JP2011016420A - Trouble limit detecting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a trouble limit detecting device capable of easily and reliably examining any troubled part in an operational section of a snowplow vehicle.SOLUTION: The trouble limit detecting device 1 for detecting the trouble limit of a snow disposal wing of a snowplow vehicle in a track section in which the snowplow vehicle for disposing fallen snow on a track travels includes a traveling truck 10 which travels along the track, and a detection unit 20 installed on the traveling truck 10. The detection unit 20 includes a pair of detection wings 30, 30 which are expanded outwardly in the width direction of the track and have a profile shape in a plan view corresponding to the snow disposal wing, a pair of first turning shafts k1, k1 which are fixed to the traveling truck 10 to support the pair of detection wings 30, 30 backwardly in the advancing direction of the traveling truck 10 so as to be turnable, and proximity switches 24, 24 for detecting a turn from initial positions of the detection wings 30, 30.

Description

  The present invention relates to a hindrance limit detection device that detects a hindrance limit of a snow removal blade of a snow removal vehicle in a track section in which a snow removal vehicle that removes snow on the track with a snow removal blade travels.

  Conventionally, a snow removal vehicle equipped with a Russell type snow removal device or a rotary type snow removal device has been used for removing snow on a track in a railway.

The Russell-type snow removal device is used when there is relatively little snow accumulation, and pushes the snow on the track out of the track by the Russell blade (snow drainage blade) installed at an angle with respect to the track in front of the snow removal vehicle. It is. This Russell-type snow removal device includes a V-shaped Russell that pushes away snow on the track to both sides of the track in a single track section, a single-push-type Russell that pushes back to one side of the track, and the like.
On the other hand, a rotary snow removal device is used when there is a lot of snow or when there is a lot of accumulated snow on the side of the track, and the snow on the track is scraped by a scraping blade (snow drainage blade) that opens in front of the track. At the same time, the snow is thrown into a place relatively away from the track.
In the actual site, the snow removal vehicle was selected depending on whether the Russell type snow removal device or the rotary type snow removal device was used according to the snow accumulation situation.

  In recent years, a snow removal and maintenance vehicle equipped with a snow removal device that combines the above Russell type snow removal device and a rotary type snow removal device in order to efficiently carry out snow removal work on snow on the track (Russell rotary combined use snow removal vehicle) ) Has been introduced.

  This snow removal device for snow removal and maintenance vehicles is equipped with a combination blade (snow drainage blade) that can be deformed into a V-shaped Russell type, one-push Russell type, and a rotary type. By changing, snow removal work can be performed flexibly according to the snow cover condition. In this snow and snow maintenance vehicle, when the combined blade is a rotary type, the combined blade has the maximum length in the track width direction.

Here, in the track section that uses the snow throwing maintenance vehicle as described above, it is difficult to investigate the presence or absence of obstacles that hinder the progress of the snow blades around the track before the snow is actually running. A location survey is performed (see, for example, Non-Patent Document 1).
In conducting this trouble location investigation, at the point where there is a structure that the worker actually walked in the track section and determined that it could become a hindrance, the combined blade maximum width from the track center and the width in front view should be the same size. Using a limit measuring ruler, it is measured whether the structure has entered the obstacle limit. At this time, if it is determined that the structure is within the obstacle limit, the distance or the position is recorded with the point as the obstacle point.
And when operating a snow-removal maintenance vehicle, based on the above record, the combined blade is controlled so that the combined blade does not hit the structure at the troubled part.

Daisuke Miura, Masahiro Watanabe, Susumu Onagawa, Takeshi Motoki, “Introduction of Throwing and Snow Maintenance Vehicles”, New Railroad, Railway Railway Company, November 15, 2007, Vol. 61, No. 11, p. 27-30

However, the trouble location investigation as described above requires a great deal of time and labor because it is necessary for the operator to go through the entire track section with a limit measuring ruler with a total length of 3 m.
In addition, as described above, since the limit of the obstacle is measured by the limit measurement ruler only at the place that is determined to be a trouble place by the operator's visual observation, the trouble place may be overlooked in some cases, and the reliability is perfect. It could not be said that.

  This invention is made in view of such a subject, Comprising: It aims at providing the trouble limit detection apparatus which can perform trouble spot investigation easily and reliably in the operation area of a snow removal vehicle. .

In order to solve the above problems, the present invention proposes the following means.
That is, the trouble limit detection device according to the present invention is a trouble limit detection device that detects a trouble limit of a snow removal blade of a snow removal vehicle in a track section where a snow removal vehicle that removes snow on the track travels, The vehicle comprises a traveling carriage capable of traveling along the track and a detection unit installed on the traveling vehicle. The detection unit projects outward in the width direction of the track and corresponds to the snow drainage blade. A pair of detection blades having a contour shape in front view, and a pair of first rotations fixed to the traveling carriage and rotatably supporting the pair of detection blades toward the rear side in the traveling direction of the traveling carriage A shaft and a sensor that detects rotation of the detection blade from an initial position are provided.

