. Finally, the mechanism aimed at by the present invention will be described. 16 to 1
9 describes the electrical circuit.

FIG. 16 shows a stopped state. The key switch is a kind of rotary switch, and the contacts are arranged in a ring. Here, it is written in parallel for convenience of explanation. The key switch 25 has three pairs of contacts. The pair of + M and -M contacts are opened and closed by the contact piece r. The pair of contacts between B2 and L is the contact q
To open and close. The contact point between B1 and ST is opened and closed by the contact piece p. The contact pieces p, q, and r work together. Piece q and piece r are complementary. That is, if q is open, r is closed, and if q is closed, r is open. p looks a little different. When the key is inserted and turned to the right, both q and p close, but when the key is released, p opens and q remains closed.

B1 and B2 are connected to battery + B. The contact L is connected to one end of a limit switch 56 and one end of a timer contact tr99. Limit switch 5
6 has a tumbler switch 85 and a lubricating solenoid 84.
Connected to. The other end of the lubrication solenoid 84 is grounded. The other end of the tumbler switch 85 is connected to the timer TR86. The timer TR measures the time after the current starts flowing and closes the timer contact tr99 for 10 seconds. The other end of the timer contact tr is connected to an earth relay CR87.
The earth relay terminal cr100 is provided for short-circuiting between the contacts + M and -M.

The magnetic switch 88 is a device for starting the starter motor 13. Coil 89 and contact piece 90
(U, v). The contact point ST is connected to the coil 89. Contact u leads to the battery. The contact v is connected to the coil 97 and the rotor 98 of the starter motor 13. The starter 13 is a device for starting the engine.

The magnet 91 drives and stops the engine. The magnet 91 has a primary coil 94,
A secondary coil 95, a tertiary coil 96 and the like are included. The primary coil is connected to a regulator. One ends of the secondary coil and the tertiary coil are connected to the + M contact of the key switch 25. The other end of the secondary coil 95 is connected to a spark plug 93.
The other end of the tertiary coil 96 is grounded. Regulator 92
Can apply an alternating current to the primary coil.

In the stop state shown in FIG. 16, the stop / start operation lever 4 is depressed and the key is removed from the switch. Since the stop / start operation lever 4 is tilted, the brake is operated by the action of the expansion spring 69. The crank pressing roller 78 in FIG. 12 presses the point Q. In the key switch 25,
Since the key has been removed, the (normally closed) contact piece r is in contact with + M and -M. The (normally open) contact piece q is separated from B2 and L. (Normal opening) The contact piece p is also separated from B1 and ST. Since the tertiary coil 96 of the magnet 91 is grounded by the contact piece r, the induction of the secondary coil 95 is prevented. No voltage is output to the secondary coil. Spark plugs do not generate sparks. The engine is off. Limit switch LS5
The lubrication solenoid is turned off because 6 is open. Lubrication valve is closed.

In order to make the single rail carriage travel from the stop,
The stop / start operation lever 4 is pulled up, and the key switch 25 is turned. Since the stop / start operation lever 4 stands upright, the crank pressing roller 78 in FIG. The brake is released. FIG. 17 shows the state of the circuit at startup. Since the stop / start operation lever 4 is raised, the contact piece of the limit switch 56 can be suppressed. The limit switch 56 changes from off to on. Insert the key into the key switch 25 and turn it clockwise. The three pieces p, q, and r are collectively linked to the left. The contact piece r is open, and the contact pieces p and q are closed.

R moves away from + M and -M. Magnet 9
The short circuit of the tertiary coil 96 is released. That is, it does not hinder the induction to the secondary coil. When the contact q of the key switch 25 is B
2 and L are connected. Since the limit switch 56 is closed, the lubrication solenoid 84 is energized. The lubrication valve opens. Rail refueling begins. Timer 86 has no effect when turned on.

