JP2001199329A - Diesel engine mounting structure for single rail carrier - Google Patents

Abstract

PROBLEM TO BE SOLVED: To form a driving source of a motor vehicle of a single rail carrier with a diesel engine, to restrain noise, and to enhance stability by forming a holding mechanism stouter and stronger than for a gasoline engine since the diesel engine is heavier than the gasoline engine. SOLUTION: A bottom part and an under surface side of a diesel engine are fixed to an engine mounting member 41 by combining a cylindrical part 47 for housing a centrifugal clutch, a flange part 45 to be fixed by a bolt, an engine mounting flange 42 having leg parts 51, 52 and an engine mounting stand 43 joined to the engine mounting flange 42 by the leg parts 51, 52. The centrifugal clutch is put in the cylindrical part of the engine mounting flange. The flange part 45 of the engine mounting flange is fixed to a side surface of a transmission case to support the diesel engine by a side surface of the transmission case as a cantilever.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a diesel engine mounting structure for a single rail vehicle. Single-rail carriages
This is a device that automatically moves with a load on a single rail laid in the mountains or hills. 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.

[0002] It is sometimes used for civil engineering to carry heavy objects such as stones, cement and gravel. In that case, the transport vehicle has a large capacity such as 1 to 2 tons.
Since there is no single rail, use a combination of upper and lower rails. In the Applicant's device, the rack is on the side and meshes with the side drive pinion for both single and double rails. This is common to all.

[0003] Many drive sources have been gasoline engines. For things that use an engine, lay wires and cables
There is no need to lay along It is suitable for remote areas in the mountains. However, the use of an engine has limited power and poor operability, so that an electric single-rail carrier is sometimes manufactured and used. When electricity is used, various electronic circuits can be used, and starting and stopping are easy.

The present applicant has manufactured a gasoline engine and a motor. Now I want to make a diesel engine. SUMMARY OF THE INVENTION The present invention is directed to a diesel engine-driven single-rail carrier and to provide a new engine mounting structure.

[0005]

2. Description of the Related Art A single-rail carrier comprises a motor vehicle and a carrier. In the case of the engine drive, the motor vehicle is driven by the engine. The fuel is gasoline mixed with lubricating oil. A two-cycle gasoline engine is mounted on a motor vehicle. Ray
Is a 50 mm square pipe. Racks are welded on the rails, above, below and sideways. In all of our single rail vehicles, the racks are on the side. Powered vehicles are engines, clutches,
Gear reduction mechanism, brake, upper wheel, lower wheel, pinion,
It has an oil tank and a manual operation lever. Slow down the engine and turn the pinion. The pinion pushes the rack and the powered vehicle moves by the reaction. Carriers carry luggage and do not move themselves. Towed by motor vehicle.

Heretofore, the drive source of the single-rail carrier manufactured by the present applicant has been a gasoline engine or an electric motor. In the case of small single-rail vehicles where cables could not be laid, all were gasoline engines. It is a two-cycle gasoline engine, and the whole device is easily reduced in size and weight. Therefore, the price of the motor vehicle can be reduced. It has the advantage of low initial investment. The light weight of motor vehicles is an advantage for single-rail vehicles.

However, gasoline engines have disadvantages. One is that fuel is expensive. Unlike passenger cars, two-stroke gasoline engines on single-rail vehicles use fuel mixed with lubricating oil in addition to gasoline. Examples thereof include a mixture of gasoline 20 to 25 and lubricating oil at a ratio of 1 (mixed oil). Without lubricating oil, the engine would burn. Since lubricating oil is expensive, it increases the fuel cost. For example, a gasoline alone costs 90 yen per liter, but a mixed oil containing lubricating oil costs 120 yen per liter.

There is also a management problem. If you leave it unused for a while, the specific gravity will be different.
Separates into layers. Then, only the lubricating oil that has accumulated underneath is sucked into the carburetor (carburetor), and the engine starts to deteriorate. Sometimes it doesn't turn. An engine of a type that does not send fuel mixed with gasoline and lubricating oil to the engine is required. Worse, in a two-stroke engine, when cold, the oil mixture (a mixture of gasoline and lubricating oil) draws heat as it passes through the carburetor venture, causing the carburetor to freeze and the oil mixture to go out, The two-stroke engine stops rotating.

