JP2005029074A - Traveling device - Google Patents

Traveling device Download PDF

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JP2005029074A
JP2005029074A JP2003272571A JP2003272571A JP2005029074A JP 2005029074 A JP2005029074 A JP 2005029074A JP 2003272571 A JP2003272571 A JP 2003272571A JP 2003272571 A JP2003272571 A JP 2003272571A JP 2005029074 A JP2005029074 A JP 2005029074A
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Prior art keywords
vehicle body
rail
wheel
gravity
center
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JP2003272571A
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JP3733130B2 (en
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Saburo Yamada
三郎 山田
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Senyo Kiko Co Ltd
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Senyo Kiko Co Ltd
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Priority to JP2003272571A priority Critical patent/JP3733130B2/en
Application filed by Senyo Kiko Co Ltd filed Critical Senyo Kiko Co Ltd
Priority to US10/563,244 priority patent/US20060150859A1/en
Priority to AU2003289248A priority patent/AU2003289248A1/en
Priority to CNB2003801103787A priority patent/CN100391769C/en
Priority to KR1020067000537A priority patent/KR100739519B1/en
Priority to PCT/JP2003/015691 priority patent/WO2005005217A1/en
Priority to EP03777363A priority patent/EP1642798A4/en
Priority to TW092134660A priority patent/TWI247699B/en
Publication of JP2005029074A publication Critical patent/JP2005029074A/en
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Publication of JP3733130B2 publication Critical patent/JP3733130B2/en
Priority to HK06111156A priority patent/HK1090615A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B13/00—Other railway systems
    • B61B13/04—Monorail systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C13/00—Locomotives or motor railcars characterised by their application to special systems or purposes
    • B61C13/04—Locomotives or motor railcars characterised by their application to special systems or purposes for elevated railways with rigid rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B5/00—Elevated railway systems without suspended vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J1/00—Turntables; Traversers; Transporting rail vehicles on other rail vehicles or dollies
    • B61J1/12—Rollers or devices for shifting or transporting rail vehicles on rails

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Handcart (AREA)
  • Motorcycle And Bicycle Frame (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling device for enabling efficient traveling of a vehicle body by generating grip force according to weight of the vehicle body (including loaded objects) between a driving wheel and a rail by simple structure. <P>SOLUTION: In this traveling device, front wheel 2 and rear wheel 3 rolling on an upper surface of the rail 1 and an auxiliary wheel 4 rolling on a lower surface of the rail 1 are provided on the vehicle body 5, and the vehicle body 5 is traveled along the rail 1 in states of the front wheel 2 and the rear wheel 3 in pressure contact with the rail 1 by holding the rail 1 in the vertical direction by the front wheel 2, the rear wheel 3 and the auxiliary wheel 4. Either one of the front wheel 2 or the rear wheel 3 is located in the vicinity of a center of gravity of the vehicle body 5 at the time of traveling. A cushion body 6 sinking downward by receiving load from the vehicle body 5 is interposed between the wheels 2 or 3 and the vehicle body 5. The auxiliary wheel 4 is arranged at a position farther from the center of gravity as compared with the other wheel far from the center of gravity. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、レール上を車体が走行する走行装置に関するものである。   The present invention relates to a traveling device in which a vehicle body travels on a rail.

従来から走行装置には、レールの上面に転動する前輪及び後輪とレールの下面に転動する補助輪とを車体に設け、補助輪をレールに弾接させて前輪及び後輪と補助輪とでレールを上下に挟み付けることで、駆動輪となる前輪または後輪をレールに圧接させ、レールに沿わせて車体を走行させるタイプのものが知られている（たとえば、特許文献１参照）。
特許第２８７６５５９号公報 Conventionally, traveling devices are provided with a front wheel and a rear wheel that roll on the upper surface of the rail and an auxiliary wheel that rolls on the lower surface of the rail, and the front wheel, the rear wheel, and the auxiliary wheel are elastically contacted with the rail. In this type, a front wheel or a rear wheel, which is a driving wheel, is pressed against the rail by sandwiching the rail up and down, and the vehicle body travels along the rail (see, for example, Patent Document 1). .
Japanese Patent No. 2876559

ところで、このような走行装置では、駆動輪のレールへの圧接具合によっては、車体を走行させるのに必要なグリップ力を得ることができなくて、車体の走行に支障をきたすことがある。このグリップ力不足といった問題は、特に、レールが滑り易くなる雨天時や、傾斜したレールに車体を走行させる場合に問題とされるものである。この問題を解決するには駆動輪をレールに強く圧接させて駆動輪とレールとの間に大きなグリップ力を発生させるようにすればよいのであるが、グリップ力とはいわゆる駆動輪とレールとの間の摩擦抵抗であり、グリップ力を徒らに増大させると、今度は車体のスムーズな（効率の良い）走行を妨げてしまうという問題を生じる。つまり、車体を走行させるのに必要なグリップ力は車体（積載物を含む）の重量に略比例するものであるから、車体の走行に支障をきたすことなく車体を効率良く走行させるには、車体の重量に応じた適宜のグリップ力を発生させることが必要とされるのである。これを可能にするには、たとえば、車体の重量を重量検知手段で感知し、補助輪のレールへの弾接を行うバネ部材のバネ定数を変更するような制御手段を採用することが考えられるが、このような制御手段の採用は、走行装置の構成や制御の複雑化、製造コストの高騰化を招いてしまう問題があった。   By the way, in such a traveling apparatus, depending on the pressure contact state of the drive wheel to the rail, the grip force necessary for traveling the vehicle body cannot be obtained, which may hinder the traveling of the vehicle body. This problem of insufficient grip force is particularly problematic in the rain when the rails are slippery or when the vehicle body is run on an inclined rail. In order to solve this problem, the driving wheel is strongly pressed against the rail to generate a large grip force between the driving wheel and the rail. If the grip force is increased gradually, this causes a problem that the vehicle body is prevented from running smoothly (efficiently). In other words, the grip force required to drive the vehicle body is approximately proportional to the weight of the vehicle body (including the load). Therefore, in order to drive the vehicle body efficiently without hindering the vehicle body travel, Therefore, it is necessary to generate an appropriate grip force according to the weight. In order to make this possible, for example, it is conceivable to employ a control means that senses the weight of the vehicle body with a weight detection means and changes the spring constant of a spring member that elastically contacts the rail of the auxiliary wheel. However, the use of such control means has a problem in that the configuration and control of the traveling device are complicated and the manufacturing cost is increased.