In the key switch 25, the contact piece p is B1
And ST. Coil 8 of magnetic switch 88
Current flows through 9. The coil draws the plunger.
Contact 90 closes. Electric power is supplied to the starter 13 from the battery. The rotor 98 rotates. The engine starts to rotate. The regulator 92 allows an alternating current to flow through the primary coil 94. A high voltage is induced in the secondary coil 95 having a large number of turns, and a high voltage is applied to the ignition plug 93.
As a result, the spark plug 93 generates a spark. No current flows through the opened tertiary coil 96. The engine draws fuel through the carburetor and compresses and explodes. The rotation of the engine is transmitted to the gear reduction mechanism inside the transmission case via the centrifugal clutch. This causes the drive pinion to rotate. The single-rail carrier starts running because the drive pinion pushes the rack.

FIG. 18 shows the state of the electric circuit during traveling.
Of the three contacts of the key switch 25, the auto-regressive contact p returns to open after a certain time. Since this is only for turning the starter 13, there is no longer any need to start it. Therefore, the operation returns to the open state and the starter motor also stops. This is the only difference from the start-up in FIG. The tertiary coil 96 of the magnet 91 remains open. The limit switch 56 is closed, the lubrication solenoid 84 continues to operate, and the lubricating oil continues to drip on the rail. The single-rail carrier travels slowly from the beginning to the end or from the end to the beginning.

When the vehicle reaches the destination, the automatic stop lever 5 collides with a stopper provided on the column. Link 66 is pulled down. The crank 53 rotates counterclockwise. The crank pressing roller 78 gets over the cusp R and comes into contact with the point Q. The stop / start operation lever 4 falls down. The extension spring 69 extends. The brake is applied. The stop / start operation lever 4 is separated from the limit switch contact piece. The limit switch 56 turns off.
FIG. 19 shows this state.

Since the limit switch 56 is turned off, the lubricating solenoid 84 is turned off. Refueling to the rail stops. Eventually, the single-rail carrier stops because the brakes are applied. The movement of the stop / start operation lever 4 is transmitted to the clutch through a wire to disconnect the clutch. The engine does not stop as it is. For only 10 seconds after the limit switch 56 is turned off, the timer TR86 is set to the timer contact tr.
Close 99. Power is supplied to the earth relay CR87 for only 10 seconds. The earth relay terminal cr100 is closed.

One end of the tertiary coil 96 of the magnet 91 is grounded by the grounding relay terminal 100. Since both ends of the tertiary coil 96 are short-circuited, the AC of the regulator is effectively short-circuited. Therefore, no voltage is induced in the secondary coil. No voltage is applied to the spark plug and the engine cannot be ignited. The piston loses thrust because it does not explode unless ignited. The engine eventually stops. Since the engine stops, the contacts of the key switch 25 return to the normally open and normally closed states. That is, the stop state shown in FIG. It is open between B2 and L and closed between + M and -M. Since ± M is conducted, the tertiary coil of the magnet 91 remains short-circuited and the engine does not operate.

As described above, the crank is rotated by the movement of the automatic stop lever 5, the brake is operated, the stop / start operation lever 4 is moved, and the state of the limit switch is changed.
The limit switch automatically stops lubrication and engine stop. Therefore, even if the single-rail carrier is run unmanned, it stops at the end point (start and end), and lubrication and engine rotation stop, so that unmanned running is possible. Everyone who has come up until then can get off.

[0088]

As described above, the use of single-rail vehicles is expanding to forestry. Single-rail vehicles may be used for commuting from the foot of the mountain to the summit of the workshop. Several people work in a team, but there is no problem when all of them are on a single rail carrier and climb the mountain. But it is a problem if someone is late. Since it is a single-rail carrier with an engine driven and no wires installed, starting and stopping requires manual operation. When it comes to the end or start, the brakes will work automatically but the engine will not stop. The clutch disengages, but the engine keeps running idle. Also, lubrication to the rail does not stop. One person must be attached. The conventional single-rail carrier has the following functions. At the end point, such as the end point or the start point, the automatic stop lever hits the stopper provided on the column, and the brake works. The stop / start operation lever automatically shifts from the running state to the stop state in conjunction with the automatic stop lever.

