JP2002145054A - Suspension type monorail carrier for riding - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a convenient traffic means for an aged person in the uptown residential street where there exist inclined narrow roads in large numbers. SOLUTION: Two or one column are erected from the ground surface, a rail receiver is supported at its opposite ends or as a cantilever, upper and lower two rails are held by the rail receiver, a carriage for riding of a suspension type monorail carrier having a traveling device and a driving device above the carriage is suspened by the rails so as to travel for itself.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention
The present invention relates to a suspension-type riding single-rail carrier as a ramp device in a town. Originally, the single-rail carriage was a device that automatically carried a load on a single rail laid in a mountainous or hilly area. It is called a single-rail carrier because it runs on a single rail. Thrust is obtained by engaging the rack and pinion with the upper and lower rails held by wheels. It is possible to go up and down smoothly on slopes with 45 degrees or more. It was a small, tough means of traffic.

[0002] Single-rail vehicles must be distinguished from monorails for city traffic. City transport monorails are a mode of transportation for dozens of passengers. This is a tire running on a wide flat ground. Do not use rack and pinion. Thrust is produced by contact between the tire and the ground.
Not suitable for inclines because it depends on sliding friction. Even on flat terrain that is susceptible to snow, you must scatter sand on the road on snowy days and drive with caution against skidding. Something like this,
The single-rail carrier mentioned here is completely different.

[0003] The origin of the single rail carriage was devised in the tangerine orchard in Ehime for the transportation of tangerines, fertilizers and agricultural tools. Support the rail with the rack on the side around several tens of cm from the ground. Erect a support to support the rail receiver, and fix the rail low on it. On the rail, a motor vehicle with a pinion pulled the carrier and traveled unmanned.

[0004] The driving source of a motor vehicle is an engine using a mixed oil containing gasoline and lubricating oil as fuel. A small single-rail truck for tangerine orchards was connected to a small truck with a truck for loading of about 250 kg. The rail was easy to lay, and it was very convenient because it could go straight up and down slopes without roads. It is later used for agriculture to transport fertilizers and products.

[0005] Furthermore, they are 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 of 1 to 2 tons. Since there is no single rail, a combination of the upper and lower rails is used. 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.

[0006] Conventionally, the drive source has often been a gasoline engine. 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. It can also be used in places where power facilities cannot be used, such as in agriculture and forestry. 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.

[0007]

2. Description of the Related Art The present invention is completely new as a single-rail carrier. It completely changes the concept of a conventional single-rail carrier. How much will it change? In order to clarify this, it is necessary to first give an overview of a single-rail carrier conventionally manufactured and sold by the present applicant.

[0008] Conventionally, single-rail carriers consisted of a motor vehicle and a carrier vehicle. In the case of the engine drive, the motor vehicle is driven by the engine. The fuel is lubricated oil blended gasoline and is mounted on motor vehicles. In the case of motor drive, it is driven by an electric motor provided in a motor vehicle. An electric power cable is laid next to the rail, and electric power is introduced through a current collecting terminal.

The rail is a 50 mm square pipe. Ray
Racks are welded on the top, bottom, side, etc. In all of our single rail vehicles, the racks are on the side. In the case of one rail, the rail is often supported in a cantilever manner from the side. Lateral rail supports are supported by the columns. In the case of two rails for civil engineering, the upper and lower rails are connected by a short thin tubular joint, and the lower rail is supported by rails and supports. Since the upper and lower wheels of the traveling device sandwich the rail from above and below, the rail is supported from the side or from below. The rail itself is also low, lower than the waist of a human walking by. Trucks and locomotives are also far below the line of sight of a walking human.

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. The rail is sandwiched between the upper and lower wheels from above and below. The rotation of the engine is given to the gear reduction mechanism via the centrifugal clutch. The torque is reduced by the gear reduction mechanism to rotate the pinion. The pinion pushes the rack and the powered vehicle moves by the reaction. One of the features of the applicant's single-rail carrier is that the drive system is constituted by a gear train.

There are three stop braking systems. Stop brake, emergency stop device, and constant speed brake. The stop brake is a braking device for automatically stopping at the beginning and end of the rail. An automatic stop lever of the motor vehicle hits a stopper provided on the ground, and the stop brake is automatically applied by rotation of the lever. This function works for automatic stop only at the start and end, but the stop brake can also be applied by manually depressing the stop / start operation lever. Regarding this, there is a patent of the present applicant (Japanese Patent Publication No. 63-65541; Japanese Patent Application No. 58-8521).
No. 3).

The emergency stop device is also called an emergency stop brake. Excessive speed is dangerous, so stop braking should be applied when overspeed is detected. Since the braking device itself borrows the stop brake, the emergency detection device is more suitable than the emergency stop device. But historically, it had its own brakes. However, the emergency stop brake, whose operation frequency is extremely low, has rather low reliability, and the stop brake that is always used is shared.

The constant speed brake is one in which a brake shoe is attached to a shaft connected to a power transmission system so as to slide on a drum. When going downhill, the speed is not excessively high. For example, the applicant's Tokuboku Sho 6
Japanese Patent Application No. 3-41341 (Japanese Patent Application No. 56-153262) has a detailed description of a constant speed brake.

The transport vehicle also has a traveling device having upper wheels and lower wheels. However, trucks carry luggage and do not move themselves. Towed by motor vehicle. The transport vehicle has no stop brakes. These were unmanned and carried luggage.

[0015] However, a large number of single-rail vehicles for riding were later developed. For example, Japanese Patent Publication No. 1-24099 (Japanese Patent Application No. 58
Japanese Patent Application No. 166,843), Japanese Patent Publication No. 1-26611, (Japanese Patent Application No. 58-166844), and Japanese Patent Publication No. 24662/1982 (Japanese Patent Application No. 58-183800). Both are ray
The device is such that the light is below the line of sight of a person near the ground.

The present invention proposes a suspended single-rail carrier. No prior art in such areas suggests the present invention. Let's take a look at the related prior art that is not available.

Japanese Unexamined Patent Publication No. Hei 10-287231 "Suspended type transport method and apparatus" proposes a lift for passengers connecting the foot of a mountain to the top. A traveling tool (roller) for a game is carried together with a person, and the attachment / detachment of the tool is made convenient. Because it is a lift, it has no original drive source and can be pulled with a rope.

Japanese Unexamined Patent Publication No. Hei 6-286605, entitled "Cargo Carriage Truck", has a rail on a side wall of a tunnel provided along a dam.
In order to prevent the truck supported by the rail from tilting back and forth, the truck is suspended by pins so that the truck can always maintain its downward position by its own weight. The rails are provided on the side walls because they go through the tunnel.

The ceiling cannot be widened, and it is necessary to stand up a pillar even if the rail is installed on the ceiling. However, the side wall can directly attach the rail to the wall without using a pillar or the like. The carriage is cantilevered by side rails. The structure of the rail is special because it is cantilevered. The wheels are rotated about a vertical axis using rails of deformed H-section steel. Strong torque is generated downward. The rack is downward and the drive pinion is upward.

[0020] Japanese Patent Application Laid-Open No. 8-295232 discloses a lift vehicle,
And lift vehicle rails "offer an improvement over single-seat suspended lifts. Rather than pulling the entire lift with ropes, each has its own motor and brakes so that it can run and stop independently.

The rail is an H-shaped steel, which is heavy and large. It is just a lift and usually moves forward by the movement of a rope. However, in places where ropes cannot be stretched linearly, individual lifts can move forward without permission. The motor of the drive source is small and the transmission system is a simple chain. And there is no speed reducer. Does the lift actually move with such a small motor? I have a question. It may move in a horizontal place because the load is light in a single person. It is speculated that it may not move on the ascending route.

The downward rack is fixed to the lower surface of the H-section steel, and the drive pinion engages with the downward rack. The lower axle is supported by the frame. This is the drive wheel and the sprocket
The chain is connected to the motor. The lower axle has two lower wheels that sandwich the pinion. Since the width of the H-shaped steel as the rail is sufficiently large, two lower wheels and three members of the drive pinion can be arranged and abut on the lower surface of the rail steel. For that purpose, the width of the lower surface will need to be about 20 cm.

There is only one traveling device. Since the lift seat is suspended from the traveling device, the seat can always be kept horizontal according to gravity. That's an advantage, but it's good for young people due to pitching, but too dangerous for older people.

This is a lift at a ski resort or the like, and since dozens of lifts are suspended on the way back and forth, the columns must be rigid and rigid, and the rails of H-shaped steel are also robust structures. The equipment and construction costs are high and the construction takes days. You can't use it for narrow roads.

Japanese Patent Application Laid-Open No. H11-171008, "Method of Traveling on an Automatic Cycling Cableway Using Partial Use of a Suspended Monorail", relates to a gondola for climbing up and down a slope at a ski slope and climbing and descending a mountain at a sightseeing spot. Things. A large number of gondolaes run on a reciprocating route. It is not self-propelled and has no power source on the gondola.
The gondola is suspended by placing the upper wheel on an H-beam rail laid above.

There is no lower wheel. There are no motors, no speed reducers, no brakes. The gondola is only suspended on the rails. There are two ropes on both sides of the route, which go around the pulleys at the top and bottom (foot of the mountain / top). Driving force is provided by the pulley. In that respect it is similar to a cable car or a ropeway.

The gondola usually holds the rope. The gondola moves forward at the same speed as the rope because it holds the rope. However, in the curved part, the rotational angular velocities of the ropes on both sides are different (although the linear velocities are the same), so it is not possible to bend the curve while holding both ropes due to the difference in left and right speeds. It seems that one side should be released, but then the balance between the left and right will be lost and the gondola will turn. The gondola falls because the traveling equipment is overloaded. It is necessary to obtain power from the rope while maintaining the right and left balance. It is also necessary to slow down at a stop.

Therefore, at a stop or a curved portion, a number of speed reduction mechanisms driven by the progress of the rope are provided along a plurality of paths. A large number of drive rollers rotating at a reduced rotation speed are provided on the rail. The rotating roller rubs the flat part at the top of the gondola. The gondola is pushed forward because the rollers are rotating. In the curved portion, the inside reduction ratio is made larger. Then, it is possible to smoothly bend the curve.

The gondola itself has no driving force and is pulled by a rope or pushed by a driving roller. Since the structure is difficult to balance left and right, a rail is also provided below the gondola, and side rails provided on the bottom plate of the gondola press the side surfaces of the rail. The lower rail has a complicated structure that prevents left and right blurring. This requires the provision of a large number of speed reduction mechanisms. Power transmission from the rope to the speed reduction mechanism is based on sliding friction. Power transmission from the drive roller to the gondola is also sliding friction. It relies on means that are not at its heart. Therefore, it is necessary to provide a number of speed reduction mechanisms and drive rollers. It differs from the present invention in that it does not rely on a rack and pinion. There is also a great difference in that the bogie (gondola) itself has no driving force. Rails and ancillary facilities are too large, and are too expensive for a town-run toll-free system.