When the obstacle limit investigation is performed by the obstacle limit detection device having such a feature, the traveling carriage travels on the track section where the snow removal vehicle operates. At this time, when the detection wing supported by the traveling carriage via the first rotation shaft comes into contact with a structure around the track, the detection wing is located behind the first rotation axis in the traveling carriage traveling direction. And the sensor detects the rotation.
Here, since the detection wing has a front view contour corresponding to the snow wing of the snow removal vehicle, if the structure around the track contacts the detection wing, the structure is within the obstacle limit of the snow wing. Will be invading. Therefore, the point where the sensor detects the rotation of the detection blade as described above can be recognized as the troubled portion of the snow blade.
In addition, since the detection blade that abuts on the structure is rotated backward in the traveling direction, the detection blade can travel beyond the structure, so that the traveling carriage can be moved without being obstructed by the structure. It can be run.
The snow drainage blade means a Russell blade or scraping blade of a snow removal vehicle equipped with a Russell type snow removal device or a rotary snow removal device, in addition to a combination blade of a snow throwing maintenance vehicle. That is, the trouble limit detection device according to the present invention can be used for trouble limit investigation not only for a snow throwing maintenance vehicle but also for a snow removal vehicle equipped with a Russell snow removal device or a rotary snow removal device.

  Further, the obstacle limit detection apparatus according to the present invention is characterized in that an alarm unit is provided rather than emitting at least one of light or sound, based on detection by the sensor.

  According to the obstacle limit detection device having such a feature, when the sensor detects the rotation of the detection blade, the warning unit is activated to alert the operator. Therefore, the operator can reliably grasp the troubled place without overlooking the troubled part.

  Furthermore, the obstacle limit detection device according to the present invention is characterized by further comprising an urging means for urging the detection wing to the initial position against the rotation of the detection wing.

  According to the obstacle limit detection device having such a feature, the detection blade that is in contact with the structure and rotated backward in the traveling direction is rotated to the initial position by the biasing means after passing through the structure. . Therefore, it is possible to continuously perform limit measurement without suspending traveling after identifying the troubled part.

  Moreover, in the trouble limit detection apparatus according to the present invention, it is preferable that the biasing means is a door closer.

  The door closer can store the force when the detection blade is rotated backward in the traveling direction and urge the detection blade to the initial position, while suppressing the sudden rotation of the detection blade due to the biasing. Can do. Therefore, it is possible to prevent the detection blade that is rotated rearward in the traveling direction from returning to the initial position.

  Further, in the obstacle limit detection device according to the present invention, the first rotation shaft is located on the vehicle limit inner side of the track, and the detection blade rotated to the rear side in the traveling direction of the traveling carriage, The vehicle is stored within the vehicle limit.

  According to the obstacle limit detection device having such a feature, a structure outside the vehicle limit can be detected as an obstacle, and the vehicle can travel without being obstructed by the obstacle.

  Further, in the obstacle limit detection device according to the present invention, the detection wing includes a base wing that is a base end side portion of the detection wing, a tip wing that is a tip side portion of the detection wing, and the construction of the track. A second rotation shaft that is located on the inner side and that is connected to the proximal wing so as to be able to rotate toward the rear side in the traveling direction of the traveling carriage with respect to the proximal wing; A driving mechanism that rotates about the second rotation axis with respect to the wing, an operation unit that operates the driving mechanism is provided, and the tip wing that is rotated rearward in the traveling direction of the traveling carriage includes: And is stored within the construction limit of the track.

Since snow removal vehicles usually remove snow in areas outside the building limits of the track, their discharge wings also invade outside the building limits. Therefore, the detection wing having the front view contour corresponding to the discharge wing also oozes outside the building limit. Thereby, the detection wing | blade can detect the structure which becomes the obstruction | occlusion of the discharge wing | blade outside a building limit.
On the other hand, buildings such as station platforms, tunnels and bridges in the operation section are located outside the building limits, but the distance from the building limits is small, so if no countermeasures are taken, However, it will be in contact with these buildings and the traveling of the traveling carriage will be hindered.
In other words, the obstacle limit detection device is required to be able to travel without being obstructed by buildings such as platforms and bridges constructed outside the building limits while detecting obstacles outside the building limits by the detection wing. Is done.
In this respect, according to the trouble limit detection device of the present invention, the tip wing of the detection wing is configured to be housed within the construction limit of the track. While it is possible to detect obstacles outside the building limits with the wings in the initial state, the tip wings are rotated into the building limits by operating the drive mechanism by the operation unit when passing through stations, tunnels, and bridges. You can pass through stations, tunnels, and bridges.

  Furthermore, the obstacle limit detection device according to the present invention is characterized in that a driving cart is provided which allows an operator to board and is capable of driving along the track and connected to the traveling carriage. Yes.

  According to the trouble limit detection device having such a feature, the trouble limit detection in the operation section of the snow removal vehicle can be quickly performed when the operator gets on the drive cart and drives the drive cart.

  According to the trouble limit detection device of the present invention, a trouble location of a snow removal vehicle is detected by causing a traveling carriage to travel and rotating a detection blade having a front view contour corresponding to the snow removal vehicle in contact with the structure. be able to. Therefore, it becomes possible to easily and reliably investigate the trouble location in the operation section of the snow removal vehicle.