本発明は上記の従来の問題点に鑑みて発明したものであって、簡単な構造で車体（積載物を含む）の重量に応じたグリップ力を駆動輪とレールとの間に発生させ、車体の効率の良い走行を可能にした走行装置を提供することを課題とするものである。   The present invention has been invented in view of the above-described conventional problems, and has a simple structure and generates a grip force according to the weight of a vehicle body (including a load) between a drive wheel and a rail. It is an object of the present invention to provide a traveling device that enables efficient traveling.

上記課題を解決するために本発明に係る走行装置は、レール１の上面に転動する前輪２及び後輪３とレール１の下面に転動する補助輪４とを車体５に設け、前輪２及び後輪３と補助輪４とでレール１を上下に挟み付けて前輪２及び後輪３をレール１に圧接させた状態でレール１に沿わせて車体５を走行させる走行装置において、走行時の車体５の重心近傍に前輪２または後輪３のいずれか一方の車輪を位置させ、この車輪と車体５との間に車体５からの荷重を受けて下方に沈み込む緩衝体６を介装し、重心から遠い他方の車輪よりも更に重心から遠い位置に補助輪４を配置したことを特徴とする。   In order to solve the above-described problem, the traveling device according to the present invention includes a front wheel 2 and a rear wheel 3 that roll on the upper surface of the rail 1 and an auxiliary wheel 4 that rolls on the lower surface of the rail 1 on the vehicle body 5. And a traveling device that travels the vehicle body 5 along the rail 1 in a state where the rail 1 is vertically sandwiched between the rear wheel 3 and the auxiliary wheel 4 and the front wheel 2 and the rear wheel 3 are pressed against the rail 1. One of the front wheel 2 and the rear wheel 3 is positioned in the vicinity of the center of gravity of the vehicle body 5, and a buffer body 6 that receives a load from the vehicle body 5 and sinks downward is interposed between the wheel and the vehicle body 5. In addition, the auxiliary wheel 4 is arranged at a position farther from the center of gravity than the other wheel far from the center of gravity.

これによると、車体５からの荷重を受けた緩衝体６が下方に沈み込むことで車体５は重心側に傾く傾斜姿勢をとるようになり、このような傾斜姿勢の車体５では、車体５の重心側の部位がレール１に近づき、重心から遠い方の車輪とレール１との接点が支点となり、相対的に車体５の重心から遠い側の部位がレール１から離れるといったいわゆるシーソーのような体勢になり、つまり、重心から遠い方の車輪よりも更に重心から遠い位置に配置された補助輪４は、重心から遠い方の車輪を中心に重心から離れる方向且つ上方にずれようとして、前輪２及び後輪３と補助輪４との上下高さ方向の間隔を狭めようとし、前輪２及び後輪３と補助輪４とでレール１を上下に挟持できて前輪２及び後輪３をレール１に圧接できる。ここで、緩衝体６は車体５からの荷重の大きさに応じて下方に沈み込むものであるから、傾斜姿勢の車体５における傾斜の度合いは車体５からの荷重の大きさに応じて大きくなり、前輪２及び後輪３と補助輪４との上下高さ方向の間隔も車体５からの荷重の大きさに応じて狭まるようになり、結果、車体５からの荷重の大きさに応じて前輪２及び後輪３をレール１に強く圧接させることができる。このように、車体５の荷重を検知して補助輪４のレール１への押圧具合を変化させる特別な装置などを用いずに、車体５の重心位置や補助輪４の車体５への取付位置を適宜位置に設定するといった簡単な構造を採用しただけで、車体５（積載物を含む）の重量に応じたグリップ力を車体５とレール１との間に発生させることができて、車体５の効率の良い走行を確保できるのである。   According to this, the shock absorber 6 that receives the load from the vehicle body 5 sinks downward, so that the vehicle body 5 takes an inclined posture inclined to the center of gravity side. A so-called seesaw-like posture in which the part on the center of gravity side approaches the rail 1, the contact point between the wheel farther from the center of gravity and the rail 1 serves as a fulcrum, and the part far from the center of gravity of the vehicle body 5 moves away from the rail 1. In other words, the auxiliary wheel 4 arranged at a position farther from the center of gravity than the wheel farther from the center of gravity tends to shift away from the center of gravity and upward with the wheel farther from the center of gravity as the center. An attempt is made to narrow the distance between the rear wheel 3 and the auxiliary wheel 4 in the vertical height direction, and the front wheel 2 and the rear wheel 3 and the auxiliary wheel 4 can sandwich the rail 1 up and down, and the front wheel 2 and the rear wheel 3 are connected to the rail 1. Can be pressed. Here, since the shock absorber 6 sinks downward according to the magnitude of the load from the vehicle body 5, the degree of inclination of the vehicle body 5 in the inclined posture increases according to the magnitude of the load from the vehicle body 5, and the front wheels 2 and the distance between the rear wheel 3 and the auxiliary wheel 4 in the vertical height direction also becomes narrower according to the magnitude of the load from the vehicle body 5, and as a result, the front wheels 2 and The rear wheel 3 can be strongly pressed against the rail 1. In this way, the position of the center of gravity of the vehicle body 5 and the position of attachment of the auxiliary wheel 4 to the vehicle body 5 without using a special device that detects the load of the vehicle body 5 and changes the degree of pressing of the auxiliary wheel 4 against the rail 1 is used. The grip force corresponding to the weight of the vehicle body 5 (including the load) can be generated between the vehicle body 5 and the rail 1 simply by adopting a simple structure in which the vehicle body 5 is set to an appropriate position. This ensures efficient driving.