JP-A-11-348775 "Transportation device"
Is a flat plate rail having a width of about 50 cm to 70 cm.
This is a transport device that is constructed by suspending a truck on a robust rail structure supported by a thick plate rail having a width of about 0 cm to 30 cm. Place the upper wheel on the flat rail. There is no lower wheel. Guide rollers are applied to both sides of the thick plate rail to prevent rolling. On flat terrain, the vehicle is driven by rotating the upper wheels. It runs by sliding friction. The upper wheel slips on the slope. Therefore, the pin rack is mounted just below the rail only on the slope. A drive pinion is attached to the lower axle.
The drive pinion meshes with the pin rack. On the slope, the pinion pushes the rack and the vehicle moves forward. The upper axle rotates the upper wheel and the lower axle rotates the pinion. The linear velocity of the upper wheel and the pinion must be equal. Therefore, a gear having the same number of teeth is meshed outside the rail. Since the radius of the pinion and the upper wheel are equal and the number of gears is the same, the linear speeds of the pinion and the upper wheel are equal.

Since the upper wheels are on the left and right and rotate in the same direction on the left and right, it is impossible to turn the curve point as it is. Therefore, a differential gear device is provided to solve the difficulty of the right and left turning parts. Since the differential gear device is used for missions such as automobiles, it may be diverted. Such a problem arises from the fact that both the left and right upper wheels have driving force. If propelled by a pinion alone as in the present invention, such is not a problem from the beginning. Since there is no lower wheel, the drive pinion takes over instead on a sloping ground and keeps the bogie parallel to the rail. However, if this is done, the meshing rate fluctuates, which is not preferable. Again, the rail structure is large and robust, and the construction cost is enormous just by laying the rails. There are difficulties as a free way of transportation.

JP-A-11-348774, "Transportation device"
Has two front and rear drive shafts having upper rails on the left and right and having a central pinion. The left and right upper wheels are idle wheels instead of drive wheels. So there is no problem when converting. One feature is that the upper wheel is a free wheel. Guide rollers are attached to the front, rear, left and right so that they can be turned by contacting the side surfaces of the rail. Lay by a total of eight guide rollers
The truck is not shaken from the ru.

The idea is to provide a differential gear device so as to change the rotational speed of the front and rear pinions. This is a device similar to the above-described conventional example. When the rail is bent in the vertical direction, the rotational speed of the front and rear pinions must be different. It responds to such demands. Since a differential gear is used, the rotational speed of the front and rear drive pinions can be automatically changed. To put it simply, the differential gear is defined as R + L = constant if the right rotation speed is R and the left rotation speed is L. Therefore, normally, R = L. Since it can be と な り L, it is possible to cope with a curved portion. A clever invention. However, this is also a problem that arises from the fact that pinions are provided before and after. If there is only one pinion, such a thing can not be a problem. There is also a simpler and more robust means if you need front and rear pinions and need to adjust the speed. It's too common sense. It should be lack of thinking.

Japanese Unexamined Patent Publication No. Hei 10-67319 "traveling device" has a problem in that the traveling device suspended by the rails of the H-section steel is not easily rolled. The upper wheel is placed on the lower surface of the H steel, and one of the upper wheels is rotated to travel. There is no lower wheel. They only run on flat roads. Guide rollers are provided at the front and rear to hold the vertical surface of the H-shaped rail from both sides in order to stop left and right shaking. The four guide rollers prevent left and right swing. Pinion,
No racks are used. There is no lower wheel. The rails are expensive, the rail support structure is robust and robust, and the construction cost is high.

Japanese Unexamined Patent Publication No. Hei 6-321093 entitled "Running rack cleaning device for rail traveling bogie equipment" has a problem that a rack fixed downwardly at the center of the lower surface of the H-section steel is contaminated. In this method, a bogie having a rotating brush is made, and rotational driving force is obtained from a pinion that meshes with a rack. If you push the cleaning car with the propulsion car, the brush turns freely and cleans the teeth of the rack. Fill the rack with grease by another rotating brush. This is also a major use of the H-rail. The rack is large and can be cleaned with a self-propelled cleaning car. This is significantly different from the present invention because the cleaning is full.

[0036]

A small, single-rail, unmanned transport vehicle is used for horticulture in mountainous and hilly areas.
Large single-rail trucks for civil engineering are also used to transport debris in mountainous and remote areas. For the first time, it became a large single-rail truck for forestry and was used for passengers. It is used for commuting to work areas in forests and highlands in the canyons. All were used in remote places, mountains, and gorges. The feature that it is strong on slopes is utilized.

There are many slopes in cities and towns. There is a slope in a city with a short slope but full of people. For example, there are many houses on slopes such as Kobe, Rokko, Onomichi, and Nagasaki. The scenic light of the sloping land is beautiful over the mountains and the sea. The houses lined against the blue sky and green oka appear to be rich and rich. The magnificent mansion on the foothills of Ashiya and the ridge of Nada seems like a symbol of wealth and beauty.

On the other hand, the population structure is aging.
Elderly people living in houses on hills are also increasing. There are many houses on the oka facing narrow roads where cars cannot enter. Old historic towns and cities are especially difficult to access because of narrow roads. Some houses are on hills where no cars can pass. Then you have to walk around on foot. You have to walk down the hill to go up and down the stairs for daily shopping. The slope of the slope is often 15 to 30 degrees.

Stairs are not always large and spacious. There are many narrow and steep steps. You must always walk uphill and downhill for your daily life.
Elderly people are particularly troubled. It can be dangerous as well as exhausting. People who cannot walk have to move in wheelchairs, but climbing up and down steep slopes is not safe. In addition, it is not possible to pass in a wheelchair on a road that leads to stairs.

It is urgently desired that elderly people living in Yamate can easily pass on a slope in order to make daily life easier. It is troublesome for not only elderly people but also young people to go up and down slopes.

An escalator may be provided to easily go up and down slopes. The number of escalators laid outside buildings has also increased considerably, and it is possible to lay them on slopes in cities and towns. Universities and pedestrian bridges with escalators do exist. However, construction costs for escalators and inclined elevators increase. Construction costs of several hundred million yen are required for about 50 meters.
Maintenance costs are high in addition to huge construction costs. Only suitable for short distances.

If it is provided as a means of passing through the town, it must be small enough that it can be used free of charge and can be operated with the town budget. SUMMARY OF THE INVENTION It is an object of the present invention to provide a low-cost and easy-to-use means of transportation on a relatively populated city or town slope.

[0043]

SUMMARY OF THE INVENTION As a traffic device in a city town, the present invention proposes a suspended single-rail carriage for suspension. As mentioned earlier, single-rail vehicles are extremely resistant to going up and down slopes. Since the rack and the pinion are engaged with each other and the rail is sandwiched between the wheels from above and below, it is possible to go up and down even at an angle of 45 degrees or more and more than 50 degrees. Ray
Le is narrow and one, so it doesn't take much width. The rails themselves are inexpensive and easy to lay. Maintenance is easy because only the rails are exposed.

A riding single-rail carrier has also been developed and used for forestry. The single-rail carrier of the present invention has a diesel engine, and has a limit switch that takes two states of start and stop by a stop / start operation lever or an automatic stop lever, and refuels when the limit switch is switched from start to stop. The engine is stopped, and after a predetermined time, the fuel supply to the diesel engine is stopped to stop the diesel engine of the motor vehicle. Since it is a diesel engine, there is no spark plug and there is no need to cut off the high voltage for the spark plug. Simply stopping the fuel supply stops the diesel engine.

[0045]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The structure of a suspended single-rail carrier according to the present invention will be briefly described. Since it is a suspension type, the rail is provided above the ground. It is a space-suspended rail,
For this, an upper and lower two-stage rail structure is adopted. The upper and lower stages are welded with the incisor rack on the side of the lower rail. There is a rack that is formed by bending a mild steel strip into a corrugated shape. However, in the case of the present invention, since it is used for riding and is frequently used, it is considered that the pressed mild steel rack cannot be used. Here, a cutting tooth rack having a pressure angle of 25 degrees is used.

The upper rail is hung by a horizontal rail receiver. The rail receiver has a round pipe shape and has cylindrical sockets on the left and right. The concrete is poured into the hole dug in the ground, and the anti-sinking plate is joined so that it is partially buried in the concrete. Hold the lower end of the support on the anti-sinking plate. Thus, the gate-shaped column,
The structure of the receiver is completed. The upper rail is suspended from the rail holder by the rail suspension bracket. The struts are arranged at approximately equal intervals. The unit length of the rail is, for example, 3 m. The rail unit and the column period can be made the same. You may make it different.

It is preferable that two columns are provided in a gate shape, but depending on the location, two columns may not be provided. In this case, only one support is set up and the rail support is cantilevered from one support. Upper rail for cantilever rail receiver
The rail is suspended by the rail suspension bracket. Since the rail receiver is a round pipe, a rail at an arbitrary angle can be held via a hanging bracket.

Since this riding single-rail vehicle runs in a residential area, the use of an engine that emits noise and exhaust gas is not appropriate. An electric motor is used as a drive source. Here, a non-excitation operation spring type is used. The brake is effective when not energized, and has a brake attached to release the brake when energized. That is, when the electric motor rotates, the brake is released, and when the electric motor stops, the brake is activated.

The torque of the electric motor is transmitted to the drive pinion by a transmission (power transmission device). The power transmission device also serves as a speed reduction mechanism. In the riding single-rail carrier of the present invention, a gear reduction mechanism is used. Chain / sprocket reduction is not used. The chain may break. If the chain breaks, it may run away on a slope and be dangerous. In the case of a gear, even if the tip is engaged, it only stops. There is no risk of runaway. Here, four-stage reduction is used, but the number of reduction stages, the number of gear teeth, and the like are arbitrary.

Although it is possible to move forward and backward, switching between forward and backward is not performed by gears but by switching the current direction of the motor.

The upper and lower two-step rails are used to increase the rigidity in the vertical direction. The upper rail is only supported by the rail receiver. The lower rail functions as a rail. The bogie has a traveling device and a power vehicle device on the ceiling. The traveling device has a function of simply traveling. The motor vehicle device is a device in which a drive pinion is added to a traveling device so that the vehicle can be driven by itself.

The traveling device has wheels on up, down, left and right. So you have a total of six wheels. These wheels are free wheels that are rotatably supported by bearings on fixed axles in the vertical and longitudinal directions. The lower wheel presses the lower rail from below, and the upper wheel presses the lower rail from above. Since the lower rail is pressed from above and below, the traveling device does not come off the rail. In addition, the traveling device can maintain strict parallelism with the rail even on a slope.