There are still major problems with two-cycle gasoline engines. This means that the spark plug becomes dirty immediately and cannot be ignited. Must be removed and cleaned frequently. If you are in a hurry to climb the mountain, the engine will not start and you will have to start with plug cleaning and gasoline adjustment. This is very troublesome. A single-rail truck that requires no maintenance and can be started immediately is desired.

[0010] The Applicant has now conceived of manufacturing a single-rail carrier for a diesel engine. When a diesel engine is used as a drive source, there is no spark plug, so the spark plug does not need to be cleaned. The engine uses a diesel engine that fuels the engine even in cold weather, and uses light oil as the fuel. Since no fuel containing lubricating oil is used, there is no trouble in liquid phase separation. Since gas oil is less volatile than gasoline, it moves immediately after being left for a long time. This is very useful. I am grateful that daily maintenance is unnecessary. It also saves fuel economy itself. Diesel engines use light oil. Light oil is cheaper than gasoline and does not require lubrication. For example, even if the mixed oil is 120 yen per liter, the fuel cost can be reduced because light oil is about 70 yen.

[0011]

It is a good idea for a single-rail diesel engine vehicle to be put in this way. However, there are good reasons why the inventor has never made a diesel engine. In short, diesel engines also have drawbacks. That is, the diesel engine is heavy. The engine itself is heavier than a gasoline engine. Then, the structural material must be strengthened, and it becomes heavier. In fact, a two-stroke gasoline engine is as light as 30 kg, while a diesel engine weighs 47 kg. Heavy is a drawback of diesel engines.

[0012] The single-rail carrier slowly travels on one (or two) thin rails, but considering the load on the rails, the load on the engine, and the load mounting margin. It is desirable that the motor vehicle be lightweight. In order to reduce the weight, the frame is devised not to use cast iron but to use Al alloy. This is not desirable because using a diesel engine makes a powered vehicle heavier.

[0013] Although it refers to the overall weight, since the engine itself is heavier than the conventional one, there is a problem in mounting the engine itself on a motor vehicle. Since a heavy diesel engine is fixed, it is conceivable to take out a metal support plate from the frame in the lateral direction and place the engine on it to fix it. Further, it is conceivable that the output shaft of the engine is connected to the first stage gear shaft of the transmission (gear transmission mechanism), and the side wall of the engine and the side wall of the gear transmission mechanism are fastened with bolts at the cover. In other words, it is an attachment mechanism that receives the engine at two places, the bottom and the side.

A double support structure in which most of the weight of the engine is applied to the support plate extending laterally from the frame and the remaining force is applied to the top of the frame. The frame is connected to the rail by lower wheels, upper wheels, and drive pinions, and the weight of the engine will travel to the rail through two paths. That sounds good. The load should be safe because it is doubly supported and received from just below.

However, this is not the case. Since the distance between the support plate extending from the side of the frame and the shaft cylinder including the input shaft extending from above is large, the dimensional accuracy is poor, and if one mounting bolt is tightened tightly, the other bolt will not be properly tightened. Errors such as the frame and the mounting plate are accumulated, but the accumulated errors are large and the engine cannot be mounted properly. That is not all. There are two mounting mechanisms, but the diesel is heavy and vibrates vertically, horizontally, or diagonally. The mode of the vibration differs depending on the two support paths, and the frequency of the natural vibration also differs. Thus, vibrations independent of each other occur and apply extra force to the other support mechanism. As a result, failures such as loose bolts or cracks in the support plate occur. Even if a failure does not occur, the noise becomes extremely loud and harsh.

As described above, it is difficult to support a heavy engine in a single rail vehicle. In order to solve such a problem, the present inventor once invented a mechanism for supporting the engine only from the side. Japanese Patent Application No. 63-146053 (Japanese Unexamined Patent Publication No.
No. 2) "Engine mounting structure of single rail carrier"Applicant; Chigusa Cableway Co., Ltd., inventor; Hideo Chikusa

This proposes a structure in which the starting end of the speed reduction mechanism and the output of the engine are connected via a centrifugal clutch, but only the flange around the engine output shaft and the flange of the centrifugal clutch are fixed with bolts. The engine is a gasoline engine. This is the kantilever support of the engine by the frame.