また、車体５からフレーム７を垂下し、このフレーム７に車体５の進行方向で上下に揺動自在に台座８を枢支し、この台座８に車体５の進行方向に沿って複数の補助輪４を所定の間隔をおいて取り付けたことも好ましい。これによると、車体５の傾斜姿勢に対応して台座８を傾けて複数の補助輪４をレール１に転接させることができ、補助輪４とレール１との接点を多くして摩擦抵抗を増やし、結果、車体５のレール１へのグリップ性能を高めることができる。   A frame 7 is suspended from the vehicle body 5, and a pedestal 8 is pivotally supported on the frame 7 so as to swing up and down in the traveling direction of the vehicle body 5. A plurality of auxiliary wheels are supported on the pedestal 8 along the traveling direction of the vehicle body 5. It is also preferable that 4 is attached at a predetermined interval. According to this, the pedestal 8 can be tilted in accordance with the tilting posture of the vehicle body 5 so that the plurality of auxiliary wheels 4 can be brought into rolling contact with the rail 1, and the frictional resistance can be increased by increasing the number of contacts between the auxiliary wheels 4 and the rail 1. As a result, the grip performance of the vehicle body 5 to the rail 1 can be enhanced.

以下、本発明を添付図面に示す実施形態に基いて説明する。   Hereinafter, the present invention will be described based on embodiments shown in the accompanying drawings.

図１乃至図４に本発明の実施の形態の例を示す。本例は、乗客を乗せる車体５がその前後方向にレール１上を走行する走行装置である。   An example of an embodiment of the present invention is shown in FIGS. In this example, the vehicle body 5 on which a passenger is placed travels on the rail 1 in the front-rear direction.

レール１は、垂直板状のウェブ１０ａの上下端に水平板状のフランジ１０ｂを両側方に突出するように延出した断面Ｉ字状の型材である軌条１０を左右に平行に並べて配置し、この一対の軌条１０を軌条１０の長手方向の適宜箇所で連結材１１によって一体に連結したことで形成されている。   Rail 1 arranges rail 10 which is a section material of I shape cross section which extended so that horizontal plate-like flange 10b may protrude on both sides at the upper and lower ends of vertical plate-like web 10a, and is arranged in parallel with right and left, The pair of rails 10 are formed by integrally connecting the connecting rails 11 at appropriate locations in the longitudinal direction of the rails 10.

車体５は、乗客を乗せる函状のボディ１２を台車１３に載設して形成されている。ボディ１２は、その前後端部にバンパー１４を備えると共に前後左右に窓１５を備え、前部に乗降扉１６を有し、主に後部に乗客が着座する椅子１７が設置されている。また、台車１３は、水平矩形状の外枠の前後方向の適所に左右に横架材を架け渡した枠体であり、この台車１３には、レール１の上面に転動する前輪２及び後輪３と、レール１を側方から挟み込む従動輪９と、レール１の下面に転動する補助輪４とがそれぞれ取付けられている。   The vehicle body 5 is formed by mounting a box-shaped body 12 on which a passenger is placed on a carriage 13. The body 12 includes a bumper 14 at the front and rear end portions thereof, a window 15 at the front and rear, left and right, a passenger door 16 at the front portion, and a chair 17 on which a passenger sits mainly at the rear portion. Further, the carriage 13 is a frame body in which a horizontal frame is bridged right and left at appropriate positions in the front-rear direction of a horizontal rectangular outer frame. The carriage 13 includes a front wheel 2 that rolls on the upper surface of the rail 1 and a rear wheel. A wheel 3, a driven wheel 9 that sandwiches the rail 1 from the side, and an auxiliary wheel 4 that rolls on the lower surface of the rail 1 are attached.