The motor vehicle is a traveling device plus a driving device. Like the traveling device, it has wheels at the front and rear and up and down so that it comes into close contact with the rail. In addition to the six wheels, there is a drive pinion which meshes with the incisor rack on the side of the rail. Since it is difficult to provide a separate drive pinion shaft, the rear lower axle also serves as the power shaft of the drive pinion. Therefore, only the rear lower axle is the rotation axis. The lower wheel and the drive pinion are coaxial,
The rotation angular speed is different. The driving pinion exerts a driving force integrally with the rotating shaft. The lower wheel is a free wheel supported by a bearing.

The rack is a cutting tooth rack having a pressure angle of 25 degrees. The distance from the pitch to the tooth tip and the distance from the pitch to the tooth bottom are lower than those of the standard gear, and the rack is strong. Strong racks are useful for safe driving.

The distance between the rail and the wheel can be finely adjusted.
For this purpose, either the upper or lower axle is set as an eccentric axis, and this axis can be rotated by the adjusting plate. By adjusting the distance to an appropriate value and fixing the adjustment plate, the distance between the wheel and the rail can be set to an appropriate value.

A rotation detector is provided on the same shaft as the drive pinion, and the rotational displacement of the shaft is measured. The rotation detector can always detect both speed and position. The integral of the velocity gives the position, and the differentiation above the position gives the velocity. A start point / end point bar is provided at the end point and the start point, and the end point and the start point can be detected by making the lever of the vehicle hit the stick. However, even without it, the start point, end point, and any intermediate point can be detected by the rotation detection sensor.

The upper and lower two-step rails have their own patents. It is a combination of upper and lower rails by ribs. There was a hole beside the rib, from which a welding torch was inserted, and the rib and the rail were welded inside. However, the present invention instead employs a new style of rib connection. A rib with a depressed middle part is used, and the rib and the rail are welded outside the depressed middle part. Because it is welded on the outside, it is easy and takes less time.

Since the rail receiver is a round pipe, the upper rail can be held by the rail receiver even on a slope. If it is a square pipe, it will be necessary to turn the rail holder itself or complicate the hanging bracket.

The rail hanging bracket for holding the rail is composed of upper and lower members. The rail hanging bracket is fitted in the rail receiver in advance. The rail hanging bracket is fitted on the rail. Align the screw holes of the rail hanging bracket with the rail hanging bracket, insert the screws, and tighten the screws. By doing so, the upper and lower rail suspension fittings are connected. That is, the rail is gripped by the rail receiver. Since the rail holder is round, the rail hanging bracket can freely rotate, and the rail can be fixed in any direction.

It is necessary to bend the rails sideways and up and down according to the path. The curve for the side direction is bent on site. Up and down 2
It is hard to bend up and down because it is a book. Bending up and down in a single rail at the factory to combine them.

Trolley (feed line) under the rail receiver
Laying. Attach a current collecting arm to the traveling device so that the current collecting arm contacts the power supply line. Since electric power is required for the electric motor, the control panel, etc., the electric power is supplied by a trolley.

It is necessary to supply lubricating oil between the rack mounted on the side of the rail and the drive pinion. The lubricating oil is supplied from the traveling vehicle to the drive pinion. Then, the oil falls down from the rail. Since the oil is a black, dirty liquid, there is a danger that it will hit pedestrians passing under the rails of a single rail vehicle. This is a serious problem because it stains clothes and hair. In order to prevent this, a gutter for preventing oil from falling is provided along the entire length just below the rail. Lubricating oil that has fallen from the rails falls down the gutter and flows downward.

The problem of oil drop is a new problem in the suspension type single-rail carrier having the rail lifted upward. Therefore, the gutter for preventing oil fall is also a device unique to the suspension type single-rail carrier.

Since such a gutter is directly below the rail,
It is necessary to connect the traveling device and the bogie with hooks that are curved in a single shape. Hooks are also a new twist. Earlier we mentioned the spacing of the columns. The unit length of the rail is, for example, 3 m. In the case of the ground rail type, the number of columns may be large. Because it does not get in the way. However, in the case of the suspension hanging type as in the present invention, if there are many columns, traffic is greatly impeded. In addition, since the columns are long, installing a large number of columns increases the cost. It is better to have fewer columns.

Since the rail period is 3 m, it is desired that the column period be 3 m or more. The period may be 3 m, but in the case of the present invention, the rail is made thick (60 mm × 60 mm × 3.
(2 mm), the support period can be extended to 5 m.

This is also because the upper and lower rails provide appropriate rigidity in the vertical direction. If this were a single rail, the rails would have to be very robust in order to provide a 5m spacing between the columns. It is possible to make larger rails, but then they are harder to bend. It seems that it is better to combine two bendable rails up and down.

"D" type steel is commercially available. If such steel is used as a rail, even a single rail would be able to withstand the load. However, since the D-shaped steel is heavy and large in size, it is difficult to handle and construction is difficult and costly. In addition, when the rail is made of D-shaped steel, the dimensions of the upper wheel and the lower wheel are increased, and the distance between the upper and lower vehicles is too wide. Stability also worsens. For that reason, steel rails are undesirable.

The maximum number of passengers is two, and seats are provided before and after.
The seats may be oriented in the same direction (ascending direction forward). The front can be forward and the back can be backward. The axis of the chair may be inclined according to the average inclination. The rear seats can also be folded so that a wheelchair can be mounted.

[0069]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a suspension type single-rail carrier according to the present invention. FIG. 1 is a left side view of a riding suspension type single-rail carrier according to an embodiment of the present invention in an inclined state.
Is a front view seen from above. FIG. 3 is a left side view of the same suspended single-rail carrier when it is horizontal. FIG. 4 is a front view. 2 and FIG. 4 have a cantilevered support structure.

It is necessary to install pillars and rails on narrow roads because it is a means of traffic in established towns and villages. A double support structure may be possible, and depending on the location, the two struts may not be able to stand side by side. In that case, make sure to stand only one support. It is cantilevered by a single support. Doubly supported pillars depending on the road conditions,
Use cantilever columns for a while. Regardless of which type the rail is suspended, the other points are the same.

The suspension type single-rail carrier 1 comprises a suspension device 2 and a carriage 3. The suspension device 2 suspends the carriage 3 so that it can travel with respect to the rail. The suspension device 2 includes a bogie traveling device 4 and a motor vehicle device 5. The bogie traveling device 4 is a device for traveling along the rail.
The power vehicle device 5 is a device in which a driving force is applied to a traveling device. The bogie traveling device 4 is connected via the joint 6 to the joint 7
The power vehicle device 5 suspends the passenger trolley 3 via. The passenger car 3 includes a ceiling plate 8, a front frame 9, a rear frame 10, a floor plate 11, and the like. In this example, the front part and the rear part are open, and are surrounded by a bar 19 (see FIG. 2).

A seat for two persons is provided on the floor plate 11. This is a two-seater traffic device. The front seat 12 is built-in, but the rear seat is a folding seat 13. The wheelchair 14 can be placed in a space created by folding the back seat backward. Wheelchair 14
Is mounted, the wheel is pulled toward the rear seat and the wheel is fixed by the wheel stopper 17. Operation panel 1 in front of passenger trolley 3
5 is provided at a position accessible to the passenger sitting in front. This is for performing simple driving such as forward, backward and stop. The speed is constant or determined by a predetermined program. Passengers do not accelerate or decelerate.
Above the ceiling plate is a regenerative braking resistor 16. It moves at a slower or slower rate than a person walks. Because you go up and down hills, it is worth riding even at such a slow speed.

Two vertical columns 20 are erected at regular intervals on the ground. The support 20 is a round pipe or a square pipe. 1 and 2 show a double-sided support, and FIGS. 3 and 4 show a cantilevered support.

A rail support 21 for holding the rail 22 by the column 20 is provided at the upper end of the column 20. The rail 22 is composed of two upper and lower rails. Upper rail 2
3 and the lower rail 24. The upper rail 23 is a guide rail, and the lower rail 24 has a role of attaching a rack to obtain a thrust and suspending the bogie. Upper rail 23 and lower rail
The ribs 24 are connected to each other by ribs 25 which are thin rectangular cylinders.

The connection of the upper and lower rails by a box-shaped rib is disclosed in the past patent of the present applicant (Japanese Patent Publication No. 63-51).
No. 202; Japanese Patent Application No. 57-79730). A large hole is made in the side surface of the box-shaped rib, and a welding torch is inserted into the box through the hole to weld the inside edge of the box to the rail. This is because when welding is performed outside, the swelling of the welding hits the wheels and hinders the welding. The ribs this time are slightly different from the previous ones. This will be described later.

The rail is standardized to a fixed length of 3 m or 5 m. Here, a rail of 3 m is used.
Combine these rails on site. The fastening portion 26 connects the plates attached to the ends of the rail with bolts. This is also a patent (Japanese Patent Publication No. 61-58602) of the present applicant.
No .: Japanese Patent Application No. 56-150269).

As for the rail, the present applicant has hitherto described the 50
mm × 50 mm × 3.2 mm has been used. The unit length was 3 m. However, here the rails are 60 mm x 60 mm x
A 3.2 mm one is used. Here, 60 mm means that it is 60 mm in both the vertical and horizontal dimensions of the outer diameter of the square pipe. 3.2 mm is the thickness of the pipe metal. The conventional rail has a corner partial cross-sectional area of 2500 mm ² ,
The one used here has a corner partial cross-sectional area of 3600 mm ² .

The upper rail and the lower rail overlap with each other in order to increase the section modulus and reduce the strain due to gravity. The lower rail 24 actually functions as a rail. It is necessary to bend the rail in the vertical and horizontal curves. Lateral bending is performed using a machine at the site as needed.
If you combine the upper and lower rails, it will not bend very vertically. If vertical bending is required,
The lower rail is bent in the vertical direction in advance, and then the ribs are welded and integrated.

The rail support 21 comprises a rail receiver 27, a cap 28, a rail hanging bracket 29 and the like. The rail receiver 27 is a horizontal square member or round tube member orthogonal to the longitudinal direction, and is a member bridged to the left and right columns 20. Here, the round tube material is used as the rail receiver 27. Rail holder 27
Caps 28 are welded to both ends of the support 20, and the cap 28 is inserted into the head of the column 20 and fixed by bolts 30.
The height of the rail can be adjusted by raising and lowering the cap 28. The rail hanging bracket 29 can slide horizontally with respect to the rail receiver 27. The left and right positions can be appropriately determined by adjusting the position of the rail hanging bracket 29. It can be shifted to the right or stuffed to the left depending on the road conditions. When the position is determined, the rail hanging bracket 29 is fixed by bolts.