In the present invention, a limit switch is provided which opens and closes in conjunction with a stop / start operation lever. The limit switch detects that the brake works and stops. When the limit switch is stopped, the lubrication valve is closed and the supply of high voltage to the spark plug is suppressed. As a result, both lubrication to the rail and engine rotation can be automatically stopped. Since lubrication can be stopped and engine rotation stopped automatically, the single-rail carrier can be returned from the top of the mountain to the foot of the mountain without any assistance. No more forwarding is needed. Everyone who gets on can start working immediately. Work efficiency is improved. On the other hand, lazy lazy people can also lazy. So far, only the case of going up to the mountain has been described, but that is not all.

It is convenient when descending the mountain. If the end of the work is different from person to person, it may be possible to go down the mountain separately. In that case, even if only one person gets on the single-rail carrier and descends to the foot of the mountain, it is sufficient that the single-rail carrier is returned unattended to the hill. In the case of the conventional one, only one forwarder was required, so that only one person could not return on a single-rail carrier. The invention makes this possible for the first time. This is a convenient improvement. Not much, but the only additions are a limit switch, a cover or mounting plate for the limit switch, some relays and a timer. No general design change of the frame shape is required. It can easily be retrofitted to existing single-rail vehicles already in service. It is a good idea.

[Brief description of the drawings]

FIG. 1 is a right side view of a single-rail carrier power vehicle according to an embodiment of the present invention.

FIG. 2 is a left side view of the single-rail carrier power vehicle according to the embodiment of the present invention.

FIG. 3 is a rear view of a traveling device, a rail portion, a stop / start operation lever, an automatic stop lever, and a stopper portion of the motor vehicle.

FIG. 4 is a side view of a column supporting a rail and a stopper provided on one of the columns.

FIG. 5 is a cross-sectional plan view of a column and a stopper.

FIG. 6 is a longitudinal sectional view of a part of an engine oiling automatic stop device including a stop / start operation lever and a limit switch.

FIG. 7 is a cross-sectional plan view of a portion of the engine lubrication automatic stop device including a stop / start operation lever and a limit switch.

FIG. 8 is a partial longitudinal side view of an engine oiling automatic stop device including a stop / start operation lever and a limit switch.

FIG. 9 is a plan view showing a state where a stop / start operation lever and a contact piece of a limit switch are in contact with each other.

FIG. 10 is a plan view showing a state where the stop / start operation lever is separated from the limit switch contact piece.

FIG. 11 is a front view showing two states of the limit switch. FIG. 11A shows an ON state. FIG. 11B shows an off state.

FIG. 12 is a longitudinal side view showing a schematic configuration of a stop brake.

FIG. 13 is a side view of the crank. FIG. 13A shows a stopped state, in which the crank pressing roller comes into contact with the first curved surface PQR. FIG. 13B shows a running state, in which the crank pressing roller is in contact with the second curved surface RST.

FIG. 14 is a schematic side view showing a state in which the motor vehicle stops at the end of the rail. (1) is a forward running state in which the stop / start operating lever is upright. In (2), the stop / start operation lever is falling down with the automatic stop lever colliding with the stopper. (3) shows a state where the stop brake is applied to stop.

FIG. 15 is a schematic side view showing a state where a motor vehicle stops at a rail start end. In (1), the vehicle is in reverse running, and the stop / start operating lever is upright. In (2), the stop / start operation lever is falling down with the automatic stop lever colliding with the stopper. (3) shows a state where the stop brake is applied to stop.

FIG. 16 is an electric circuit diagram of a single-rail carrier powered vehicle in a stopped state.

FIG. 17 is an electric circuit diagram of a single-rail carrier power vehicle at the time of startup.