It is a top view of the obstacle limit detection device concerning the embodiment of the present invention. It is a front view of the detection part in the obstacle limit detection apparatus concerning the embodiment of the present invention. FIG. 5 is a plan view showing rotation of a detection blade around a first rotation axis in the obstacle limit detection device according to the embodiment of the present invention. In the trouble limit detection device according to the embodiment of the present invention, it is a plan view showing the rotation of the tip wing about the second rotation axis. It is a top view which shows the state of the detection wing | blade when the obstacle limit detection apparatus which progresses a track | orbit section passes a trouble part. It is a top view which shows the state of the detection wing | blade at the time of the obstacle limit detection apparatus which advances a track | orbit section passing a station platform or a tunnel.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a trouble limit detection device according to the present invention will be described in detail with reference to the drawings.
As shown in FIG. 1, the obstacle limit detection apparatus 1 according to the present embodiment is connected to a traveling carriage 10, a detection unit 20 attached to the traveling carriage 10, and the traveling carriage 10 via a connection unit 41. It is composed of an aluminum cart (driving cart) 40, and is used when detecting the trouble limit of the snow removal blade of the snow removal vehicle in the operation section of the snow removal vehicle.

  The snow removal vehicle includes a Russell type snow removal device that pushes snow on the track out of the track by a Russell blade (snow drainage blade) installed at an angle with respect to the track, or a scraping device that opens to the front of the track. In addition to a snow removal vehicle equipped with a rotary snow removal device that squeezes snow on the track with a wing (snow drainage blade) and throws the snow to a location relatively away from the track, a Russell snow removal device and a rotary snow removal Examples include a snow-removal maintenance vehicle equipped with a snow removal device in combination with a device (Russell rotary snow removal vehicle).

  In the present embodiment, the trouble limit detection device 1 will be described as detecting the trouble limit of the snow discharge blade in the operation section of the throwing and discharging maintenance vehicle. This snow throwing and maintenance vehicle is equipped with a snow wing (combined wing) that can be deformed into a V-shaped Russell type, one-push raschel type, and a rotary type. In such a case, the length in the orbit width direction of the combined blade is maximized. The maximum orbit width direction dimension of this combined blade is assumed to be 6 m.

As shown in FIGS. 1 and 2, the traveling carriage 10 is a carriage that can travel along the track of the snow-plowing vehicle operating section, and has a substantially rectangular plate shape in plan view, and a carriage body 11. Are provided with two wheel shafts 12 extending in the track width direction and four wheels 13 respectively attached to both ends of the wheel shaft 12, and the wheels 13 are rotated on the rails of the track. The traveling carriage 10 can travel on the track. Further, the connecting portion 41 of the aluminum cart 40 is connected to the cart body 11.
In addition, the switchboard 14 mentioned later for details is installed on the trolley | bogie main body 11. As shown in FIG.

  Further, the wheel 13 is provided with a brake device (not shown). When the connecting portion 41 of the aluminum cart 40 is connected to the carriage main body 11, the brake device is brought into a loosely opened state and the wheel 13 is rotated. When the connecting portion 41 of the aluminum cart 40 is not connected to the connecting carriage, a constant braking force is applied to the wheels 13. Thus, the traveling cart 10 can travel on the track only when connected to the aluminum cart 40, and safety is ensured.

  As shown in FIGS. 1 and 2, the detection unit 20 includes a fixed frame 21 fixed to the traveling carriage 10, a pair of detection blades 30 and 30 that protrude toward both sides in the width direction of the track, and the detection blades. First hinges 23 and 23 that are rotatably attached to the fixed frame 21, proximity switches 24 and 24 that detect rotation of the detection blades 30 and 30, respectively, and rotation of the detection blades 30 and 30 Door closers (biasing means) 25, 25 for urging against the above.

  As shown in FIG. 2, the fixed frame 21 is a frame-shaped member having a rectangular shape when viewed from the front, and extends in the track width direction and is disposed so as to face the upper and lower sides. Vertical frame members 21b and 21b that are arranged at regular intervals in the track width direction and extend in the vertical direction and connect the horizontal frame members 21a and 21a up and down are provided. The horizontal frame members 21 a and 21 a and the vertical frame members 21 b and 21 b are supported by the support member 15 shown in FIG. 1, so that the fixed frame 21 is fixedly supported on the traveling carriage 10.

  Further, the fixed frame 21 is a fixed side wall having a prism shape extending in the vertical direction at both ends in the track width direction of the pair of horizontal frame members 21a and 21a, that is, outside of the pair of vertical frame members 21b and 21b in the track width direction. Contact members 22 are provided.

  The detection blades 30 and 30 are frame-shaped metal members arranged so as to project outward in the width direction along the width direction of the track, and the contour shape in the front view is a snow and snow maintenance vehicle. The shape corresponding to the contour shape in the front view of the snow removal blade of the snow removal device of FIG.