An anti-sinking plate 31 is attached below the column 20 with bolts 32. A massive concrete 34 is buried in the ground 33. The anti-sinking plate 31 is placed on the concrete, and the anti-sinking plate 31 and the concrete 34 are connected by the anchor bolt 35. Even in the case where the lower part is the staircase 36 as shown in FIG. 1, the concrete block is similarly buried in the ground so that the column 20 is erected.

As shown in FIGS. 1 and 2, the rail is stable because it is supported from both sides by the two columns 20. Prop 2
A call button 37 is attached to 0. Pressing this will automatically transport the single-rail carrier to that location.
On one side of the rail receiver 27, there is a feeding trolley 38.
This is a drawing of five trolley wires drawn in parallel. The current collector 39 on the side of the single-rail carriage comes into sliding contact with the trolley wire to obtain an electric current. Since three-phase alternating current is used as a power source, three wires are required for power supply and at least two wires are required for signal transmission. Therefore, here, five trolley wires are illustrated. The current collector 39 also includes five contacts. However, this can be increased to six, seven, etc.

There are factors that make the suspension structure more complicated. It is a gutter 40 for preventing oil fall provided in parallel directly below the lower rail 24. It is provided in the air over the entire length, like the rail. A gutter 40 for preventing oil fall is supported by a horizontal bar 41 extending from the support column 20. The gutter 40 for preventing oil fall is a gutter having a U-shaped cross section opened upward. This is to receive raindrops, oil, etc., which have fallen down the rail and flow them. Oil and dirt adhere to the rail. On rainy days, raindrops and drops containing oil and dirt fall from the rail.
A pedestrian may be walking under the rail. Although the carriage 3 has a roof, raindrops from the rail may still fly. Dirty water drops and oil drops must not scatter to pedestrians or passengers. Thus, along the rail, an oil fall prevention gutter 40 is provided immediately below the rail. For that purpose, it is meaningless unless it is directly below the rail. If it is not provided over the entire length of the rail, it will not meet its purpose. Therefore, in this apparatus, the gutter 40 for preventing the oil from falling
Is provided.

Neither the bogie 4 nor the power train 5 can directly suspend the passenger trolley 3 because of the gutter 40 for preventing oil fall. Then, the bogie traveling device 4, the power vehicle device 5, and the joints 6, 7 are provided by the hooks 42, 43 curved to the side.
Is to be contacted. Curved hook recess 4
4 is passed through the gutter 40 for preventing oil fall.

The hook 42 is made of ductile cast iron or an Al alloy. Ductile cast iron has the effect of damping vibration and has sufficient strength. Above all, there is no sudden breakage by force. When flexing occurs due to gravity, the fluid accumulates and gradually deforms. If it is visually observed that the hook is deformed, it may be replaced with a new hook. A brittle material such as FC may be suddenly damaged and the truck may fall.

The raindrops and oil droplets on the oil fall prevention gutter 40 are collected on the side of the column 20 along the horizontal bar 41, and are guided to near the ground using a vertical gutter. Alternatively, all can be collected on the lowest pillar and dropped from there to the ground.

There has been no single-rail carrier having a rail above it. Rails were always provided at a height of several tens of centimeters from the ground, on which a single-rail carrier was mounted. However, in the present invention, since the rail is first lifted into the air and the single-rail carrier is hung, problems such as raindrops, oil drops, and dirt from the rail newly occur. One answer for this is the oil fall prevention gutter 40 and the hooks 42 and 43. In the case of a train running on orbit, such considerations were useless because no one enters the orbit. However, in the case of a suspended suspension-type traffic device, some people walk directly under the rail, and such unique consideration is required.

What has been described so far has two columns (gate type,
This is common to both cases (both-sided) and one (single-sided). However, as shown in FIG. 3 and FIG.
0 is thick and firm. This is to compensate for bending and instability caused by cantilever. The anti-sinking plate 31 is common to the two-sided one, but the plate portion can be made wider.

Further, the concrete 34 is larger than the case where the number of columns is two. Not only large and wide
The arrangement is such that the concrete 34 extends longer in the direction of the carriage as shown in FIG. The concrete is made more rigid so that it can receive the bending moment generated by the weight of the bogie.

In addition, a support 45 having an angle is embedded in the concrete 34 horizontally. The angled pedestal 45 provides a stronger resistance to tilt. Further, a longer anchor bolt 35 is used. In the case of a double support, only a downward force acts on the settlement preventing plate 31 from above. However, in the case of a cantilever, the anti-sinking plate 31 is used.
There is a pulling force behind. To receive this, a longer anchor bolt 35 is used.

FIG. 3 is a view of the vehicle traveling along a horizontal portion, but shows another example of a seat. In Fig. 1, the back is a folding seat and the wheelchair could be stopped. In the example of FIG. 3, the rear seat 46 is also built-in.

FIGS. 5, 6, 7, and 8 show the support 20 and the rail.
6 shows a combination of the tools 22. In these figures, the single-rail carrier 1 and the gutter 40 for preventing oil fall are omitted. The portion through which the single-rail carrier 1 does not pass has such an appearance. In this way, parallel columns are provided at appropriate intervals on a narrow road so that the rail is suspended.

In FIGS. 5 and 6 showing the case of holding both sides,
Bulk concrete 34 is embedded in the ground 33, and the subsidence preventing plate 31 is fixed to this by anchor bolts 35. The lower end of the column 20 is inserted into the vertical hole of the settlement preventing plate 31.

From the beginning, the rail receiver 27 has caps 28 at both ends, and rail hanging brackets 29 with rails mounted in the middle. The cap 28 is inserted into the top of the column 20, the height is adjusted, and the column 28 is fixed with the bolt 30. Ray
The metal hanging bracket 29 is moved along the rail receiver 27 to be positioned and fixed at an appropriate position. The above is the case of the double-supported column, but the procedure is almost the same for the case of the cantilevered column shown in FIGS.

A rack 47 is fixed to the side surface of the lower rail 24 with the tooth surface facing downward. The rack 47 is also devised. It is a cutting tooth rack with a low tooth height at a pressure angle of 25 degrees. The tooth shape with a pressure angle of 25 degrees is accurately formed by cutting steel. Low tooth height means that the tooth height from the pitch is low. In the case of the standard gear, one module is provided between the tip and the pitch, and 1.25 pitch is provided between the pitch and the root. However, the rack of the present applicant has a lower tooth height. This is to make the rack strong.

Hitherto, the rack of a single-rail carrier has often been made by bending a long belt-like mild steel material into a corrugated shape. In this case, the tooth surface of the rack is not flat, and an accurate pressure angle cannot be defined. The pinion tooth profile was not involute, and there was a drawback that noise was loud. Here, a rack with an accurate tooth surface is used. Backlash can be reduced and the meshing rate can be increased. So there is little noise. The rack 47 is mounted just in the middle of the side surface of the lower rail 24. Although the height of the rail is 60 mm, the flange of the upper wheel contacts the upper surface of the rail, and the flange of the lower wheel contacts the lower surface of the rail. Since a contact margin is required, the height of the rack 47 is limited to an intermediate height.

The patent of the applicant of the present invention in which the upper rail and the lower rail are connected by a box-shaped rib having a hole has been described (JP-B-63-51202). The rail and the rib are welded inside by inserting a welding torch through the hole. This is because the swelling due to welding must not affect the rolling allowance of the wheel.

However, welding from a hole is still inefficient. Therefore, here, as shown in FIGS. 10 and 11, the rib 25 has a concave lens-shaped cross section in which the center of the box is narrowed. The rib 25 has a narrow side surface 48 and an end surface 49.
And a wide side surface 51. It connects two steel plates at seam 50
In a box shape. Wide side 51
Has a width such that the upper wheel which is in contact with the rail is not hung. The narrow side surface 48 at the intermediate portion is narrowed by about the welding margin. In order to weld the rib 25 to the rail, it is externally welded on the narrow side surface 48. Side weld 52
Rises into the area of the wide side surface 51 and does not obstruct the upper wheel. Further, welding is performed outside the end face 49. The end weld 53 does not hinder rotation of the upper wheel.

The upper surface of the lower rail 24 is divided into an outer band H, an intermediate band J and an outer band G by lines parallel to the longitudinal direction. The intermediate band J is a portion where the rail is cut by a plane including the wide side surfaces 51, 51 of the rib 25. The outer band G is a portion obtained by cutting the rail by a plane including the side surface on the rack side and an infinite plane including the wide side surface on the rack side. The outer band H is a portion obtained by cutting the rail by an infinite plane including a side including the side without the rack and a wide side on the side without the rack. Rib 2
Reference numeral 5 denotes an intermediate band J which does not protrude from the intermediate band J even if the welded portions 53 and 52 are included. The upper wheel presses the outer bands H and G from above and rolls on the outer bands G and H surfaces. Thus, H, J,
The G portion is clearly separated so that the presence of the rib 25 does not obstruct the upper wheel.

Although the ribs are box-shaped, the plate is a simple plate before welding because the plate is welded at the seam 50 at the midpoint of the end face to form a box. It is easy to bend the board into a U-shape. To process the narrow side surface 48, one step is added, but the cost does not increase much. Efficiency is improved because welding can be performed from the outside. The large number of rail ribs has a great benefit in simplifying the welding. As shown in FIG. 9B, there are five ribs 25 with a rail of 3 m.

The structure in which the upper and lower rails are connected by ribs is to increase the vertical section modulus and increase the vertical strength. The rail is suspended by the rail, so the deflection of the rail corresponds to the descent of the bogie. If the deflection is large, the bogie tilts and the vibration increases, resulting in poor ride comfort. Conventionally 50mm x 50mm to increase rail strength
Was changed to a square of 60 mm × 60 mm. In addition to this, the structure in which the upper and lower rails were joined by ribs 25 further enhanced the strength and rigidity. Since the two rails are joined by the rib 25, the transverse section modulus is doubled. Since the two rails are firmly connected by the ribs in the longitudinal direction, the increase in the section modulus in the vertical direction is much larger than twice. Since the suspension is of the suspension type, bending of the rail up and down poses a problem. However, this structure is strong against downward force.

There is another reason for using two upper and lower rails. If one rail is used as a suspension type, the rail cannot be supported from above. This is because if it is supported from above, the upper wheel cannot be mounted on the rail. This means that you can only hold the rail from the side. In some cases, the railroad vehicle of the applicant has a rail structure that cantilevered from the side toward a lightly-loaded tangerine farm. However, the single-rail cantilever structure may be about 250 kg, but is not suitable for a passenger car. In the case of a cantilever (cantilever), the balance is poor, so a downward permanent distortion will inevitably occur. The load on the trolley is 50 even if the occupancy is 2 people.
It will be about 0kg.