That is, the bottom support plate is not provided, and the engine is not supported from below. Since there is only one support mechanism, the two vibration modes are not combined, and there are advantages that vibration is reduced and noise is reduced. "... the engine is fixed to the frame only at the part where the centrifugal clutch is attached ..."
The features are described as follows. Accuracy comes out because there is only one mounting path. Since the engine is mounted with high accuracy, there is little risk that the bolt will be loosened and the bolt will be broken. And the noise is lower. The damage to the engine support is also reduced.

This is, however, a mounting structure for a gasoline engine. There has not yet been proposed a mounting mechanism for a diesel engine. Not surprisingly, diesel engines were not used as the drive source for single-rail vehicles. Special measures are required because they are heavier than gasoline engines.

[0020]

The power train of a single-rail carrier according to the present invention has a power transmission mechanism comprising a gear train, a diesel engine, and a built-in centrifugal clutch. The bottom and lower surface of the diesel engine are fixed to an engine mounting member that combines an engine mounting flange having a cylindrical portion, a flange portion for bolt fixing, and a leg portion, and an engine mounting base coupled to the engine mounting flange by the leg portion. The diesel engine is cantilevered on the side of the transmission case by inserting a centrifugal clutch into the cylinder of the engine mounting flange and fixing the flange of the engine mounting flange to the side of the transmission case.

It is characterized in that a special member called an engine mounting member is used to connect the engine directly to the side surface of the frame. A diesel engine is heavier than a gasoline engine and is received from below by an engine mount. The engine mount carries the bottom of the engine. Since the engine mounting base is connected to the engine mounting flange with screws, the load applied to the engine mounting base is applied to the engine mounting flange and generates gravity and bending moment directed vertically downward. Since the engine mounting flange itself also holds the side of the engine, the engine is held at the bottom and side. Therefore, the holding mechanism is more stable than a mechanism that supports only the bottom. In this respect, Japanese Patent Application No. 63-146053 (Japanese Unexamined Patent Publication No.
No.)).

[0022]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Changing a drive source from a gasoline engine to a diesel engine has several problems, and the engine mounting structure requires some contrivance. The mounting structure must be more robust because it is heavier than a gasoline engine. Therefore, the present invention uses an engine mounting member made of ductile cast iron, for example. This is a device to support the lower bottom and lower side of the engine. It is not suitable to hold a heavy engine only on the side, so it also supports the bottom. The load can be supported by it, but if only the bottom is held, the roll will be significant.

Since it is desired to suppress the roll to some extent, the lower surface is also held by the engine mounting member. In other words, the engine mounting member supports the two parts under the engine to prevent the roll, but does not completely inhibit the roll. The engine mounting member itself has a certain degree of elasticity, which attenuates the roll by being distorted. Since the rolling is attenuated and transmitted to the frame, the amplitude of the frame itself can be reduced.

The engine mounting flange is also a part in which the centrifugal clutch is built. The engine mounting flange plays an important role in holding the engine, but also as a case for a centrifugal clutch. The engine mounting flange has a cylindrical portion for receiving a centrifugal clutch. The cylindrical portion is a preferable structural material because it is more resistant to load than a mere plate and can withstand a bending moment better. The engine mounting flange further has a flange (square flange or circular flange) for fixing to the side of the frame. The flange portion is screwed to the side of the frame with screws.

[0025] Only by that, a strong shearing force is applied to the screw. Therefore, an insertion tube portion that fits into the opening on the side surface of the frame is provided at the end of the engine mounting flange. When the insertion tube is fitted in the frame opening and screwed with a flange, the insertion tube bears the shearing force. Therefore, no shearing force is applied to the bolt. It is only a pulling force. Bolts are strong against pulling, so they can hold the engine load.

Instead of mounting the engine on the frame, the engine is cantilevered on the side of the frame. The mechanical stability is increased by lowering the position of the engine. Ray
The transmission case is on one side and the engine is on the other side, so the balance is maintained. Since the engine is low, the rolling moment is small. Even when the engine is mounted on the frame, the left and right moments are balanced, but the moment generated by the roll is large. Even when the rail is curved, the outward moment increases.
So the possibility of falling is high. That is, it becomes unstable.