FIG. 18 is an electric circuit diagram of the single-rail carrier power vehicle during traveling.

FIG. 19 is an electric circuit diagram of a single-rail transport vehicle when an automatic stop lever collides with a stopper provided on a support at the beginning or end of a rail.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Power vehicle 2 Traveling device 3 Frame 4 Stop / start operation lever 5 Automatic stop lever 6 Oil tank 7 Lubrication cock 8 Hose 9 Battery box 10 Fuel tank 11 Engine 12 Transmission 13 Cell motor 14 Downhill brake 15 Muffler 16 Muffler cover 17 Universal joint 18 Transmission oil inlet 19 Change lever 20 Rack 21 Rail 22 Recoil starter 23 Carburetor 24 Starter lever 25 Starter key switch 26 Key 27 Brake lever 28 Brake rod 29 Adjustment nut 30 Adjustment nut 31 Spring rod 32 Adjustment nut 33 Automatic engine stop 34 Front upper Wheel 35 Front lower wheel 36 Rear upper wheel 37 Rear lower wheel 38 Drive pinion 39 Drive shaft 40 Prop 41 Bracket 42 Stopper 43 Stopper receiver 44 Spring 45 Vertical axis 46 Screw 47 Lever shaft 48 Plate plate 49 Nut 50 Nut 51 Female screw hole 52 Screw 53 Crank 54 Engine lubrication automatic stop device mounting plate 55 Cover plate 56 Limit switch 57 Contact piece 58 Mounting plate 59 Joint plate 60 Bolt 61 Opening 62 Female screw hole 63 Lead take-out part 64 Pin 65 Disk 66 Link 67 Spring receiver 68 Brake drum 69 Expansion spring 70 Brake shoe 71 Arm 72 Lever 73 Shoe fixing shaft 74 Brake lever 76 Shoe rotation shaft 77 Pressing piece 78 Crank pressing roller 79 Tension spring 80 Fixing pin 81 Free fitting hole 82 Mounting part 83 Pin 84 Lubrication solenoid 85 Tumbler switch 86 Timer 87 Earth relay 88 Magnetic switch 89 Yl 90 armature 91 magnet 92 regulator 93 spark plug 94 primary coil 95 secondary coil 96 tertiary coil 97 fixed magnetic field coil 98 rotor 99 timer terminals 100 ground relay terminal

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G092 AA01 AB02 AB11 AC06 BA10 CA01 CB01 EA17 FA24 FB07 HF19Z HF20Z 3G093 AA01 AA04 AA08 AB03 BA21 DB15 DB22 DB23 EA12 EB00 EC01

Claims (1)

[Claims] 1. A motor vehicle for a single-rail carrier that travels on a single-rail rail provided with a rack, comprising: a traveling device having a plurality of upper wheels and lower wheels for pressing up and down the rail; a fuel tank; An engine that generates power, a power transmission mechanism composed of a gear and a rotating shaft for transmitting the rotational force of the engine at a reduced speed, a drive pinion that meshes with the rack and rotates by the rotational force of the engine, and a concave shape that is continuous with the cusp R as a boundary A crank having a first curved surface and a second curved surface on its outer periphery and rotating together with a lever shaft, a crank pressing roller for pressing one of the first curved surface and the second curved surface of the crank to give the crank two stable directions, A stop brake provided on the rotating shaft of the transmission mechanism, which is opened and closed by rotation of the crank, and a brake which is integrally connected to the crank to rotate the stop brake by hand for opening and closing operations. A stop / start operation lever having a traveling position and a stop position corresponding to the two stable states of the link, an automatic stop lever that rotates the crank by colliding with a stopper provided on a support standing on the ground and activates a stop brake, A limit switch that determines whether the stop / start operating lever is in the running position or in the stop position, a lubrication solenoid that closes the lubrication valve by detecting a stop switch signal, and a stop of ignition by a limit switch signal that detects stop. And a relay for stopping the engine.