When two rails are used, the lower rail can be suspended from above by ribs. It is stronger to suspend from above than to cantilever from the side. For this reason, the present invention employs an upper and lower rail structure. 2
Even if it is a book, only the lower rail is mounted on the lower rail and the upper rail is irrelevant to running and driving. The upper rail does not function as a rail, but merely has a suspension holding structure.

When the strength of the rib having the narrow side surface is compared with that of the simple box-shaped rib having no narrow side surface as described above, the strength of the ribs in the longitudinal direction of the upper and lower rails is the same. This is where the lateral bending strength of the rib is concerned. This is because the lateral bending moment is reduced due to the narrow side surface. However, the present invention is of a suspension type instead of a rail under which a vehicle is mounted as in the prior art. Therefore, no compressive force acts between the upper and lower rails and only a tensile stress is applied. With only tensile stress, there is no need to worry about lateral bending of the ribs. Therefore, it can be said that a rib having a cross section as shown in FIG. 10 is suitable for a suspension type.

The unit length of the rail is 3 m. However, not limited to 3 m, any unit length can be selected. Ray
Fastening portions 26 are welded to both ends of the screw. This is for joining adjacent rails. As shown in FIG. 9A, two bolt holes 55 and 56 are formed. Ray
One end of the handle is simply an open end. At the other end, liners 57 and 58 having an outer peripheral surface substantially equal to the inner peripheral surface of the rail are inserted and fixed. As shown in FIG. 13, insert the liner end of the rail into the open end of the other rail, and
The rails can be connected by fastening the bolts 6, 26 with bolts 54, 54 and nuts 59, 60. Therefore, the rail ends do not have to be welded.

A rail support structure using columns will be described with reference to FIGS. FIG. 12 shows the case of a double support, and FIG.
Indicates the case of cantilever. The anti-sinking plate 3 is located below the column 20.
1 is attached. Fixing it to concrete has already been described. A collar 63 is provided above the support 20.
Is inserted, and this is fixed to the column by the bolt nut 64. Immediately above the collar 63, the cap 28 of the rail receiver 27 is inserted and fixed by the bolt and nut 30. The rail receiver 27 is fixed to the column 20 via caps 28 at both ends.

The rail suspender 2 against the rail receiver 27
9 to hold the upper rail 23. The rail hanging bracket 29 can move the rail receiver 27 right and left.
The rail hanging fitting 29 is a combination of an upper fitting 65 and a lower fitting 66. The upper fitting 65 is a saddle-shaped fitting that goes around the rail receiver 27. The lower surface is a flat plate surface. Bolt holes are drilled in the flat plate surface. The lower metal fitting 66 is a metal fitting having a C-shaped cross section and having a shape surrounding the lower side of the upper rail 23. It comes into contact with the upper rail 23
It has a flat surface at the same height as the upper surface of the tool. Bolt holes are also provided on the flat surface of the lower bracket.

The upper fitting 65 has four flat surfaces. Upper bracket 6
Two lower metal fittings 66 correspond to 5. Upper rail 23
The flat surface of the lower metal fitting 66 inserted from below into the upper metal fitting 65 is put on the flat surface of the upper metal fitting 65, and both are fastened by the bolt 67 and the nut 68. A rail support 27 and an upper rail 23 are provided by a rail suspension fitting 29 comprising an upper fitting 65 and a lower fitting 66.
Are firmly fastened. When the bolt 67 and the nut 68 are loosened, the rail hanging bracket 29 can be slid to any position. The position of the rail can be adjusted to an appropriate location according to the circumstances of the road. In this way, the rail can be laid easily on site.

The bending of the rail in the left-right direction is performed on site using a machine. Since the bending in the vertical direction is not easy,
The upper and lower rails are bent in the vertical direction in advance and are connected by ribs.

A rack 47 is attached to the side surface of the lower rail 24. The rack 47 is often formed by bending a mild steel strip into upper and lower undulations. Here, a rack with cutting teeth is used. Since the rack is a gear with an infinite radius, the pressure angle should be defined and it should be an involute tooth surface. However, the corrugated rack is an approximate one, the pressure angle cannot be defined, and it is not an involute. Low meshing rate and high noise.

Therefore, in the case of the riding single-rail carrier of the present invention, a rack according to the theory was used. The tooth flank of an infinite radius gear is flat. In order to form the exact tooth profile according to the theory, the steel bars were cut with a gear cutter to form the gears one by one. The tooth surface is as theoretical and the pressure angle α is 25
Degree.

However, there are some differences from the rack of the normal gear theory. That is, the tooth height is low. The normal gear has one module from the pitch circle to the tooth tip, and 1.25 modules from the pitch circle to the tooth bottom. However, doing so weakens the teeth. In addition, since the depression becomes deeper, the cutting amount increases, and the cutting time is longer.

The inventor of the present invention has set the tip from 0.7 to 0. 0 from the pitch circle so that the cutting time is shorter and the tooth surface is stronger.
Reduce to 9 modules. Similarly, the tooth bottom is reduced to 0.875 to 1.125 modules from the pitch circle. In this case, since the teeth have the theoretical tooth surface, the meshing with the pinion is smooth and the noise is small. Traction is also enhanced.

Although it takes more time to bend the steel strip in a wave shape because of the cutting work, the cutting time can be reduced because of the short tooth profile. It also has a stubby tooth profile, making it more robust. No chipping or damage occurs. Rack damage is the cause of the accident. The racks of the present invention are robust and can reduce the likelihood of an accident.

The tooth profile of such a rack is disclosed in Japanese Patent No. 2649411 (Japanese Patent Application No. 1-80900: Japanese Unexamined Patent Application Publication No.
No. 258465).

The relation between the rail and the traveling device of the bogie will be described. As shown in FIG. 1 and FIG. 3, two traveling devices suspend the bogie. The front is a motor vehicle device 5, which has both a traveling device and a power device. Behind is only the traveling device 4. The traveling device itself is common. The lower rail is sandwiched from above and below by the combination of the upper wheel and the lower wheel.
To hold the truck so that it can be suspended and run. Each traveling device is provided with an upper wheel and a lower wheel before and after. The drive pinion that exerts force may be provided on any of the front and rear traveling devices. Whichever drive pinion is installed, it should be coaxial with the rear axle. If the drive pinion is mounted on the front axle, the power distribution is poor and the traveling device may pitch.

The traveling device comprises a frame, wheels, an axle and the like. FIG. 15 is a longitudinal sectional view including the axle where the pinion does not exist in the front powered vehicle device 5. The frame that supports the axle, motor, and braking device is the frame. The frame has a three-layer structure. This is a combination of the A frame 70, the B frame 71, and the C frame 72. All are manufactured by Al alloy or ductile cast iron. A B frame 71 and an A frame 70 are provided on the right and a C frame 72 is provided on the left. These three layers of frames are responsible for holding the axle, wheels, brakes and the like.

The upper wheel and the upper axle will be described. These are the parts where the suspension force is all applied. One traveling device has four upper wheels. There are a total of eight upper wheels because there are two traveling devices before and after. By contacting the upper surface of the lower rail 24, the upper wheel suspends the bogie or the like. However, since the lower rail 24 has a rib 25 at the center of the upper surface, the upper wheel cannot be a double-flanged type wheel. It is necessary to avoid the rib 25 and divide it into upper and lower upper wheels composed of two parts. In addition, the left and right upper wheels have such a shape that only a small portion presses the narrow portions of both sleeves of the lower rail 24. The left and right upper wheels are each cantilevered.

This is a major difference from the overpass type (with a carriage on a rail) single-rail carrier manufactured and sold by the present applicant. In the case of the overpass type, the upper wheel is a single double-flanged type wheel, and has an optimal shape for receiving gravity. However, in the case of the present invention, since it is a suspension type, the upper wheel is divided into two cantilevers. Although this is not optimal in terms of supporting gravity, it is necessary to increase the width of the rail from the conventional one (from 50 mm square to 6 mm).
(To 0 mm square) Because the width of both sleeves is increased, it is possible to carry the weight of the bogie.

On the other hand, the lower wheel can be a double-flanged type wheel because the lower rail has a lower surface open. The lower wheel does not need to be strong due to the lack of gravity, but it is strong on slopes. Sometimes it is necessary to hold the rail tightly so that it does not deviate from the rail. Therefore, the adoption of double-flanged wheels is still suitable. A specific structure will be described.

The upper right axle 73 is fixed through the upper holes of the A and B frames 70 and 71. An upper left axle 74 is fixed through a hole above the C frame 72. Both are cantilevered axles. The upper right axle 73 rotatably supports the upper right wheel 75, and the upper left axle 74 rotatably supports the upper left wheel 76.

An upper right wheel 75 is attached to the left end of the upper right axle 73 via a bearing 77. Frame 71, 70
The right end of the upper right axle 73 penetrating through is a male screw portion 78 and a spanner pad 82. The upper right axle 73 is fastened to the frame by a nut 79 screwed into the male screw portion 78.
The enlarged flange 80 at the left end prevents the bearing 77 from coming off the axle 73. The collar ring 81 fitted in the inner peripheral groove of the upper right wheel 75 prevents the bearing 77 from coming off. Upper right axle 7
A ring 101 is previously fitted between the inner wall of the B frame 71 and the inner ring of the bearing 77 at the enlarged diameter portion at the left end of 3. The axial position of the upper right wheel 75 is strictly defined by the flange 80 and the ring 101.

At the right end enlarged diameter portion of the upper left axle 74, there is a flange 83 whose diameter is further enlarged. A bearing 84 is inserted into the enlarged diameter portion of the upper left axle 74. Upper left wheel 7 on the outer ring of bearing 84
6 is fixed. The upper left axle 74 passes through a hole in the C frame 72. A male screw part 85 and a spanner contact 87 are formed at the left end. The upper left axle 74 is fixed to the C frame 72 by screwing a nut 86 into the male screw portion 85.
The inner ring of the bearing 84 is sandwiched between a ring 102 inserted in advance and a flange 83 having an enlarged diameter. This determines the position of the upper left wheel 76 in the axial direction.

As described above, both the upper right wheel 75 and the upper left wheel 76 are thin wheels having only one flange. The contact area with the rail is very narrow. This is because the middle part of the lower rail is occupied by the ribs. Left and right upper wheels 7 only on narrow rail side without ribs
5, 76 are in contact. Moreover, it cannot be passed through the axle. Both become cantilevered wheels. It is a problem that the upper wheel exerting the force is cantilevered and the contact area is small. Therefore, the axles 73 and 74 are made thick and firm here. The rails are also thick.