Since the side of the frame and the engine mounting member are connected at the centrifugal clutch, the centrifugal clutch and the speed reduction mechanism can be directly connected. There is no loss of torque due to direct connection. There is no need for repair. In the conventional single-rail carriage, the connection between the centrifugal clutch and the speed reduction mechanism is performed by a belt / pulley. The belt-pulley mechanism has the drawback that it must be covered and comes out on the side. There is a loss due to belt slip. The belt transmission efficiency is about 0.9, but about 0.98 when directly connected. In addition, the belt pulley mechanism must be replaced due to belt wear.
Belts cannot be changed by an amateur. You have to be an expert and troublesome. In the present invention, since the engine and the speed reduction mechanism can be directly connected, no belt / pulley is required.

Why is the direct engine connection type possible? This is because the engine is supported on the side of the frame. If you bring it on the frame, you will have to connect the belt and pulley.

[0029]

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, and FIG. 2 is a left side view. FIG. 3 is a rear view of the motor vehicle.

The motor 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. When it is made of an Al alloy, it is lightweight and robust. It can also be made of cast iron using a mold. The stop / start operation lever 4 rotatably provided upward is for applying and releasing a brake. The automatic stop lever 5 rotatably provided downward also applies or releases a brake. 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.

Some additional superstructures are provided on the frame 3. An oil tank 6 is provided above the center. As can be seen from FIG. 2, the oil gradually drops from the oil supply cock 7 through the hose 8 onto the rail.

Further, a battery box 9 is provided in front of the frame 3 and contains a rechargeable battery. The battery is mainly for driving the starter motor. In the case of a small single-rail carrier, there was also a type in which there was no cell motor and a rope was pulled to start the engine. Because it needed strength and knack, it started to attach a self-motor. That's why batteries were needed. Since there is a battery, it can be used for other control mechanisms.

The fuel tank 10 is further on the upper right side.
This holds the fuel of the engine 11. The fuel is light oil because it uses a diesel engine.

The rotation of the diesel engine 11 is transmitted to a gear reduction mechanism (mission) via a centrifugal clutch. 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 engine 11. 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 to stop 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 mission oil lubrication port 18 is provided at the mission 12 portion of the frame 3. The transmission consists of a gear train but 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. Even if the gears break, they just stop and do not run away. So it is safe. Lubrication is important because it is a gear. 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 is changed, and the absolute value of the speed, such as the first speed and the second speed, is also switched. In this example, the intermediate position is reverse, the second speed to the left and the first speed to the right, and the intermediate position between the reverse, the first speed, and the second speed is neutral.

The rail 21 with the rack 20 welded to the side is a square iron pipe. It is a rail of 50 mm x 50 mm. A rail beam is welded to the side of the rail 21 on the side without the rack, and the rail is cantilevered by a column. The rack 20 is formed by bending a thin rod 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 when the steel is bent in a corrugated shape, a steel rack may be cut into a precise shape and welded to the side of the rail.

On the right side is a recoil starter 22, as shown in FIGS. Beside it, the starter lever 24
There is. Further behind it is a starter key switch 25 into which a key 26 is inserted. By turning the key of the key switch 25, the cell motor is rotated to start the engine.
Turning the key 26 in the opposite direction will stop the engine. An air cleaner 27 that opens upward and rearward is provided. This has the effect of inhaling and cleaning the outside air. A hose flows from the fuel tank 10 and the fuel filter 29
To the fuel pump 28. Here, the fuel is pressurized. Through the high pressure pipe, the injection nozzle 30
Supplied to

A switch box 31 is provided just above and backward of the frame. Several switches are provided in addition to the key switch 26 described above. A regulator 32 is built therein. A head cover 33 for protecting the engine is attached to the upper front. Immediately behind the lubrication tank 6 is a lubrication cock 7 connected by a hose, followed by an lubrication solenoid valve 34.

An automatic engine stop device 35 is provided above the automatic stop lever 5. This is to stop the engine automatically by detecting the backward rotation of the stop / start operation lever by the limit switch. The automatic stop lever activates the stop brake to stop the locomotive, but does not stop the engine. The automatic engine stop device can stop the engine and stop refueling.