  On the outermost side in the orbit width direction of these detection blades 30, tip members 31, 31 having a prismatic shape extending in the vertical direction are provided. The distance in the track width direction between the tip members 31, 31 of the detection blades 30, 30 arranged along the track width direction as described above is the maximum width direction of the snow discharge blades of the snow removal device of the snow removal maintenance vehicle. Is approximately the same as the maximum length, and is 6 m in the present embodiment. Therefore, the tip members 31, 31 of the detection blades 30, 30 are arranged at positions spaced 3 m from the center of the track. Further, the length in the vertical direction of the tip members 31, 31 is also the same as the length in the vertical direction on the outermost side in the track width direction of the snow removal blade of the snow removal device.

On the other hand, on the innermost side in the orbit width direction of the detection blades 30, 30 are provided blade side contact members 32, 32 having a prismatic shape extending in the vertical direction.
The detailed configuration of these detection blades 30 and 30 will be described later.

The first hinges 23 and 23 are members that connect the detection blades 30 and 30 to the fixed frame 21 so as to be rotatable.
That is, the blade-side contact members 32 and 32 of the detection blades 30 and 30 and the fixed-side contact members 22 and 22 of the fixed frame 21 are in contact with each other, and the detection blades 30 and 30 and the fixed frame 21 are both in plan view. In the state of being arranged along the track width direction, the blade-side contact members 32 and 32 and the fixed-side contact members 22 and 22 are connected by first hinges 23 and 23 from the rear side in the traveling direction of the traveling carriage 10, respectively. ing. Thereby, the detection blades 30 and 30 are connected to the fixed frame 21 so as to be rotatable around the rotation axis of the first hinges 23 and 23, that is, around the first rotation axes k1 and k1.

  The blade-side contact members 32 and 32 and the fixed-side contact members 22 and 22 are connected to each other by the first hinges 23 and 23 from the rear side in the traveling direction in a state of being in contact with each other. Although 30 can be rotated rearward in the traveling direction of the traveling carriage 10, it cannot be rotated forward in the traveling direction.

That is, as shown in FIG. 1, when the state in which the detection blades 30 and 30 and the fixed frame 21 are both in the orbit width direction in the plan view is the initial position of the detection blades 30 and 30, as shown in FIG. The detection blades 30 are rotatable from the initial position to the rear side in the traveling direction of the traveling carriage 10.
In this manner, the detection blades 30 and 30 are rotatably supported on the rear side in the traveling direction of the traveling carriage 10 by the first rotation shafts k1 and k1 fixed to the traveling carriage 10 via the fixed frame 21. Has been.

In detail, the proximity switches (sensors) 24 and 24 are members for detecting the rotation of the detection blades 30 and 30 from the initial position as shown in FIG. It arrange | positions so that it may protrude toward the direction outer side, and is connected with the switchboard 14 on the trolley | bogie main body 11 of the traveling trolley | bogie 10 via the wiring 24a.
The proximity switches 24 and 24 generate a high-frequency magnetic field from a detection coil provided therein, and an induced current flows through a detection object close to the magnetic field by electromagnetic induction. The proximity switches 24 and 24 are configured to detect the presence or absence of a detection object by changing the impedance of the detection coil of the proximity switches 24 and 24 due to the influence of the induced current.

That is, when the detection blades 30, 30 are in the initial position, the blade-side contact member 32 of the detection blade 30, 30 that contacts the fixed-side contact member 22 of the fixed frame 21 is connected to the proximity switches 24, 24. Proximity. In this case, the proximity switches 24 and 24 detect the blade contact member 32 as a detection object, and the proximity switches 24 and 24 are turned on.
On the other hand, when the detection blades 30 and 30 are rotated toward the rear side in the traveling direction of the traveling carriage 10, the blade-side contact member 32 is separated from the fixed-side contact member 22 and the proximity switches 24 and 24. Then, the detection of the blade-side contact member 32 by the proximity switches 24 and 24 is released, and thereby the proximity switches 24 and 24 are turned off.
Then, the change in the state of the proximity switches 24, 24 from turning on to off due to the rotation of the detection blades 30, 30 is transmitted to the switchboard 14 via the wiring 24a.

  As shown in FIGS. 1 and 3, the door closers 25, 25 resist the rotation of the detection blades 30, 30 about the first rotation axes k 1, k 1 toward the rear side in the traveling direction of the traveling carriage 10. This is a member that urges the detection blades 30, 30 to rotate forward in the traveling direction.

  The door closers 25, 25 include a link mechanism having one end side rotatably attached to the traveling carriage 10 and the other end side rotatably attached to the detection blades 30, 30. It has a damper that uses viscosity such as. The elastic member biases the detection blades 30 and 30 toward the initial position via the link mechanism, and the damper suppresses the sudden rotation of the detection blades 30 and 30 to the initial position. .

  In the present embodiment, the first rotation axes k1 and k1 are disposed within the vehicle limit L1 of the track, as shown in FIGS. Further, the detection blades 30 and 30 rotated about the first rotation axes k1 and k1 to the rear side in the traveling direction of the traveling carriage 10 are also accommodated in the vehicle limit L1.