The lower wheel and the lower axle will be described. The lower wheel is not required if the truck is simply suspended. Nothing that uses tires in suspended public transportation corresponds to the lower wheel. Unlike a tire-type monorail for mass traffic, a single-rail carrier always has a lower wheel. Since the rail is firmly sandwiched between the upper wheel and the lower wheel from above and below, the single-rail carrier always keeps parallelism to the rail and can run safely on the slope.

The lower wheel 88 is a drum-shaped wheel having flanges on both sides, and can contact the entire width of the lower surface of the rail. The both flange type lower wheels 88 are connected to the lower axle 9 via two bearings 89, 89.
It is rotatably supported at zero.

The lower axles 90 and 91 have both lower wheels and are longer than the upper axles 73 and 74. The holes of the A frame 70 and the B frame 71 penetrate, and the holes of the C frame also penetrate. An intermediate portion sandwiched between the B and C frames 71 and 72 is a thicker and eccentric lower axle 90.
The lower axle 91 through which the A frame 70 and the B frame 71 are inserted is thinner than the upper axle 73. At the right end of the lower axle 91, a male screw portion 92 and a square portion are formed, and a nut 93, a washer 94, and an adjustment plate 95 are attached.

A male screw portion 96 is also cut at the left end of the lower axle 90 that penetrates the C frame 72. A washer is inserted into the male screw portion 96, and a nut 97 is screwed in to fasten the left end of the lower axle 90. Collars 98 and 99 are fitted between the bearing 89 inserted into the eccentric lower axle 90 and the frame to determine the axial position of the lower wheel. Since this is the structure of the running part of the front power train apparatus, the motor 100 can be seen on the other side.

The adjustment plate 95 is a lever, and the adjustment plate 95 can be rotated by loosening nuts at both ends. When the adjusting plate 95 is turned, the center of the eccentric lower axle 90 is vertically displaced. Why do we need an eccentric axle? This is to finely adjust the gap between the lower wheel 88 and the lower surface of the rail 24. The lower wheel 88 presses the rail 24 from below, and holds the traveling device so that it is always parallel to the rail. If the contact with the rail is too strong, the resistance increases, which is not preferable. If the gap between the rail and the rail is too large, there is a drawback that pitching occurs and noise increases. The gap between the lower wheel and the rail is adjusted to a suitable value by the adjusting plate 95. Adjustment plate 9
By turning 5, the lower axle 90 which is an eccentric shaft moves up and down. The adjustment plate 95 is fixed at an appropriate height.

What has been described above is only the structure of the upper and lower wheels for holding the lower rail from above and below. In FIG. 15, the motor 100 can be seen behind. The gear group is rotated by the motor 100 to transmit power. At the end of the power transmission system is a drive pinion. A drive pinion is combined with the rack to obtain propulsion.

The driving pinion will be described with reference to FIG. This is the part of the axle behind the power train. 1 and 3, there are two front and rear traveling devices,
Each has an upper wheel and a lower wheel before and after. In such a traveling device, it is preferable to combine a drive pinion with the rear wheel and axle. Therefore, it can be said that FIG. 15 illustrates the front (upper) wheel structure, and FIG. 16 illustrates the rear (lower) wheel structure.

The upper right axle 103 is inserted through holes of the A frame 70 and the B frame 71 and fixed. The upper left axle 104 is inserted and fixed in the hole of the C frame 72. The upper right axle 103 rotatably supports an upper right wheel 106 via a bearing 105. The inner portion (left side) of the upper right axle 103 from the frame is enlarged in diameter, and its end is a flange 107 having a larger diameter. The outer ring of the bearing 105 is prevented from coming off by a collar 108 fitted on the inner peripheral portion of the wheel. The inner ring of the bearing 105 is sandwiched between a flange 107 and a ring 109 inserted into the upper right axle 103.

The outer end (right end) of the upper right axle 103 is partly a male screw part 110 and partly a square neck part 114. The square hole of the adjustment plate 111 is inserted into the square neck 114. Further, a washer 112 is inserted, and a nut 113 is screwed into the male screw portion 110. This allows the upper right axle 1
03 is fixed to the B frame 71 and the A frame 70. Like the lower axle 90 in FIG. 15, the upper right axle 103 is also an eccentric shaft. When the adjustment plate 111 is turned by loosening the nut 113, the upper right wheel 106 and the lower rail
The distance between the tools 24 can be adjusted freely. This is similar to the lower wheel in FIG.

The upper left axle 104 is supported by the C frame 72. The upper left axle 104 has a right end with an enlarged eccentric shaft 115.
, And a flange 116 is formed at the end. The bearing 117 is fitted to the enlarged eccentric shaft 115. An upper left wheel 118 is fixed to the outer ring of the bearing 117. The inner end of the outer ring of the bearing 117 is fixed to the inner peripheral surface of the upper left wheel 118 by a collar 119.

The axial position is determined by inserting a ring 120 between the inner ring of the bearing 117 and the C frame 72. Since the upper left wheel 118 is attached to the eccentric shaft 115, it can be slightly displaced up and down. At the outer end (left end) of the upper left axle 104, a square neck 121 is formed, into which an adjustment plate 122 is inserted. By turning the adjustment plate 122, the vertical position of the eccentric shaft 115 can be determined.

A male screw portion 123 is formed at a further end of the upper left axle 104. The upper left axle 104 is fixed to the frame 72 by inserting the washer 124 and fastening the nut 125 here.

Thus, the left and right upper wheels are cantilevered. It is an unavoidable structure to avoid the rib 25. There are four upper wheels for one traveling device, all of which are idle wheels. In all the axle structures in FIG. 15, the lower axle is an eccentric shaft and can be vertically displaced.
In the rear axle structure, the upper axle is an eccentric shaft and can be vertically displaced. In view of the function of the upper wheel to support the load, it may not be preferable that this is an eccentric shaft and can be adjusted up and down.
However, the reason why the upper axle can be finely adjusted in the rear axle structure in FIG. 16 is that the lower axle is a driving wheel. It is possible to make the drive wheels vertically displaceable. It is not desirable to provide a displacement mechanism because the drive wheels have many accessories and a large force is applied.

The lower axle 126, which is the drive shaft, will be described. The lower axle 126 is a long axis passing through the three frames 70, 71, 72. There are enlarged and reduced diameter parts. The outer end has a reduced diameter and has a rotation stopping mechanism 127. A gear-shaped rotation detector 1 for the rotation stopping mechanism 127
28 are fixed. A proximity sensor 130 supported by a bracket 129 is provided so as to face the rotation detector 128. The bracket 129 is for the washer 1
The bolt 152 into which the 51 is inserted is fixed by screwing into the female screw hole 131 of the A frame 70.

When the lower axle 126 rotates, the rotation detector 1
28 rotates. This is gear-shaped, and when the tooth tip approaches the proximity sensor 130, this is sensed. The total rotation amount and rotation speed of the drive shaft (the lower axle) can be determined by counting the number of passing teeth. That is, the distance from a certain starting point and the speed at that time are known. In practice, the speed is detected and the emergency stop brake is activated in the event of excessive speed. Therefore, the mechanism consisting of the proximity sensor and the rotation detector forms a part of the emergency stop device.

The rotation detector 128 and the end of the shaft are
3 protected. In the drum 153, a bolt 132 having a washer attached to the drum hole is inserted, and the A frame 70
Is screwed into the female screw hole 133 of the solidification. The lower axle 126 is supported by the bearing 135 with respect to the A frame 70. An oil seal 134 is interposed between the lower axle 126 and the hole of the A frame 70. The gears and the bearings are filled with lubricating oil. There is an oil seal 134 for sealing the lubricating oil. B frame 7
1 and the A-frame 70 in the space between
Has a detent mechanism 137, to which the output gear 136 is fixed. This is the last gear in the power transmission reduction system from the motor to the drive pinion. The power transmission deceleration system in the preceding stage will be described later with reference to FIG.

The lower axle 126 passes through a hole in the B frame 71, and is rotatably supported by a bearing 138 here. Although the axles 103 and 104 described above were all fixed axles, they were directly fixed to the frame.
Reference numeral 26 denotes a drive shaft which rotates and is supported by a bearing from a frame. An oil seal 139 is provided in the same hole of the B frame 71 to seal the lubricating oil.
The lubricating oil is A by the oil seals 134 and 139 on both sides.
It is sealed in the space between the frame 70 and the B frame 71. The space between the B frame 71 and the C frame 72 of the lower axle 126 is an external space. Here, a rotation stopping mechanism 141 is formed on the surface of the lower axle. The drive pinion 140 is inserted into the rotation preventing mechanism 141 and fixed. Since the rotation preventing mechanism 141 is provided, the rotation of the drive shaft (the lower axle 126) is entirely transmitted to the drive pinion 140.

The driving pinion 140 is a member located at the end of the power transmission system. This meshes from below with a downward rack 47 welded to the side surface of the lower rail 24. Output gear 1
When the wheel 36 rotates, the lower axle 126 and the drive pinion 140 rotate, so that the bogie runs by pushing the rack 47.

Immediately beside the drive pinion 140, the lower wheel 1 rotatably supported by bearings 142 and 143 is provided.
There are 44. The lower wheel 144 is an idle wheel. Thus, there are bearings 142, 143 between them. The lower wheel 144 is not cantilevered but is both-end supported by the lower axle 126. The lower wheel 144 contacts the lower surface of the lower rail 24. Lower wheel 14
4 have flanges 146, 147 at both ends. This hits the lower side of the lower rail and guides the lower wheel 144 to the rail. There is a depression 145 at the center of the outer peripheral surface of the lower wheel 144. Since the wheel contacts the rail, the wheel is excessively dug near the flange, leaving a central portion, and the wheel becomes drum-shaped. Then, it becomes unstable, so the center part is lowered a little so that the drum-shaped wear does not occur.

The right flange 147 of the lower wheel 144 comes into almost contact with the drive pinion 140. The side surface of the drive pinion 140 is formed in a shape corresponding to the flange 147 of the lower wheel 144. Unlike other axles, the lower axle 126 is a drive shaft and rotates. The drive pinion 140 rotates integrally with the lower axle 126. However, the lower wheel 144 is a free wheel. It is a situation similar to other upper wheels, lower wheels, etc. because it is a free wheel. A bearing is required between the lower axle and the lower axle because the lower wheel and the lower axle have different rotational speeds.
The linear velocity propelled by the drive pinion 140 is PΩ obtained by multiplying the lower axle rotation angular velocity Ω by the pitch radius P of the drive pinion. This is the relative speed of the rail. The radius of the lower wheel is r
Then, the rotation speed of the lower wheel is PΩ / r, which is different from Ω.

A spacer ring 148 is inserted into the left end of the lower axle 126. The small diameter portion 149 at the left end of the lower axle 126 is rotatably supported by the C frame 72 by the bearing 150. The lower axle 126 is important because it also serves as a rotary drive shaft as described above.