These are the upper structures of the motor vehicle. The traveling device 2 has a power vehicle lower structure. This includes wheels and power transmission mechanisms, braking mechanisms, and the like. The upper rear wheel 36 with both flanges and the upper front wheel 37 with both flanges hold down on the square rail 21. The lower rear wheel 38 is a wheel with a single flange and presses the lower right side of the rail upward as shown in FIGS. Drive pinion 39
Is provided coaxially with the lower rear wheel 38 and presses the lower right side of the rail upward. The drive pinion 39 is located at the end of the gear transmission mechanism in the frame, and the decelerated rotation of the engine is output to the drive pinion. The drive pinion 39 meshes with the rack 20. By pushing the rack 20 backward, the motor vehicle moves forward. Both front flanged lower wheels 40 hold the lower side of the rail 21. It is possible that the rail 21 can be held down by the lower front wheels with both flanges because the rail is cantilevered from the side. The power transmission mechanism included in the traveling device includes a gear reduction mechanism housed inside the frame 3. Gear reduction is a common feature of single rail vehicles manufactured by the present inventors. The points that are superior to chain deceleration are already described.

There are three types of braking mechanisms as described above. Stop brake, constant speed brake and emergency stop brake. The constant speed brake 14 is provided so as to project to the left side of the frame 3. This has the effect of preventing the shoes expanded by centrifugal force from rubbing against the inner wall of the drum when the speed exceeds a certain speed, so that the shoes do not come out beyond the certain speed. The stop brake is activated by pulling the stop / start operating lever 4 or by kicking up the automatic stop lever 5. The brake drum and the like are located above the right hand of the frame, but do not appear in the figure. The emergency stop brake uses a part of the function of the stop brake to apply a brake during runaway.

An object of the present invention is to provide a structure for mounting a diesel engine to a frame. The mounting portion of the engine also appears in the left side view of FIG. 2 but is difficult to understand, so a cross-sectional view is shown in FIG. FIG. 5 shows the engine and the mounting flange. The present invention uses a special engine mounting member 41 to mount a diesel engine 1 on a frame.
Attach 1. FIG. 6 shows a perspective view of the engine mounting member 41. The engine mounting member 41 is a combination of a cylindrical engine mounting flange 42 and a U-shaped engine mounting base 43.

The engine mounting member 41 is made of, for example, ductile cast iron. The engine mounting flange 42 of the engine mounting member has a role of holding the engine while accommodating the centrifugal clutch. The engine mounting flange 42 includes a circular insertion tube portion 44 that opens laterally, a square flange portion 45, and a cylindrical portion 47 that follows behind. Bolt through holes 46 are drilled at four corners of the square flange 45. The centrifugal clutch is provided inside the cylindrical portion 47 as described above. The rear side of the cylindrical portion 47 is a disk portion 48. Four bolt holes 49 are drilled in the disk portion 48. Two legs 51 and 52 are formed below the cylindrical portion 47. Two pairs of bolt holes 53 are formed in the lower surfaces of the legs 51 and 52. This is the entire engine mounting flange 42.

The engine mount 43 is a forked metal fitting.
Four bolt holes 55 are drilled in the wide base 54. At the tip of the base 54, two branch portions 5 extending in parallel are provided.
6, 57. Protrusions 58, 59 which are slightly raised are formed at the tips of the branches 56, 57. A bolt passing hole 60 is formed in the raised portion. Reinforcing bars 61, 61 are provided on the lower sides of the branch portions 56, 57, and are designed to carry heavy loads well.

The engine mounting base 43 and the engine mounting flange 42 are both made of ductile cast iron using a mold. Of course, it can be made of ordinary cast iron.
However, mere cast iron has insufficient strength and may be damaged. It can also be made of an Al alloy. If it is an Al alloy, it can be robust and lightweight. However, when Al is used, vibration absorption may be insufficient.

The engine mounting flange 42 and the engine mounting base 43 are bolted into bolt holes 53 and through holes 55, respectively.
Combined in a book. The engine mounting base 43 is bifurcated, on which a diesel engine is mounted and fixed.

FIG. 4 shows an engine mounted state. The frame 3 is an Al alloy. This is a stack of several components. It includes a transmission case A62 and a transmission case B63. The inside of the transmission case of AB is filled with lubricating oil, and a gear train is built therein.