  Next, a detailed configuration of the detection blades 30 and 30 will be described. In the present embodiment, as shown in FIG. 2, the detection blades 30, 30 are the inner portions of the detection blades 30, 30 in the trajectory width direction, that is, the proximal blades 33 that are the proximal ends, and the detection blades 30, 30. 30 in the width direction of the orbit, that is, a tip wing 34 which is a tip side portion is connected by a second hinge 35 (not shown in FIG. 2). Is provided with a cylinder member 36 (not shown in FIG. 2) as a drive mechanism for rotating the tip blade 34.

As shown in FIG. 2, the proximal wing 33 is a member having a substantially square frame shape in plan view, and includes the wing-side contact member 32.
That is, among the frame-shaped components extending vertically in the inner and outer sides in the track width direction, the inner portion in the track width direction is the wing-side contact member 32, and the base side on the outer side in the track width direction is a prismatic shape. The contact member 33a is used.

  Further, the blade side contact member 32 and the base end side contact member 33a are connected to each other by a base end blade upper member 33b whose upper ends extend in the track width direction and whose lower ends extend in the track width direction. The end wing lower member 33c is connected. The base end wing upper member 33b and the base end wing lower member 33c have the same length in the track width direction.

As shown in FIG. 2, the tip wing 34 has a frame shape including an inclined side that is inclined downward as it goes from the inner side to the outer side in the track width direction.
Of the frame constituent parts extending vertically on the inner and outer sides of the tip wing 34 in the orbit width direction, the outer portion in the orbit width direction is the tip member 31 and the inner portion in the orbit width direction forms a prismatic shape. The contact member 34a is used.

One end of a tip wing upper member 34b and a tip wing lower member 34c extending along the track width direction is connected to the tip end abutting member 34a at its upper end and lower end. The tip wing upper member 34b and the tip wing lower member 34c have the same length in the track width direction, and the other end of the tip wing upper member 34b and the tip wing lower member 34c has an intermediate frame member 34d extending in the vertical direction. Are connected.
That is, the front end side contact member 34a, the front end blade upper member 34b, the front end blade lower member 34c, and the intermediate frame member 34d constitute a substantially rectangular frame-shaped body.

  An inclined frame member 34e is connected to the upper end portion of the intermediate frame member 34d, a reinforcing frame member 34f is connected to a portion slightly below the center in the vertical direction, and a long side frame member is connected to the lower end portion. 34g is connected. The inclined frame member 34e, the reinforcing frame member 34f, and the long-side frame member 34g have the same length dimension in the track width direction in plan view.

The inclined frame member 34e is disposed so as to be gradually inclined downward from the one end side connected to the intermediate frame member 34d toward the outer side in the track width direction, and the other end side is the center in the vertical direction of the tip member 31. It is connected to the lower part.
Further, the reinforcing frame member 34f extends along the track width direction from one end side connected to the intermediate frame member 34d, and the other end side is connected to substantially the same location as the connection location of the inclined frame member 34e in the tip member 31. ing.
Further, the long side frame member 34 g extends along the track width direction from one end side connected to the intermediate frame member 34 d, and the other end side is connected to the lowermost portion of the tip member 31.

The second hinges 35, 35 are members that connect the tip wing 34 as described above to the base wing 33 so as to be rotatable toward the rear side in the traveling direction of the traveling carriage 10.
That is, in the state where the proximal end contact member 33a of the proximal end blade 33 and the distal end contact member 34a of the distal end blade 34 are in contact with each other in the vertical direction, the proximal end contact member 33a and the distal end side contact The contact member 34a is connected by second hinges 35 and 35 from the rear side in the traveling direction of the traveling carriage 10, respectively. As a result, as shown in FIG. 4, the tip wings 34 and 34 turn to the proximal wing 33 so as to be rotatable around the rotation axis of the second hinges 35 and 35, that is, around the second rotation axes k2 and k2. It is connected.

The proximal wings 33, 33 and the distal wings 34, 34 are connected to each other by the second hinges 35, 35 from the rear side in the traveling direction in a state where they are in contact with each other. Although it is possible to turn 10 backward in the traveling direction, it cannot rotate forward in the traveling direction.
That is, when the base blades 33 and 33 and the tip blades 34 and 34 are both arranged in the orbit width direction in a plan view, the tip blades 34 and 34 are moved from the initial position. The traveling carriage 10 can be rotated rearward in the traveling direction.

  Further, by connecting the base end blades 33 and 33 and the front end blades 34 and 34 in this way, detection having a contour shape corresponding to the contour shape in the front view of the snow discharge blade of the snow-removal maintenance vehicle. Wings 30, 30 are configured. That is, the proximal wing upper member 33b, the proximal wing lower member 33c, the distal wing upper member 34b, the distal wing lower member 34c, the inclined frame member 34e, the long side frame member 34g, and the distal end member that constitute the contour shape of the detection blades 30 and 30. The contour shape corresponding to the front view of the snow exhaust blade is constituted by 31.