前輪２及び後輪３は、レール１の各軌条１０の上面（上側のフランジ１０ｂの上面）に転動させるため、左右一対の軌条１０に対応してそれぞれ左右に一対設けられている。この左右一対の前輪２及び後輪３はそれぞれ軸部２ａ，３ａで連結され、台車１３の前部及び後部に設けた軸受１８に各軸部２ａ，３ａをそれぞれ枢支させることで、計４つの前輪２及び後輪３が台車１３の四隅近傍に台車１３の進行方向に垂直回転自在に取付けられている。ここで、本例では前輪２が駆動輪とされている。つまり、前輪２は伝達手段を介して伝達される駆動モータ１９の回転駆動によって回転駆動するようになっている。なお、本例の伝達手段は、駆動モータ１９の出力軸と前輪２の軸部に取付けたプーリー２０にベルト２１を架け渡した機構で構成されている。また、後輪３を枢支する軸受１８には車体５からの荷重を受けて下方に沈み込む緩衝体６が内蔵されている。この緩衝体６はたとえばコイルバネで構成されている。つまり、後輪３は上記緩衝体６を介して車体５に対して上下移動可能に取付けられている。なお、車体５をレール１上に配置した際には、後輪３はレール１上に転接するので、緩衝体６が沈み込むと実際には車体５の後部がレール１に近づくように下方に沈み込むようになる。   In order to roll the front wheel 2 and the rear wheel 3 to the upper surface of each rail 10 of the rail 1 (the upper surface of the upper flange 10b), a pair of left and right wheels are provided corresponding to the pair of left and right rails 10, respectively. The pair of left and right front wheels 2 and rear wheels 3 are connected by shaft portions 2a and 3a, respectively, and the shaft portions 2a and 3a are pivotally supported by bearings 18 provided at the front and rear portions of the carriage 13, respectively. The two front wheels 2 and the rear wheel 3 are attached to the four corners of the carriage 13 so as to be vertically rotatable in the traveling direction of the carriage 13. Here, in this example, the front wheels 2 are drive wheels. That is, the front wheel 2 is rotationally driven by the rotational drive of the drive motor 19 transmitted via the transmission means. The transmission means of this example is configured by a mechanism in which a belt 21 is bridged between a pulley 20 attached to an output shaft of the drive motor 19 and a shaft portion of the front wheel 2. The bearing 18 that pivotally supports the rear wheel 3 incorporates a shock absorber 6 that receives a load from the vehicle body 5 and sinks downward. The buffer body 6 is constituted by, for example, a coil spring. That is, the rear wheel 3 is attached to the vehicle body 5 via the buffer body 6 so as to be movable up and down. When the vehicle body 5 is arranged on the rail 1, the rear wheel 3 rolls on the rail 1, so that when the shock absorber 6 sinks, the rear portion of the vehicle body 5 is actually moved downward so as to approach the rail 1. It will sink.

従動輪９は、台車１３の左右の両端部に水平回転自在に取付けられ、軌条１０の外側面（ウェブ１０ａの外側面）に転動可能にされている。本例では、従動輪９は前輪２及び後輪３の下方位置にそれぞれ配置されている。つまり、台車１３には前輪２及び後輪３に対応する４つの従動輪９が取付けられている。詳しくは、前輪２及び後輪３のうち一の車輪に対応して一対の縦枠材２２を台車１３の左右の側縁から前後に間隔をおいて垂下し、この一対の縦枠材２２間に略水平に架設した横枠材２３に従動輪９を枢支させている。つまり、一対の縦枠材２２と対応する車輪との位置関係は、車輪の前後位置にそれぞれ縦枠材２２が位置する（一対の縦枠材２２が車輪を前後から挟むように位置する）ようにされている。なお、前輪２の前方で台車１３から垂下する縦枠材２２は後述のフレーム７がこれを兼用している。   The driven wheel 9 is attached to both left and right ends of the carriage 13 so as to be horizontally rotatable, and can be rolled on the outer surface of the rail 10 (the outer surface of the web 10a). In this example, the driven wheels 9 are respectively disposed below the front wheels 2 and the rear wheels 3. That is, four driven wheels 9 corresponding to the front wheel 2 and the rear wheel 3 are attached to the carriage 13. Specifically, a pair of vertical frame members 22 are suspended from the left and right side edges of the carriage 13 in the front-rear direction so as to correspond to one of the front wheels 2 and the rear wheels 3, and between the pair of vertical frame members 22 The driven wheel 9 is pivotally supported by the horizontal frame member 23 installed substantially horizontally. That is, the positional relationship between the pair of vertical frame members 22 and the corresponding wheels is such that the vertical frame members 22 are positioned at the front and rear positions of the wheels (the pair of vertical frame members 22 are positioned so as to sandwich the wheels from the front and rear). Has been. The vertical frame member 22 hanging from the carriage 13 in front of the front wheel 2 is also used by the frame 7 described later.

補助輪４は、台車１３から垂下したフレーム７の下端に、車体５の進行方向で垂直回転自在に取付けられている。このフレーム７は縦枠材２２よりも下方に長い型材であり、前輪２より前方位置の台車１３の左右の側縁部分からそれぞれ垂下されている。各フレーム７の下端に取付けた各補助輪４はレール１の軌条１０の下面（下側のフランジ１０ｂの下面）にそれぞれ転動可能にされる。なお、フレーム７の下端と後方に隣接する縦枠材２２の下端との間には補強材２４が架設されている。   The auxiliary wheel 4 is attached to the lower end of the frame 7 suspended from the carriage 13 so as to be vertically rotatable in the traveling direction of the vehicle body 5. The frame 7 is a mold member that is longer than the vertical frame member 22, and is suspended from left and right side edge portions of the carriage 13 at a position ahead of the front wheel 2. Each auxiliary wheel 4 attached to the lower end of each frame 7 can roll on the lower surface of the rail 10 of the rail 1 (the lower surface of the lower flange 10b). A reinforcing member 24 is installed between the lower end of the frame 7 and the lower end of the vertical frame member 22 adjacent to the rear.