The output shaft of the diesel engine is the shaft of the centrifugal clutch. The torque is transmitted from the engine shaft to the centrifugal clutch shaft center. The centrifugal clutch 85 includes a shoe and a drum 64 attached to the shaft center. The rotational force to the internal gear train is provided by the centrifugal clutch drum 64. The hub of the centrifugal clutch drum 64 is spline-coupled to the transmission case input shaft 65. A screw 66 is screwed in the axial direction to prevent the hub of the drum 64 from coming off. A medium diameter portion 67 and a small diameter portion 68 are formed at the tip of the input shaft 65 of the mission. These are made by grinding one shaft member and are integrated. The input shaft 65 by the bearing 69
Is supported by the transmission case B63. The small-diameter portion 68 is formed by a bearing 70 with a transmission case
2 rotatably supported.

Since a number of gears mesh with the hollow portions between the transmission cases A, B 62 and 63, the oil supply plug 71 is opened to fill the interior 72 of the transmission case with lubricating oil. The gears and shafts remain immersed in the lubricating oil. The middle diameter portion 67 has a collar 73 for determining the position of the first gear 74.
There is no oil in the space 75 on the centrifugal clutch side. An oil seal 76 is provided in a shaft hole on the transmission case B63 side to prevent lubricant oil from leaking between the transmission cases A and B. The first gear 74 meshes with a larger second gear 77. One end of the second shaft 78 is supported by a bearing 79. The second shaft 78 is connected to the third gear 80 together with the second gear 77.
Also hold. The opposite end is supported by a bearing 81 on the transmission case A side.

The structure for mounting the engine to the transmission case will be described. Here is the gist of the present invention. As shown in FIG. 4, the diesel engine 11 is a vertically long device and has a fuel tank 10 on the side. An output shaft 84 projects horizontally outward from the lower wall 82 of the engine 11. The disk portion 48 of the engine mounting flange 42 is provided on the engine lower side wall 82.
Contact the side mounting bolts 83 with the bolt through holes 49.
And screwed into the threaded hole 90 in the side wall. The engine lower flange 82 and the engine mounting flange 42 are firmly fastened by the four side mounting bolts 83.

The centrifugal clutch shoe 85 is inserted into the engine output shaft 84. The key 91 stops the rotation between them. A cylindrical collar 86 is inserted through the end face opening on the opposite side of the centrifugal clutch shoe 85, and the collar is screwed into the engine output shaft 84 with a bolt 87. Thus, the centrifugal clutch shoe 85 and the engine output shaft 84 are connected. A cylindrical centrifugal clutch drum 64 is already fixed to the transmission case input shaft 65 by bolts 66. When stationary, the centrifugal clutch shoe 85 is closed by the force of the spring. At the time of rotation, the centrifugal force causes the centrifugal clutch shoe to expand and come into contact with the inner peripheral surface of the centrifugal clutch drum 64. Therefore, the engine mounting flange 42 also functions as a centrifugal clutch case. It is a clever design.

The engine mount 43 is placed on the bottom of the diesel engine 11, and bolts 89 are inserted into bolt holes 60 of the engine mount base and through holes 93 of the engine base 92, and tightened with nuts 94. Thus, the diesel engine 11 is fixed on the engine mount 43. In this state, the base 54 of the engine mounting base 43 is
Contact with the leg 51 of the main body. Insert the stand fixing bolt 88 into the through hole 55
And screw it through the bolt hole. Thus, the engine mounting base 43 is connected to the engine mounting flange 42.
An engine mount 43 is provided on the bottom of the diesel engine 11.
However, the engine mounting flange 42 is fixed to the lower surface,
The engine mounting base 43 and the engine mounting flange 42 are connected. In each case, four bolts are used.

In this state, the diesel engine 1
1 includes an engine mounting base 43 and an engine mounting flange 4
2 are already integrally fixed. The engine output shaft 84 has a centrifugal clutch shoe 8
5 is a centrifugal clutch drum 64 on the transmission case side.
Is attached.

The diesel engine and the transmission case are connected to each other in the centrifugal clutch. Headless horizontal bolts 97 are already fixed to the holes 96 at the four corners of the opening flange 95 of the transmission case B63. Attach the insertion tube part 44 of the engine mounting flange 42 to the transmission case B
Into the opening flange 95. The fitting portion between the opening flange 95 and the insertion tube portion 44 is important for supporting the load. A centrifugal clutch shoe 85 is fitted inside the drum 64 of the centrifugal clutch. A horizontal bolt 97 penetrates the bolt through hole 46 of the square flange 45. The square flange portion 45 is in perfect contact with the opening flange 95 of the transmission case B63. Nut 9 on the thread of horizontal bolt 97
8 is screwed. Thus, the engine mounting flange 42 is fixed to the transmission case B63.