  As shown in FIGS. 1 and 4, the cylinder member (drive mechanism) 36 rotates the tip blades 34, 34 from the initial position to the rear side in the traveling direction of the traveling carriage 10 by driving the cylinder member 36. It is a member that can be moved and rotated from the rotated state to the initial position.

As shown in detail in FIG. 4, the cylinder member 36 has a cylinder body 36a fixed to the proximal wings 33 and 33, and a rod 36b can protrude and retract from the cylinder body 36a. One end of a link member 36c is rotatably connected to the tip end side of the rod 36b, and the other end side of the link member 36c is connected to tip wings 34, 34.
By adopting such a configuration, the tip wings 34 and 34 are rotated with respect to the proximal wings 33 and 33 as shown in FIG. Become.

  In the present embodiment, the cylinder main body 36a of the cylinder member 36 is connected to the switchboard 14 via a wiring 36d (not shown in FIGS. 1 and 3) as shown in FIG.

  In the present embodiment, the second rotation axes k2 and k2 are disposed within the construction limit L2 of the track, as shown in FIGS. Further, as a result, when the detection blades 30 and 30 are arranged at the initial positions, the tip blades 34 and 34 rotated about the second rotation axes k2 and k2 to the rear side in the traveling direction of the traveling carriage 10 are also provided. It is stored in the building limit L2.

The switchboard 14 includes an alarm unit 14a and a cylinder control unit 14b.
The alarm unit 14a is connected to the wiring 24a of the proximity switch 24. When a change in the state of the proximity switch 24 from ON to OFF is transmitted to the switchboard 14 through the wiring 24a, the alarm unit 14a It operates to sound a buzzer and turn on a warning lamp on the rear surface of the switchboard 14 in the traveling direction of the traveling carriage 10.

  Further, the cylinder controller 14b is connected to the wiring 36d of the cylinder body 36a of the cylinder member 36. The cylinder control unit 14b transmits an operation command by the cylinder operation unit (operation unit) 45 to be dictated to the cylinder body 36a, and protrudes and retracts the rod 36b, whereby the tip blades 34, 34 is arbitrarily rotated around the second rotation axis k2, k2. The working state is the case where the tip wings 34, 34 are located at the initial position, and the state where the tip wings 34, 34 are rotated and stored in the building limit L2 is defined as the forwarding state. The state is displayed on the rear surface of the traveling board 10 in the traveling direction of the switchboard 14.

The aluminum cart 40 is a cart in which two workers can board and can drive along the track, and as shown in FIG. Are connected.
The aluminum cart 40 includes a cart body 42 having a rectangular shape in plan view and including four wheels 42a that can rotate on the rails of the track, and the operator faces the front side in the traveling direction on the cart body 42. Two boarding chairs 43, 43 that can be seated in a state, a drive source 44 for driving the wheels 42a of the cart body 42 to travel along the track, and the cylinder controller 14b of the switchboard 14 via the wiring 45a. And a cylinder operation unit (operation unit) 45 connected to each other.

  The drive source 44 can be selected from various drive mechanisms such as a heat engine and an electric motor. In addition, a drive operation unit (not shown) for driving the drive source 44 is provided in front of the boarding chairs 43, 43 of the aluminum cart 40, and an operator seated in the boarding chairs 43, 43 operates the drive operation unit. Thus, the aluminum cart 40 can be driven along the track.

  The operator who is seated in the boarding chairs 43, 43 can operate the cylinder operation unit 45. By operating the cylinder operation unit 45, the rod of each cylinder member 36 is connected via the cylinder control unit 14b. The protrusion and retraction of 36b can be performed arbitrarily. As a result, the operator can arbitrarily rotate the tip wings 34, 34 with respect to the base wings 33, 33 toward the rear side in the traveling direction of the traveling carriage 10. At this time, only one tip wing 34 can be rotated, or both tip wings 34, 34 can be rotated.

Next, a description will be given of a procedure for investigating the trouble limit of the snow wing (combined wing) of the snow-removal maintenance vehicle by using the trouble limit detector 1 having the above-described configuration. Such a trouble limit investigation is an operation performed before snow accumulation in a track section in which a snow removal vehicle such as a snow throwing maintenance vehicle operates.
First, the obstacle limit detection device 1 is transferred to a place where a road surface such as a railroad crossing and a rail surface coincide with each other in a state where the traveling cart 10 supporting the detection unit 20 and the aluminum cart 40 are disconnected.

Then, the traveling carriage 10 is installed so that the wheels 13 are placed on the rail, and the aluminum cart 40 is installed on the rear side in the running direction of the traveling carriage 10 so that the wheels 42a are placed on the rail. To do. In this state, since the traveling cart 10 is not connected to the aluminum cart 40, the braking force of the brake device of the cart body 11 is applied to the wheels 13, and the traveling cart 10 does not move on the track.
Subsequently, the connecting portion 41 of the aluminum cart 40 is connected to the traveling cart 10. Thereby, the brake force with respect to the wheel 13 by the said brake device is loosely opened, and the traveling cart 10 becomes a state which can drive | work a track | orbit.