上記構成の走行装置では、従動輪９がレール１を側方から挟み込むことで車体５のレール１からの脱線防止が図られると共に、レール１の上面に転接する前輪２及び後輪３とレール１の下面に転接する補助輪４とでレール１を上下に挟み込むことで、駆動輪（本例では前輪２）とレール１との間に適度なグリップ力（摩擦抵抗）を生じさせ、このグリップ力によって車体５をレール１上に走行可能にしている。ところで、車体５をレール１に走行させるのに必要なグリップ力は車体５（積載物を含む）の重量の大きさに応じて変動するのであり、駆動輪とレール１との間で所定のグリップ力が得られなければ、駆動輪がレール１上でスリップして車体５の走行に支障をきたすものであり、駆動輪とレール１との間に上記所定以上のグリップ力が発生すると、この過大なグリップ力が車体５の走行の抵抗となって車体５の効率良い走行を妨げてしまうのであるが、本例の走行装置では、上述した簡単な構造によって、車体５（積載物を含む）の重量に応じたグリップ力を駆動輪とレール１との間に発生させ、車体５の効率の良い走行を可能にしている。以下、詳述する。   In the traveling device configured as described above, the driven wheel 9 sandwiches the rail 1 from the side to prevent derailment of the vehicle body 5 from the rail 1, and the front wheel 2 and the rear wheel 3 that are in rolling contact with the upper surface of the rail 1 and the rail 1. By sandwiching the rail 1 up and down with the auxiliary wheel 4 that is in rolling contact with the lower surface of the wheel, an appropriate grip force (friction resistance) is generated between the drive wheel (front wheel 2 in this example) and the rail 1, and this grip force Thus, the vehicle body 5 can travel on the rail 1. By the way, the grip force required to run the vehicle body 5 on the rail 1 varies depending on the weight of the vehicle body 5 (including the load), and a predetermined grip between the driving wheel and the rail 1 is obtained. If no force is obtained, the driving wheel slips on the rail 1 and hinders the traveling of the vehicle body 5. If a gripping force exceeding the predetermined value is generated between the driving wheel and the rail 1, this overload is caused. Although the grip force acts as a resistance to travel of the vehicle body 5 and hinders efficient travel of the vehicle body 5, the traveling device of this example has a simple structure as described above, and the vehicle body 5 (including the load) A grip force corresponding to the weight is generated between the drive wheel and the rail 1 to enable the vehicle body 5 to travel efficiently. Details will be described below.

図１（ａ）には車体５に乗客が乗っていない状態の走行装置を示し、図１（ｂ）には車体５に乗客が乗った状態の走行装置を示す。車体５に乗客が乗って椅子１７に着座した状態では車体５の重心は後方に移動し、車体５からの荷重は主に後輪３にかかるようになる。このときには、車体５からの荷重を受けた緩衝体６が下方に沈み込み、車体５が後傾姿勢をとるようになる。後傾姿勢の車体５では、車体５の後側部位がレール１に近づき、前輪２とレール１との接点が支点となり、相対的に車体５の前側部位がレール１から離れるといったいわゆるシーソーのような体勢になる。このときには、前輪２よりも更に前方に位置した補助輪４は、前輪２を中心に前方且つ上方にずれようとする。この補助輪４の動作は、前輪２（及び後輪３）と補助輪４との上下高さ方向の間隔を狭めようとするものであるから（寸法Ａ＞寸法Ｂ）、すなわち、前輪２と補助輪４とでレール１を上下に強く挟持できて前輪２をレール１に強く圧接でき、駆動輪である前輪２とレール１との間に大きなグリップ力を発生できるようになる。ここで、緩衝体６は車体５からの荷重の大きさに応じて下方に沈み込むものであるから、後傾姿勢の車体５における傾斜の度合いは車体５からの荷重の大きさに応じて大きくなり、前輪２（及び後輪３）と補助輪４との上下高さ方向の間隔を狭めようとする補助輪４の動作も車体５からの荷重の大きさに応じて大きくでき、車体５からの荷重の大きさに応じて前輪２（及び後輪３）のレール１への圧接具合を設定でき、結果、駆動輪（本例では前輪２）のレール１へのグリップ力が車体５からの荷重の大きさに応じて適宜設定できるようにされている。このように、本例では車体５の荷重を検知して補助輪４のレール１への押圧具合を変化させる特別な装置などを用いずに、車体５の重心位置や補助輪４の車体５への取付位置を適宜位置に設定するといった簡単な構造を採用しただけで、車体５（積載物を含む）の重量に応じたグリップ力を車体５とレール１との間に発生させることができ、車体５の効率の良い走行が確保されているのである。なお、ここで、車体５の走行時とは、停車した状態の車体５が起動する状態も含むものであるのは言うまでもない。更に言うと、上記車体５（積載物を含む）の重量に応じたグリップ力を駆動輪とレール１との間に発生させることは、つまり車体５（積載物を含む）の重量に応じて前輪２及び後輪３と補助輪４とでレール１を挟持する挟持圧を高めてレール１への車体５の安定化を向上できるものであり、しかして、車体５に乗客が乗車した際に車体５の安定化を図り得るといった利点も有している。   FIG. 1A shows a traveling device in a state where no passenger is on the vehicle body 5, and FIG. 1B shows a traveling device in a state where a passenger is on the vehicle body 5. In a state where passengers are seated on the vehicle body 5 and seated on the chair 17, the center of gravity of the vehicle body 5 moves rearward, and the load from the vehicle body 5 is mainly applied to the rear wheel 3. At this time, the shock absorber 6 that has received the load from the vehicle body 5 sinks downward, and the vehicle body 5 assumes a backward leaning posture. In the vehicle body 5 in the backward leaning posture, the rear part of the vehicle body 5 approaches the rail 1, the contact point between the front wheel 2 and the rail 1 serves as a fulcrum, and the front part of the vehicle body 5 is relatively separated from the rail 1. It becomes a strong posture. At this time, the auxiliary wheel 4 positioned further forward than the front wheel 2 tends to shift forward and upward about the front wheel 2. The operation of the auxiliary wheel 4 is intended to narrow the distance between the front wheel 2 (and the rear wheel 3) and the auxiliary wheel 4 in the vertical height direction (dimension A> dimension B). The rail 1 can be strongly clamped up and down with the auxiliary wheel 4 and the front wheel 2 can be strongly pressed against the rail 1, and a large gripping force can be generated between the front wheel 2 and the rail 1 as driving wheels. Here, since the shock absorber 6 sinks downward in accordance with the magnitude of the load from the vehicle body 5, the degree of inclination in the vehicle body 5 in the backward leaning posture increases according to the magnitude of the load from the vehicle body 5, The operation of the auxiliary wheel 4 that attempts to reduce the distance between the front wheel 2 (and the rear wheel 3) and the auxiliary wheel 4 in the vertical height direction can be increased according to the magnitude of the load from the vehicle body 5. The degree of pressure contact with the rail 1 of the front wheel 2 (and the rear wheel 3) can be set according to the size of the vehicle. As a result, the grip force of the driving wheel (front wheel 2 in this example) to the rail 1 It can be appropriately set according to the size. Thus, in this example, the center of gravity position of the vehicle body 5 and the vehicle body 5 of the auxiliary wheel 4 are moved to the vehicle body 5 of the auxiliary wheel 4 without using a special device that detects the load of the vehicle body 5 and changes the pressing state of the auxiliary wheel 4 on the rail 1. The grip force corresponding to the weight of the vehicle body 5 (including the load) can be generated between the vehicle body 5 and the rail 1 simply by adopting a simple structure in which the mounting position of the vehicle is appropriately set. The vehicle body 5 is ensured to travel efficiently. Here, it is needless to say that the time when the vehicle body 5 is traveling includes a state in which the vehicle body 5 in a stopped state is activated. More specifically, generating a gripping force according to the weight of the vehicle body 5 (including the load) between the drive wheel and the rail 1 means that the front wheel corresponds to the weight of the vehicle body 5 (including the load). 2 and the rear wheel 3 and the auxiliary wheel 4 can increase the clamping pressure for clamping the rail 1 to improve the stability of the vehicle body 5 on the rail 1. 5 has the advantage that stabilization of 5 can be achieved.