The lower axle 126 has bearings 135, 138, 1
A frame 70 and B frame 7
1. It is rotatably supported by the C frame 72. This allows it to act as a rotating shaft. Output gear 1 as the drive shaft
36 has the effect of obtaining power. This power is converted into propulsion by the combination of the drive pinion 140 and the rack 47. That is the main function, but not only. There is also an effect of holding the lower wheel 144. The lower wheel 144 is not necessary for an urban traffic type monorail or the like. However, in the case of a single-rail type transport vehicle of the type that ascends and descends directly on an inclined ground as in the present invention, the lower wheel that holds the bogie firmly against the rail is indispensable. The lower axle 126 also functions as an axle of the lower wheel 144.

In addition, the lower axle 126 also has a function as a sensor part of the emergency stop brake. The rotation detector 128 provided at the right end detects that the speed is excessive, and plays a role for ensuring safety such that the emergency stop brake is operated. Safety is even more important as you go up and down steep terrain.

The power transmission reduction mechanism from the electric motor to the drive pinion will be described with reference to FIG. This drawing is not a simple longitudinal sectional view. A portion following the gear train is a cross-sectional view. Therefore, two identical lower rails 24 are drawn.
These are the same.

The origin of the power is the electric motor 160. This is a motor with a brake. When stopping, apply the brakes. If the stop condition is to be maintained, keep the brake activated. This is a non-excited electromagnetic brake in which the brake is released when a current flows and the brake is applied when the current is turned off. Therefore, in the case of a normal stop at the end point, start point and intermediate point of the rail, use the brake attached to the electric motor. The motor can rotate in reverse. Thus, the single-rail carrier can move forward and backward by switching the current instead of the gear.

The electric motor 160 is arranged so that the motor flange 1 extends in the axial direction.
61. The bolt 163 is screwed into the female screw hole 162 drilled in the C frame 72 and passed through the hole of the flange 161.
The flange 161 is fixed to the C frame 72 by screwing the nut 164 to the male screw portion 165. The motor shaft 166 is surrounded by a cylindrical coupling 168.
There is a keyway on both the shaft and the coupling, where the key 16
7, the motor shaft 166 and the coupling 168 can be integrally rotated in the rotation direction. The key 167 is fixed by screws 169 and 170.

[0150] A rotation preventing mechanism (spline or the like) is cut on the inner peripheral surface of the front end of the coupling 168, and is connected to the input shaft 172 from which the same rotation stopping mechanism 171 is cut. The motor 160 is fixed to the C frame 72,
The input shaft 172 is rotatably supported on the B frame 71 and the A frame 70 by bearings 174 and 175.

The input shaft 172 is the first rotation shaft of the reduction transmission mechanism. An oil seal 173 is provided in the hole of the B frame 71.
And seals the inside of the input shaft 172. As described above, the gear box between the B frame 71 and the A frame 70 is a gear box having gears, and is filled with oil for lubrication. An oil seal is required to seal it.

In the space surrounded by the frames 71 and 70, a small A gear 176 is fixed to the input shaft 172. The A gear 176 meshes with the B gear 17 having a large number of teeth.
7 The B gear 177 is fixed to the brake shaft 178. Brake shaft 178 is the second shaft in the transmission system. A C gear 18 with a small number of teeth immediately beside the B gear 177
0 is fixed to the brake shaft 178.

One end of the brake shaft 178 is a B frame 71.
And an intermediate portion is rotatably supported by a bearing 181. However, it can be said that the rotating shaft is cantilevered.

The brake shaft 178 serves not only as a shaft for a speed reduction system but also as a shaft for an emergency stop brake. The emergency stop brake is an electromagnetic brake 183 here. The structure of the electromagnetic brake 183 will be described.

The brake shaft 178 penetrates the A frame 70 through the oil seal 182. Brake shaft 17
At the right end of 8, a ring-shaped rotating body 184 is provided. The rotating body 184 is prevented from rotating with respect to the brake shaft 178 by the shaft 202 and the key 202 inserted into the key groove 201 of the rotating body.

On the outer periphery of the rotating body 184, several thin disk-shaped rotating blades 185 are attached at equal intervals in the axial direction. In the meantime, substantially the same number of disk-shaped fixed blades 186 are provided. The fixed blade 186 is fixed by a bolt 187.
It is fixed to the brake drum 188. A coil 189 is provided inside the brake drum 188 so as to be concentric with the brake shaft 178. A cord 190 extends from the coil 189.

The brake core 191 which is a disc-shaped member holds the coil 189. Countersunk screw 192 on brake core 191
The brake drum 188 is attached. The electromagnetic brake 183 is connected to the A frame 70 via the mounting plate 193.
Fixed to

A female screw hole 194 formed in the brake core 191
Then, the mounting plate 193 is fixed to the brake core 191 by passing the bolt 195 through the washer 196 into the hole of the mounting plate 193 and fastening.

The bolt 2 is inserted into the female screw hole 197 of the A frame 70.
00, screw through the hole in the mounting plate 193,
The mounting plate 193 is connected to the A frame 70 by inserting the nut 98 and screwing the nut 199 into the bolt 200.

If the coil 189 is not energized, the rotating blades and the fixed blades come into contact with each other to generate a braking force. As a result, the single-rail carrier is brought to an emergency stop. That is, this brake is a non-excitation type. This can also be used for emergency stops only. That is, the two braking devices are used separately. It is possible. However, in this embodiment, the electromagnetic brake is also used for a normal stop. Therefore, in the normal stop, both the electromagnetic brake integrated with the electric motor and the electromagnetic brake of the power transmission system are used together. Even in the case of an emergency stop, after this electromagnetic brake works,
The electromagnetic brake attached to the motor also stops.

Both the B gear 177 and the C gear 180 are fixed to the rotation stopping mechanism 203 of the brake shaft 178. The D gear 204 having a large number of teeth meshes with the C gear 180. The D gear 204 is fixed to a middle shaft 205, which is a third shaft. The middle shaft 205 is a short shaft. This is simply an intermediate shaft for the deceleration transmission. The center shaft 205 has a left end on the B frame 71 by the bearing 206 and a right end on the bearing 20.
7 rotatably supports the A frame 70. The D gear 204 and the F gear 208 having a small number of teeth are fixed to the rotation preventing mechanism 209 of the intermediate shaft 205. F gear 2 with a small number of teeth
08 meshes with the output gear 136 described above. An output gear 136 rotates the drive pinion 140. These gears are spur gears. However, in some cases, a helical gear or a toothed gear may be used.

The rotational force of the motor 160 is determined by the input shaft 172,
A gear 176, B gear 177, brake shaft 178, C gear 180, D gear 204, intermediate shaft 205, F gear 20
8, output gear 136, lower axle 126, drive pinion 14
0 and the rack 47 are transmitted in this order.

The torque is reduced simultaneously with the transmission. If the number of teeth of the A gear, B gear, C gear, D gear, F gear, and output gear is A, B, C, D, F, and G, the reduction rate is
(A / B) × (C / D) × (F / G) = ACF / BDG
Given by It is a three-step deceleration. The rotation speed of the motor is attenuated at this ratio. Conversely, the force increases reciprocally. Since the brake is coaxial with the electric motor, the braking force of the brake is also increased by a reciprocal number.

A rotation detector (the rotation detector 128, the proximity sensor 130, etc.) constantly measures the traveling distance. The distance from the starting point is always known. Since it is a single line, the position can be uniquely determined if the distance from the starting point is known. Therefore, it can be automatically stopped at the start point and the end point. A stopper and a stop lever may be provided at the start point and the end point to automatically stop. The vehicle may be stopped at the end point or the start point by detecting the rotation speed, or may be stopped at the end point or the start point by the stopper. In either case, both the non-excited electromagnetic brake attached to the motor and the electromagnetic brake provided in the power transmission system (preferably of a type that stops by non-excitation) may be operated. The position can be detected by detecting the rotational speed, and the motor can be stopped at a desired intermediate position. In this case as well, both the non-excited electromagnetic brake attached to the electric motor and the electromagnetic brake of the transmission system are simultaneously operated. In the case of an abnormal speed (overspeed), only the electromagnetic brake of the power transmission system is operated to detect this and perform an emergency stop. Even in such a case, when the emergency stop brake operates, the power supply of the motor is automatically cut off, so that the electromagnetic brake attached to the motor functions with a momentary delay. Therefore, in the case of a normal stop (start point, end point, intermediate point), both electromagnetic brakes perform a stop operation at the same time, and only in the case of an abnormality, the emergency stop electromagnetic brake performs a stop operation with a slight advance.

[0165] Further, since a call button is provided on the support, a pedestrian can press the call button to call the cart. Although there is an operation panel operated by passengers, it is simple because the operation is only for forward, backward and stop.

The speed is slow, about walking, or slightly slower. Therefore, there is little risk of accident.

Referring to FIG. 18, a mode of use of the single-rail carrier according to the present invention in a town will be described. Boulevard 220 is a gentle and wide road. Cars pass here. Boulevard 2
From 20, a hill and a small path with stairs branch off. In this example, a stair 221, a short flat road 223, a stair 224, a flat road 225, a stair 226.

The ramp may not be a stair, but may be a stepless slope. A number of pillars 20 are erected on this inclined path, and rail supports 27 are used to connect the left and right pillars. The rail 22 is supported by the rail receiver 27. The rail 22 is composed of an upper rail 23 and a lower rail 24.
It has a step structure. A single-rail carrier 1 is suspended by rails. The single-rail carriage 1 reciprocates without changing its direction. It stops automatically at the start and end points. The passenger can stop at any appropriate place by operating the operation panel.

The pedestrians 231, 232, 233,.
Is passing. These pedestrians can also pull the single-rail carrier by pressing a call button provided on the column. When traveling on a flat road, the truck is horizontal.
However, on a sloping road, it leans in the direction of the slope. If the seat is always facing upstream as in FIG. 1, it is suitable for such a tilt.

[0170] However, when descending, there is a disadvantage that the front cannot be seen while sitting on the seat. In some cases, the vehicle stops automatically at a fixed position and is not driven by a passenger.

In some cases, however, it is better to see the direction of travel in both forward and backward travel. In that case, the front and rear seats may be determined to face opposite sides (outside).

Alternatively, the seat may be half-turned around the axis and fixed at the forward position and the backward position. If the degree of inclination is steep, the seat shaft may be slightly inclined upward.

Table 1 shows the performance, model, and the like of the device of the single-rail carrier according to the embodiment. The excellent effects provided by the examples are also listed below.