  Then, when the worker gets on the aluminum cart 40 and drives the drive source 44, the aluminum cart 40 and the traveling carriage 10 connected thereto are caused to travel over the entire track section on which the snow-removal maintenance vehicle travels. .

  As shown in FIG. 5, when the structure 50 comes into contact with any one of the pair of detection blades 30 and 30 while the obstacle limit detection device 1 is running, the detection blade 30 is in the first state. The traveling carriage 10 is rotated rearward in the traveling direction about the rotation axis k1. Then, the proximity switch 24 changes from the on state to the off state, and this state change is transmitted to the alarm unit 14a of the switchboard 14 through the wiring 24a. Based on this, the alarm unit 14a operates to sound a buzzer and turn on the alarm lamp on the switchboard 14. At this time, the worker who is on the aluminum cart 40 records the kilometer in which the alarm unit 14a is activated as a trouble location.

Then, when operating the snow-removal maintenance vehicle based on the kilometer record of the troubled part, the snow-removing blade is controlled at the point where the structure 50 exists to Avoid contact with the object 50.
In addition, the ground element in which the information on the troubled part is recorded is placed in front of the troubled part on the track, and the information on the ground element is read by the vehicle upper part of the snow-removal maintenance vehicle. In order to avoid contact of the snow wing with the structure 50, the shape of the snow wing may be automatically deformed.

Thus, according to the obstacle limit detection apparatus 1 of the present embodiment, when the traveling carriage 10 travels in the track section, the detection blade 30 supported via the first rotation axis k1 is located around the track. When abutting against the obstacle 50, the detection blade rotates about the first rotation axis k1 to the rear side in the traveling direction of the traveling carriage 10, and the proximity switch 24 detects the rotation.
Here, since the detection blade 30 has a front-view outline shape corresponding to the snow discharge blade of the snow throwing maintenance vehicle, if the structure 50 around the track contacts the detection blade, the structure 50 Is intruding within the obstacle limits of the snow blade. Therefore, the point where the proximity switch 24 detects the rotation of the detection blade 30 as described above can be recognized as the troubled portion of the snow discharge blade.

  In addition, since the detection blade 30 in contact with the structure 50 is rotated rearward in the traveling direction of the traveling carriage 10, the detection blade 30 can travel beyond the structure 50. The traveling carriage 10 can travel without being obstructed by the object 50.

  Furthermore, when the proximity switch 24 detects the rotation of the detection blade 30, the alarm unit 14 a is activated to sound the buzzer and the alarm lamp is lit, so that the operator's attention can be drawn. Therefore, the worker can surely grasp the troubled place without overlooking the troubled part.

  Further, the detection blade 30 that is in contact with the structure 50 and rotated backward in the traveling direction is rotated to the initial position by the door closer 25 after passing through the structure 50. Therefore, it is possible to continuously perform the limit measurement without stopping the traveling of the traveling carriage 10 after identifying the troubled place.

  Furthermore, in the present embodiment, the detection blade 30 rotates about the first rotation axis k1 located inside the vehicle limit L1, and the rotated detection blade 30 is stored in the vehicle limit L1. Therefore, the structure 50 outside the vehicle limit L1 can be detected as an obstacle, and the vehicle can travel on the track section without being obstructed by the obstacle.

  Here, since the snow-removal maintenance vehicle usually removes snow in the region inside and outside the building limit L2 of the track, its discharge blades also invade outside the building limit L2. Therefore, the detection blade 30 having a front view contour corresponding to the discharge blade also intrudes outside the building limit L2. Thereby, the detection wing 30 can detect the structure 50 that hinders the discharge wing outside the building limit L2.

  On the other hand, the station platforms, tunnels, bridges, and other buildings in the service section are located outside the building limit L2, but the separation distance from the building limit L2 is small, so if no countermeasures are taken, The detection blade 30 comes into contact with these structures, and the traveling of the traveling carriage 10 is hindered. That is, the obstacle limit detection apparatus 1 can travel without being obstructed by a building such as a platform or a bridge constructed outside the building limit L2 while detecting the obstacle outside the building limit L2 by the detection wing 30. It is required to be.

  In this regard, according to the obstacle limit detection device 1 of the present embodiment, the tip wing 34 of the detection wing 30 is configured to rotate about the second rotation axis k2 and be stored within the construction limit L2 of the track. Furthermore, the tip wing 34 can be arbitrarily rotated by the operation of the cylinder operation unit 45 by the operator. Therefore, for example, as shown in FIG. 6, when there is a building 60A such as a platform only on one side in the width direction of the track, only the one tip wing 34 is rotated backward in the traveling direction of the traveling carriage 10 to construct the building. By storing in the limit L2, the obstacle limit detection device 1 can pass through the building 60A.

In addition, when there are buildings 60B such as tunnels and bridges on both sides in the width direction of the track, both the pair of tip wings 34 are rotated rearward in the traveling direction of the traveling carriage 10 to construct both tip wings 34. The obstacle limit detection device 1 can pass through the building 60B by being stored in the limit L2.
Further, even when the obstacle limit detection device 1 does not detect an obstacle and simply forwards it on the track, both tip blades 34 may be rotated from the initial position and stored in the building limit L2.