また、傾斜するレール１に沿って車体５を走行させる際には、走行する車体５がレール１に沿って滑り落ちるのを防止するため、特に駆動輪とレール１との間に大きなグリップ力が必要とされるのであるが、上記構成を有する本例の走行装置ではこの要求に対しても有効に応えることができるものである。つまり、図４中矢印Ｃのように重心位置が後方にある車体５を前方に向けて走行させて傾斜したレール１を上昇させる場合や、図４中矢印Ｄのように重心位置が後方にある車体５を後方に向けて走行させて傾斜したレール１を下降させる場合には、走行した車体５が傾斜したレール１の部位にさしかかると、車体５の重心が自然に車体５の谷側（後方）に移動してくるので、緩衝体６には車体５からより大きな荷重がかかって下方に沈み込み、車体５がより傾斜の大きい後傾姿勢になり、前輪２（及び後輪３）と補助輪４との上下高さ方向の間隔を狭めようとする補助輪４の動作が大きくなることから、駆動輪とレール１との間に大きなグリップ力を発生させることができるのである。更に言うと、駆動輪のレール１へのグリップ力はレール１の傾斜がきつくなればなるほど必要とされるのであるが、本例の走行装置では、レール１の傾斜がきつくなればなるほど重心が車体５の後方に移動し、より大きな車体５からの荷重が緩衝体６に働いて車体５がより傾斜の大きい後傾姿勢になるから、駆動輪とレール１との間により大きなグリップ力を発生させることができるのである。つまり、本例の走行装置では、レール１の勾配に応じたグリップ力を駆動輪とレール１との間に発生させることも可能とされているのである。   Further, when the vehicle body 5 travels along the inclined rail 1, a large grip force is particularly required between the drive wheels and the rail 1 in order to prevent the traveling vehicle body 5 from sliding down along the rail 1. However, the traveling device of this example having the above-described configuration can effectively meet this requirement. That is, when the vehicle body 5 with the center of gravity located behind as shown by an arrow C in FIG. 4 travels forward to raise the tilted rail 1, the center of gravity is located behind as shown by an arrow D in FIG. When the tilted rail 1 is lowered by running the vehicle body 5 rearward, the center of gravity of the vehicle body 5 naturally moves to the valley side of the vehicle body 5 (rearward) ), The shock absorber 6 is subjected to a larger load from the vehicle body 5 and sinks downward, so that the vehicle body 5 is in a backward inclined posture with a larger inclination, and the front wheel 2 (and the rear wheel 3) and the auxiliary body Since the operation of the auxiliary wheel 4 that attempts to narrow the distance in the vertical direction from the wheel 4 is increased, a large grip force can be generated between the drive wheel and the rail 1. More specifically, the grip force of the driving wheel to the rail 1 is required as the inclination of the rail 1 becomes tighter. However, in the traveling device of this example, the center of gravity is increased as the inclination of the rail 1 becomes tighter. 5, and a larger load from the vehicle body 5 acts on the buffer body 6 so that the vehicle body 5 is in a rearward inclined posture with a larger inclination, so that a larger grip force is generated between the drive wheel and the rail 1. It can be done. That is, in the traveling device of this example, it is possible to generate a grip force according to the gradient of the rail 1 between the drive wheel and the rail 1.

また、図５には本発明の実施の形態の他例を示す。この例は、車体５のレール１へのグリップ性能を高めるために補助輪４の設置個数を増やした例であり、先例の基本構成は踏襲しつつ、その一部を変更したものであるから、先例と同様部位には同符合を付して説明を省き、異なる部位について説明をしていく。   FIG. 5 shows another example of the embodiment of the present invention. This example is an example in which the number of installed auxiliary wheels 4 is increased in order to improve the grip performance of the vehicle body 5 to the rail 1, and the basic configuration of the precedent is followed, but a part thereof is changed. The same parts as those in the previous example are denoted by the same reference numerals, description thereof is omitted, and different parts are described.