Looking at the centrifugal clutch part, which is the last assembled part, the heavy diesel engine is supported by four horizontal bolts 97 and a fitting part between the insertion cylinder part 44 and the opening flange 95. Although the diesel engine alone weighs 47 kg, the load in the vertical direction is applied as a shearing force to the fitting portion between the insertion tube portion 44 and the opening flange 95. Since the inner and outer cylindrical surfaces are in contact with each other, the bolt is more resistant to shearing force than several bolts that can well withstand shearing force.

No shearing force is applied to the horizontal bolt 97.
The four bolts 97 have different power distributions between the upper bolt and the lower bolt. A strong tensile stress is always applied to the upper bolt. The lower bolt receives the tensile stress generated during tightening. The cantilevered diesel engine is supported by the centrifugal clutch. In FIG. 4, a clockwise (clockwise) rotational moment acts on the centrifugal clutch from the engine side. The transmission case gives a counterclockwise moment to the engine mounting flange 42 to cancel this.
Running on the rail causes the engine to vibrate left and right. The vertical vibration of the engine is the
1 causes expansion and contraction. Engine mounting member 41
When the expansion and contraction of the transmission is transmitted, bending vibration of the side wall of the transmission case to the left and right is caused. Since the engine mounting member is made of a material such as ductile cast iron having excellent vibration damping properties, this can reduce the transmission of vibration to the transmission case.

[0060]

As described above, a two-stroke gasoline engine and a motor have been used as a drive source of a motor vehicle of a single rail carrier. Motors must lay wires and cables along the rails. It is suitable for large, riding single-rail vehicles. If the power cable could not be pulled because of a small single-rail carrier, or due to terrain restrictions or economical conditions, the motor vehicle was driven by a two-cycle gasoline engine. Two-cycle gasoline engines are small and lightweight. The whole device is light. So far, we have used a two-stroke gasoline engine. However, maintenance of the two-stroke gasoline engine was troublesome. If it has not been used for a week, the oil mixture will separate and the engine will start poorly, the nozzle of the carburetor (carburetor) will be clogged, and the spark plug will become dirty, so it must be cleaned.

The present invention uses a diesel engine as a drive source. Since there is no spark plug, there is no need to repair it without getting dirty. No layer separation because no oil mixture is used. Even if you don't use it for a few days, it won't go wrong. Therefore, there is an excellent advantage that it can be operated immediately without any maintenance.

In the case of a diesel engine, the fuel cost is greatly reduced since the fuel is light oil. The mixed oil is a mixture of gasoline and lubricating oil, but the lubricating oil is high. It is also excellent in that respect.

On the other hand, the diesel engine is heavier than the gasoline engine, so that the whole apparatus becomes heavier.
It is common sense that heavy objects are held just above the supporting frame. However, the present invention is not so. In the present invention, the diesel engine is cantilevered on the side of the frame at the portion of the centrifugal clutch. Since they are connected only at this point, the mounting accuracy is good. Accuracy deteriorates if it is installed at a plurality of separated locations. Since it is attached at one place, there is only one vibration mode. The vibration mode is simple, and the noise is suppressed because it is absorbed by the engine mounting member.

Since the engine is mounted on the side, the position of the engine is lowered and the mechanical stability is enhanced. It is balanced on the left and right. The structure has a low center of gravity and can withstand rolling and bending well. High safety. Although the shaking of the engine distorts the engine mounting member, the present invention is flexible and can attenuate the vibration. The vibration transmitted to the frame becomes much smaller.

When the vehicle body oscillates vertically, the engine also oscillates vertically, but vibrations are transmitted directly to the one mounted directly above the frame because there is no damping mechanism between the frame and the engine. The noise is remarkable. In addition, there is a problem that the bolted portion is damaged.

Since the diesel engine and the frame are mounted at the centrifugal clutch, the engine can be directly connected to the power transmission mechanism. Power can be transmitted without using belts and pulleys. Single-rail carriers other than the present inventor have a mechanism for transmitting power from a clutch to a reduction mechanism by a belt pulley. With such a structure, the engine cannot be directly connected to the side of the frame. This is because the belt pulley protrudes from the side and the engine comes directly above the frame.