  As described above, according to the trouble limit detection device 1 of the present embodiment, trouble point investigation can be easily and reliably performed on the entire operation section of the snow-removal / maintenance vehicle. As a result, the time and labor required to investigate the troubled part can be greatly reduced.

As mentioned above, although embodiment of this invention was described in detail, unless it deviates from the technical idea of this invention, it is not limited to these, A some design change etc. are possible.
For example, in the present embodiment, the proximity switch 24 is used as a sensor for detecting the rotation of the detection blades 30 and 30 from the initial position, but the present invention is not limited to this, and the detection blades 30 and 30 are not limited to this. Other sensors may be used as long as they can detect rotation. Examples of this include various configurations in addition to a button switch type sensor that detects a load caused by the rotation of the detection blades 30 and 30 and a sensor that uses optical means such as a laser displacement meter.

  Further, the biasing means for biasing the detection blades 30, 30 to the initial position against the rotation of the detection blades 30, 30 rearward in the traveling direction of the traveling carriage 10 is limited to the door closer 25. For example, it may be an elastic body such as a spring, or another member such as a pneumatic or hydraulic cylinder.

  Furthermore, the drive mechanism for rotating the distal end blade 34 around the second rotation axis k2 with respect to the proximal end blade 33 is not limited to the cylinder member 36 described in the embodiment. The drive mechanism may be used.

  In the embodiment, the alarm unit 14a makes the buzzer sound and the alarm lamp is turned on to make the worker recognize the trouble location detection. However, the present invention is not limited to this. Any other configuration may be used as long as it allows the operator to recognize at least one of the above.

  Further, in order to further increase the maximum length in the track width direction of the snow discharge blade of the snow throwing / maintenance vehicle, when the step cutting blade is attached to the snow discharge blade, the detection blade 30 is adapted to this. , 30 may be attached with an additional blade member having a contour shape corresponding to the stepped blade.

  In the present embodiment, the trouble limit detection device 1 is used to investigate the trouble limit of the snow discharge blades (combined blades) of a snow throwing maintenance vehicle. However, the Russell type snow removal device and the rotary type snow removal device are installed. It is also possible to investigate the obstacle limit of a snow removal vehicle. In this case, the front view contour shape of the detection blades 30, 30 corresponds to the front view contour shape of the snow discharge blade (Russell blade) of the Russell snow removal device or the snow discharge blade (scratching blade) of the rotary snow removal device. And it is sufficient.

DESCRIPTION OF SYMBOLS 1 Obstruction limit detection apparatus 10 Traveling carriage 14 Distribution board 14a Alarm part 14b Cylinder control part 20 Detection part 21 Fixed frame 22 Fixed side contact member 23 First hinge 24 Proximity switch (sensor)
25 Door closer 30 Detection blade 31 Tip member 32 Blade side contact member 33 Base end blade 33a Base end side contact member 34 Tip blade 34a Tip side contact member 35 Second hinge 36 Cylinder member 40 Aluminum cart (drive cart)
41 connecting part 45 cylinder operating part k1 first rotation axis k2 second rotation axis L1 vehicle limit L2 building limit

Claims (7)

In a track section where a snow removal vehicle that removes snow on the track travels, a failure limit detection device that detects a failure limit of the snow removal blade of the snow removal vehicle,
A traveling carriage capable of traveling along the track;
A detection unit installed on the traveling carriage,
The detection unit
A pair of detection blades projecting outward in the width direction of the track and having a front profile corresponding to the snow blade,
A pair of first rotating shafts fixed to the traveling carriage and rotatably supporting the pair of detection blades toward the rear side in the traveling direction of the traveling carriage;
A trouble limit investigation apparatus comprising: a sensor for detecting rotation of the detection blade from an initial position.   The trouble limit investigation device according to claim 1, further comprising an alarm unit that operates based on detection of the sensor and emits at least one of light and sound.   The obstacle limit investigation device according to claim 1, further comprising an urging unit that urges the detection wing to the initial position against rotation of the detection wing.   The obstacle limit investigation device according to claim 3, wherein the biasing means is a door closer. The first pivot axis is located inside the vehicle limit of the track;
The obstacle limit investigation device according to any one of claims 1 to 4, wherein the detection wing rotated to the rear side in the traveling direction of the traveling carriage is housed within the vehicle limit. The detection wing is
A proximal wing which is a proximal side portion of the detection wing;
A tip wing which is a tip side portion of the detection wing;
A second rotation shaft that is located on the inner construction limit of the track, and that is connected to the base wing so as to be rotatable toward the rear side in the traveling direction of the traveling carriage;
A drive mechanism for rotating the tip wing about the second rotation axis with respect to the base wing,
An operation unit for operating the drive mechanism is provided,
6. The obstacle limit detection device according to claim 1, wherein the tip wing rotated to the rear side in the traveling direction of the traveling carriage is housed within a building limit of the track.   7. The driving cart that is capable of boarding an operator and that is capable of driving along the track and that is coupled to the traveling carriage is provided. 7. Trouble limit detection device.

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