この例は、車体５から垂下したフレーム７に車体５の進行方向で上下に揺動自在に台座８を枢支し、この台座８に車体５の進行方向に沿って複数の補助輪４を所定の間隔をおいて取り付けている。詳しくは、台座８の前後端に補助輪４をそれぞれ回転自在に枢支し、この台座８の中央部分をフレーム７にピン結合にて取付けてある。これによると、台座８がフレーム７に対して上下に揺動自在であるから、車体５からの荷重を受けた緩衝体６が下方に沈み込むことで車体５が傾斜姿勢になっても、車体５の傾斜に合わせて台座８もフレーム７に対して傾けるようにでき、台座８に取付けた補助輪４全てをレール１の下面に当接できる。このように複数の補助輪４がレール１の下面に当接されると、補助輪４とレール１との接点が多くなることから、車体５とレール１との間の摩擦抵抗が増えるものであり、結果、車体５のレール１へのグリップ性能を高めることができるのである。   In this example, a pedestal 8 is pivotally supported on a frame 7 suspended from the vehicle body 5 so as to swing up and down in the traveling direction of the vehicle body 5, and a plurality of auxiliary wheels 4 are provided on the pedestal 8 along the traveling direction of the vehicle body 5. It is attached at intervals. Specifically, the auxiliary wheels 4 are pivotally supported at the front and rear ends of the base 8, respectively, and the central portion of the base 8 is attached to the frame 7 by pin connection. According to this, since the pedestal 8 can swing up and down with respect to the frame 7, the shock absorber 6 that receives the load from the vehicle body 5 sinks downward, so that the vehicle body 5 is tilted. The base 8 can also be tilted with respect to the frame 7 in accordance with the inclination of 5, and all the auxiliary wheels 4 attached to the base 8 can be brought into contact with the lower surface of the rail 1. When the plurality of auxiliary wheels 4 are brought into contact with the lower surface of the rail 1 in this way, the number of contact points between the auxiliary wheel 4 and the rail 1 increases, so that the frictional resistance between the vehicle body 5 and the rail 1 increases. As a result, the grip performance of the vehicle body 5 to the rail 1 can be enhanced.

ここで、上述した実施の形態の諸例では、車体５に乗客が乗車したことで重心が車体５の後側に位置し、この状態で車体５がレール１上を走行する走行装置を例に挙げて説明したが、車体５自身の重心がすでに車体５の後側に設定されている走行装置でも好ましい。これによると、乗客を乗せない空走行時でも駆動輪をレール１に圧接させることができ、車体５のレール１への効率のよい走行を可能にできる。つまり、少なくとも車体５に乗客が乗車したことで重心が車体５の後側に位置するような走行装置であれば、上記諸例の作用効果を得られるのであり、加えて車体５自身の重心がすでに車体５の後側に設定されていれば、乗客を乗せない空走行時でも車体５のレール１への効率のよい走行を可能にできるのである。   Here, in the examples of the above-described embodiment, the center of gravity is located on the rear side of the vehicle body 5 because the passenger has boarded the vehicle body 5, and the vehicle body 5 travels on the rail 1 in this state as an example. As described above, a traveling device in which the center of gravity of the vehicle body 5 itself is already set on the rear side of the vehicle body 5 is also preferable. According to this, the driving wheel can be brought into pressure contact with the rail 1 even when the passenger is not traveling and the vehicle body 5 can be efficiently traveled to the rail 1. In other words, if the traveling device has a center of gravity located at the rear side of the vehicle body 5 as a result of at least passengers getting on the vehicle body 5, the effects of the above examples can be obtained. If it is already set on the rear side of the vehicle body 5, it is possible to efficiently travel to the rail 1 of the vehicle body 5 even when the vehicle is running idle without passengers.

また、上述した実施の形態の諸例では、車体５（積載物を含む）の重心近傍に後輪３を位置させ、この後輪３を車体５に緩衝体６を介して取付け、前輪２よりも前方位置の車体５に補助輪４を設けた構造の走行装置を例に挙げて説明したが、前後関係を逆にした構造の走行装置でもよい。つまり、車体５（積載物を含む）の重心近傍に前輪２を位置させ、この前輪２を車体５に緩衝体６を介して取付け、後輪３よりも後方位置の車体５に補助輪４を設けたものでもよく、これによっても上記諸例の作用効果を得ることができる。なお、この例において傾斜したレール１を車体５が走行する際には、重心近傍の前輪２がレール１の谷側に位置する状態で昇降したときに、レール１の勾配に応じたグリップ力を得ることができるのである。   In the above-described embodiments, the rear wheel 3 is positioned near the center of gravity of the vehicle body 5 (including the load), and the rear wheel 3 is attached to the vehicle body 5 via the buffer body 6. Although the traveling apparatus having the structure in which the auxiliary wheel 4 is provided in the vehicle body 5 at the front position is described as an example, the traveling apparatus having a structure in which the front-rear relation is reversed may be used. That is, the front wheel 2 is positioned in the vicinity of the center of gravity of the vehicle body 5 (including the load), the front wheel 2 is attached to the vehicle body 5 via the buffer body 6, and the auxiliary wheel 4 is attached to the vehicle body 5 at a position rearward of the rear wheel 3. It may be provided, and the effects of the above examples can be obtained also by this. In this example, when the vehicle body 5 travels on the inclined rail 1, when the front wheel 2 near the center of gravity moves up and down with the rail 1 positioned on the valley side, a gripping force corresponding to the gradient of the rail 1 is applied. You can get it.

なお、上述した実施の形態の諸例では、一対の軌条１０を有したレール１に車体５を走行させるタイプの走行装置を例に挙げて説明したが、本発明は、単軌条のレール１に車体５を走行させるモノレールタイプの走行装置にも適用できるのは言うまでもない。   In the examples of the above-described embodiment, the traveling device of the type that travels the vehicle body 5 on the rail 1 having the pair of rails 10 has been described as an example. However, the present invention is applied to the rail 1 of the single rail. Needless to say, the present invention can also be applied to a monorail type travel device that travels the vehicle body 5.