If the engine cannot be directly connected to the side surface of the frame, there will be a plurality of connecting points between the engine and the frame, and the mounting accuracy will be poor. If there are many coupling points and they are far apart, many vibration modes can be generated, so that noise generation is also large. Since a heavy object is received from directly below, vibration cannot be absorbed and longitudinal vibration is remarkable. In addition, the belt wears out and must be replaced at times. It is difficult for amateurs. It is inconvenient and requires the visit of experts. In addition, the belt slips and the efficiency is low. In the present invention, since the centrifugal clutch is directly connected to the speed reducer in the frame, there is no problem such as a decrease in efficiency due to slippage. Maintenance is easy because there is no belt wear.

[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 the single-rail carrier power vehicle according to the embodiment of the present invention.

FIG. 4 is a sectional view showing a structure in which a diesel engine is mounted on a frame.

FIG. 5 is a right side view of a diesel engine part.

FIG. 6 is a perspective view of an engine mounting member for fixing a diesel engine to a side surface of a frame.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Power vehicle 2 Traveling device 3 Frame 4 Stop / start operation lever 5 Automatic stop lever 6 Lubrication tank 7 Lubrication cock 8 Hose 9 Battery box 10 Fuel tank 11 Diesel engine 12 Mission 13 Cell motor 14 Downhill (constant speed) brake 15 Muffler 16 Muffler Cover 17 universal joint 18 transmission oil lubrication port 19 change lever 20 rack 21 rail 22 recoil starter 24 starter lever 25 starter key switch 26 key 27 air cleaner 28 fuel pump 29 fuel filter 30 injection nozzle 31 switch box 32 regulator 33 head cover 34 Lubrication solenoid valve 35 Engine automatic stop device 36 Upper rear wheel 37 Upper front wheel 38 Lower rear wheel 39 Drive pinion 40 Lower front wheel 41 En Gin mounting member 42 Engine mounting flange 43 Engine mounting base 44 Inserting cylinder part 45 Square flange part 46 Bolt through hole 47 Cylindrical part 48 Disk part 49 Bolt through hole 50 Shaft through hole 51 Leg 52 Leg 53 Bolt hole 54 Base 55 Through hole 56 Branch part 57 Branch part 58 Projection part 59 Projection part 60 Bolt through hole 61 Reinforcement bar 62 Transmission case A 63 Transmission case B 64 Drum 65 Transmission case input shaft 66 Screw 67 Medium diameter part 68 Small diameter part 69 Bearing 70 Bearing 71 Fuel Filler 72 Inside Transmission Case 73 Collar 74 First Gear 75 Clutch Side Space 76 Oil Seal 77 Second Gear 78 Second Shaft 79 Bearing 80 Third Gear 81 Bearing 82 Engine Lower Side Wall 83 Side Mounting Bolt 84 Engine Output Shaft 85 Centrifugal Clutch shoe 86 Ra 87 volts 88 units fixing bolt 89 engine mounting bolts 90 threaded hole 91 key 92 engine base 93 through holes 94 nuts 95 opening flange 96 97 horizontal bolts 98 nuts

Claims (1)

[Claims] 1. A motor vehicle for a single-rail carrier that travels on a single-rail rail provided with a rack, and has a drive pinion that meshes with the rack and an upper wheel and a lower wheel that press up and down the rail. A traveling device, an engine that generates a driving force, a power transmission mechanism for reducing and transmitting the rotational force of the engine to a driving pinion, a centrifugal clutch provided between the engine and the power transmission mechanism, a traveling device and a power transmission mechanism. A frame that houses the drive pinion, wherein the power transmission mechanism is a gear reduction mechanism composed of a gear train, the engine is a diesel engine, and a cylindrical part for incorporating a centrifugal clutch and a flange part for bolt fixing. An engine mounting member combining an engine mounting flange with legs and an engine mounting base that is connected to the engine mounting flange by the legs. Fix the bottom and bottom of the engine,
Insert the centrifugal clutch into the cylinder of the engine mounting flange,
A diesel engine mounting structure for a single track carrier, wherein the diesel engine is cantilevered on the side of the transmission case by fixing the flange portion of the engine mounting flange to the side of the transmission case.