[0174]

【table 1】

[Features] Uses a rack of mechanical incisors. Strong, durable and slip-free. 2. Transmission of power from the electric motor is performed by an oil-bath type gear. Maintenance work can be saved. 3. When the traveling speed increases rapidly, the emergency detection device operates and the emergency stop is performed. 4. Calling, starting, and stopping are performed with a simple operation of pressing a push button. Anyone can drive easily. 5. Soft start (increases in speed), soft stop (increases in speed). Shock to passengers is reduced. 6. On a steep downhill, the regenerative braking device works. Energy saving operation is possible. 7. You can call at the position you want to get on (designated position) and get on, stop at the position you want to get off and get off. 8. In the unlikely event of a power outage, there is no sudden restart. It is designed to start safely by button operation.

[0176]

According to the present invention, many houses are built in Yamate in the city. The inhabitants of these houses probably built the house when they were young. When you are young, you do not have to worry about some slopes and slopes. However, the time has passed since it was built, and the residents are aging.

Most of the roads used by residents of the Yamate area are slopes. It is also a narrow hill and cars may not pass. Some people can't drive even if the car can pass. Even after aging, Yamate residents have to go up and down a long and narrow slope every day.

The slope has a slope of 15 to 30 degrees depending on the place. For example, Nagasaki and Onomichi have many hills and you can't go anywhere without going up and down the hills. There are also many narrow and steep roads where cars cannot pass. Not only elderly people but also young people with physical disabilities have trouble walking up and down hills.

The present invention provides a single-rail carrier that can be laid on a narrow slope. The rail is laid in the air with the support, and the carriage is suspended from the rail. You can ride this up and down the slope. You can climb straight without having to make a detour even on a steep slope. Low noise due to motor drive. No exhaust gas is generated. Since the speed is lower than that of pedestrians, there is less risk of accident. There is space for a wheelchair, so people who go out with a wheelchair can use it.

Since the vehicle moves only when there is a passenger, the driving cost is small. The rail is a straight line, the starting point and the ending point are fixed, and it always stops there, so you can feel safe. Operation is as simple as starting and stopping. No driving operation such as speed-up deceleration turning is required. It is free to replace the road, making it a powerful ally for the elderly.

Since the rail is on the upper side, the installation is relatively easy. Since many water pipes, sewers, telephone lines, etc. are buried under the city, it is difficult to lay a surface rail. According to the present invention, the rail is erected in the space by erecting the pillar, so that the rail can be laid without being disturbed by the underground structure and without destroying the structure.

If an escalator is to be installed on a sloping land, the construction is large and not easy. For example, it costs 200 million yen even for about 50 m.
The riding single-rail carrier of the present invention can be sufficiently constructed for about 20 million yen for the same length. By far the advantage. In addition, the operating costs and the costs required for maintenance management can be significantly lower than those of the escalator. With the same budget, an escalator can be installed only 100 m, but the single-rail carrier of the present invention can be built up to 1000 m.

The number of people who can ride at one time is smaller than the escalator. However, it is rare that passers-by gather at a time because of Yamate. Since there are at most several tens of people per hour, the single-rail carrier of the present invention is a convenient means of traffic. It is an unprecedented means of town, town and city traffic. Comfort, safety,
It is cheap, robust, and easy to get on and off, so it will be suitable for an aging society.

[Brief description of the drawings]

FIG. 1 is a left side view of a suspension type single-rail carrier and a double-sided holding rail according to an embodiment of the present invention traveling on a slope.

FIG. 2 is a front view of a suspension type single-rail carrier and a double-sided holding rail according to an embodiment of the present invention traveling on a slope.

FIG. 3 is a left side view of a suspension type single-rail carrier and a cantilever rail according to an embodiment of the present invention traveling on a horizontal ground.

FIG. 4 is a front view of a suspension type single-rail carrier and a cantilever holding rail according to an embodiment of the present invention traveling on a level ground.

FIG. 5 is a left side view of a rail structure held by a rail receiver held at both ends by two columns.

FIG. 6 is a front view of a rail structure held by a rail receiver held at both ends by two columns.

FIG. 7 is a left side view of the rail structure held by a rail receiver cantilevered by one support.

FIG. 8 is a front view of a rail structure held by a rail receiver cantilevered by one support.

FIG. 9A is a front view showing an upper and lower rail structure in which two rails are vertically connected by ribs. FIG.
(B) is the side view.

FIG. 10 is a front view showing an upper and lower rail structure in which two rails are vertically connected by ribs.

FIG. 11 shows a rib on the outer surface of a rib provided with a depression in the center.
FIG. 4 is a cross-sectional plan view showing a state where the welding is performed on the metal surface.

FIG. 12 is a front view showing a coupling mechanism portion of a support, a rail receiver, and a rail.

FIG. 13 is a view showing a rail from a rail receiver by a rail hanging bracket.
The side view of the rail part which shows the structure part which was made to suspend the rail.

FIG. 14 is a front view showing a structure in which the rail is held by a cantilevered rail receiver.

FIG. 15 is a longitudinal sectional view of a transmission portion showing the relationship between the upper and lower wheels, axle, frame and rail of the traveling device.

FIG. 16 shows upper and lower wheels of a power vehicle apparatus for providing a driving force;
FIG. 2 is a longitudinal sectional view showing a related portion of an axle, a frame and a rail, and a driving device portion.

FIG. 17 shows upper and lower wheels of a power vehicle apparatus for providing a driving force;
FIG. 4 is a longitudinal sectional view showing an axle, a portion related to a frame and a rail, a drive unit, and a power transmission reduction mechanism.

FIG. 18 is a perspective view showing a running state of a riding suspension type single-rail carrier of the present invention provided in a residential area having a slope.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Single rail carrier 2 Suspension device 3 Passenger car 4 Bogie traveling device 5 Power vehicle device 6 Universal joint 7 Universal joint 8 Ceiling board 9 Front frame 10 Rear frame 11 Floor plate 12 Seat 13 Folding seat 14 Wheelchair 15 Operation panel 16 Regenerative braking Resistor 17 Wheel stopper 18 Riding frame structure 19 Crosspiece 20 Prop 21 Rail support 22 Rail 23 Upper rail 24 Lower rail 25 Rib 26 Fastening part 27 Rail receiver 28 Cap 29 Rail hanging bracket Reference Signs List 30 bolt 31 anti-sinking plate 32 bolt 33 ground 34 concrete 35 anchor bolt 36 stairs 37 call button 38 power supply trolley 39 current collector 40 oil fall prevention gutter 41 horizontal bar 42 hook 43 hook 44 recess 45 support column 46 fixed rear seat 47 rack 48 narrow side surface 49 end surface 50 seam 51 wide side surface 52 side surface Welds 53 End welds H Outer band J Intermediate band G Outer band 54 Bolt 55 Bolt hole 56 Bolt hole 57 Liner 58 Liner 59 Nut 60 Nut 63 Collar 64 Bolt nut 65 Upper fitting 66 Lower fitting 67 Bolt 68 Nut 70 A frame 71 B frame 72 C frame 73 Upper right axle 74 Upper left axle 75 Upper right wheel 76 Left upper wheel 77 Bearing 78 Male screw part 79 Nut 80 Flange 81 Coloring 82 Spanner contact 83 Flange 84 Bearing 85 Male screw part 86 Nut 87 Spanner contact 88 Lower wheel 89 Bearing 90 Eccentric lower axle 91 Lower axle 92 Male screw part 93 Nut 94 Washer 95 Adjustment plate 96 Male screw part 97 Nut 98 Collar 99 Color 100 Motor 101 Ring 102 Ring 103 Upper right axle 104 Upper axle 105 Bearing 106 Upper right wheel 107 Flange 108 Collar 109 Ring 110 Male screw portion 111 Adjustment plate 112 Washer 113 Nut 114 Square neck portion 115 Eccentric shaft 116 Flange 117 Bearing 118 Upper left wheel 119 Collar 120 Ring 121 Square neck portion 122 Adjustment plate 123 Male screw Part 124 washer 125 nut 126 lower axle 127 anti-rotation mechanism 128 rotation detection body 129 bracket 130 proximity sensor 131 female screw hole 132 bolt 133 female screw hole 134 oil seal 135 bearing 136 output gear 137 anti-rotation mechanism 138 bearing 139 oil seal 140 drive Pinion 141 Detent mechanism 142 Bearing 143 Bearing 144 Lower wheel 145 Depression 146 Flange 147 Flange 148 Spacer ring 14 Small-diameter end 150 Bearing 151 Washer 152 Bolt 153 Drum 160 Motor 161 Motor flange 162 Female screw hole 163 Bolt 164 Nut 165 Male screw 166 Motor shaft 167 Key 168 Coupling 169 Screw 170 Screw 171 Rotating stopper 17 Bearing 175 Bearing 176 A gear 177 B gear 178 Brake shaft 179 Bearing 180 C gear 181 Bearing 182 Oil seal 183 Electromagnetic brake 184 Rotating body 185 Rotating blade 186 Fixed blade 187 Bolt 188 Brake drum 189 Coil 190 Cord 191 Disc brake 191 Screw 193 Mounting plate 194 Female screw hole 195 Bolt 196 Washer 197 Female screw hole 198 Washer 199 Nut 200 Bolt 201 Key groove 202 key 203 detent mechanism 204 D gear 205 intermediate shaft 206 bearing 207 bearing 208 F gear 209 detent mechanism 220 main street 221 stairs 223 flat road 224 stair 225 flat road 226 stairs 231-234 pedestrian

Claims (5)

[Claims] An upper rail which is connected by a pillar which stands on the ground, a rail receiver which is supported substantially horizontally by the pillar, a lower rail having a rack on the side, and a lower rail and ribs. And a traveling device having upper and lower wheels for sandwiching the lower rail from above and below, and upper and lower wheels for sandwiching the lower rail from above and below. A power vehicle device having a drive pinion that meshes with the rack, a traveling vehicle and a passenger vehicle suspended below by the power vehicle device and on which a person rides, a motor provided in the power vehicle device, and a motor provided in the power vehicle device. And a power transmission mechanism for transmitting and decelerating a driving force. 2. The upper rail and the lower rail are both square pipes, and the upper and lower rails are joined by rectangular ribs having a width smaller than the rail width and having a recess at an intermediate portion. 2. The suspension type single rail carriage according to claim 1, wherein the rail is welded to the rail surface outside the central recess. 3. A suspension type single-rail carrier according to claim 1, wherein a gutter for preventing oil fall is provided immediately below the rail. 4. A traveling device or a motor vehicle having wheels in contact with the rail, wherein the passenger vehicle is suspended via a curved hook that bypasses an oil fall prevention gutter. Item 4. A suspension type single rail carrier according to item 3. 5. The suspension type single-rail carriage according to claim 1, wherein the carriage is provided with a device for fixing a wheelchair.