本発明の実施の形態の例の走行装置の動作を説明するものであり、（ａ）は車体に乗客を乗せない状態の走行装置の概略側面図であり、（ｂ）は車体に乗客を乗せた状態の走行装置の概略側面図である。BRIEF DESCRIPTION OF THE DRAWINGS Operation | movement of the traveling apparatus of the example of embodiment of this invention is demonstrated, (a) is a schematic side view of the traveling apparatus of a state which does not put a passenger on a vehicle body, (b) puts a passenger on a vehicle body. FIG. 同上の走行装置であり、（ａ）は側面図であり、（ｂ）は上面図である。It is a traveling apparatus same as the above, (a) is a side view, (b) is a top view. 同上の走行装置であり、（ａ）は後面図であり、（ｂ）は前面図である。It is a traveling apparatus same as the above, (a) is a rear view, (b) is a front view. 同上の走行装置であり、傾斜するレールを車体が走行する状態の側面図である。It is a traveling device same as the above, and is a side view of a state where a vehicle body travels on an inclined rail. 本発明の実施の形態の他例の走行装置の側面図である。It is a side view of the traveling apparatus of the other example of embodiment of this invention.

符号の説明Explanation of symbols

１ レール
２ 前輪
３ 後輪
４ 補助輪
５ 車体
６ 緩衝体
７ フレーム
８ 台座
９ 従動輪
１０ 軌条
１２ ボディ
１３ 台車 1 Rail 2 Front Wheel 3 Rear Wheel 4 Auxiliary Wheel 5 Car Body 6 Buffer 7 Frame 8 Base 9 Driven Wheel 10 Rail 12 Body 13 Bogie

Claims (2)

レールの上面に転動する前輪及び後輪とレールの下面に転動する補助輪とを車体に設け、前輪及び後輪と補助輪とでレールを上下に挟み付けて前輪及び後輪をレールに圧接させた状態でレールに沿わせて車体を走行させる走行装置において、走行時の車体の重心近傍に前輪または後輪のいずれか一方の車輪を位置させ、この車輪と車体との間に車体からの荷重を受けて下方に沈み込む緩衝体を介装し、重心から遠い他方の車輪よりも更に重心から遠い位置に補助輪を配置したことを特徴とする走行装置。   The front and rear wheels that roll on the upper surface of the rail and the auxiliary wheel that rolls on the lower surface of the rail are provided on the vehicle body. The front and rear wheels and the auxiliary wheel sandwich the rail up and down, and the front and rear wheels become rails. In a traveling device that travels a vehicle body along a rail while being in pressure contact, either the front wheel or the rear wheel is positioned near the center of gravity of the vehicle body during traveling, and the vehicle body is between this wheel and the vehicle body. A traveling device characterized in that a shock absorber that sinks downward under the load is interposed, and an auxiliary wheel is arranged at a position farther from the center of gravity than the other wheel far from the center of gravity. 車体からフレームを垂下し、このフレームに車体の進行方向で上下に揺動自在に台座を枢支し、この台座に車体の進行方向に沿って複数の補助輪を所定の間隔をおいて取り付けたことを特徴とする請求項１記載の走行装置。   A frame is suspended from the vehicle body, and a pedestal is pivotally supported on the frame so as to be swingable up and down in the traveling direction of the vehicle body. A plurality of auxiliary wheels are attached to the pedestal at predetermined intervals along the traveling direction of the vehicle body. The traveling device according to claim 1.
JP2003272571A 2003-07-09 2003-07-09 Traveling device Expired - Fee Related JP3733130B2 (en)

Priority Applications (9)

Application Number Priority Date Filing Date Title
JP2003272571A JP3733130B2 (en) 2003-07-09 2003-07-09 Traveling device
AU2003289248A AU2003289248A1 (en) 2003-07-09 2003-12-08 Vehicle for running on rail
CNB2003801103787A CN100391769C (en) 2003-07-09 2003-12-08 Vehicle for running on rail
KR1020067000537A KR100739519B1 (en) 2003-07-09 2003-12-08 Vehicle for running on rail
US10/563,244 US20060150859A1 (en) 2003-07-09 2003-12-08 Vehicle for running on rail
PCT/JP2003/015691 WO2005005217A1 (en) 2003-07-09 2003-12-08 Vehicle for running on rail
EP03777363A EP1642798A4 (en) 2003-07-09 2003-12-08 Vehicle for running on rail
TW092134660A TWI247699B (en) 2003-07-09 2003-12-09 Railway vehicle
HK06111156A HK1090615A1 (en) 2003-07-09 2006-10-11 Vehicle for running on rail

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2003272571A JP3733130B2 (en) 2003-07-09 2003-07-09 Traveling device

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JP2005029074A true JP2005029074A (en) 2005-02-03
JP3733130B2 JP3733130B2 (en) 2006-01-11

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JP2003272571A Expired - Fee Related JP3733130B2 (en) 2003-07-09 2003-07-09 Traveling device

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KR (1) KR100739519B1 (en)
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HK1090615A1 (en) 2006-12-29
JP3733130B2 (en) 2006-01-11
KR20060029685A (en) 2006-04-06
EP1642798A1 (en) 2006-04-05
US20060150859A1 (en) 2006-07-13
TWI247699B (en) 2006-01-21
AU2003289248A1 (en) 2005-01-28
WO2005005217A1 (en) 2005-01-20
TW200502117A (en) 2005-01-16
KR100739519B1 (en) 2007-07-13
EP1642798A4 (en) 2007-07-18
CN100391769C (en) 2008-06-04
CN1802280A (en) 2006-07-12

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