JP2020132112A - Rail conveying machine and rail conveying method - Google Patents

Abstract

To provide a rail conveying machine and a rail conveying method that can also improve the durability of a rail effectively.SOLUTION: In a monorail conveying machine 1, a drive wheel 3 includes a driving wheel 31, which rotates and serves as a disk-like drive wheel main body and an engagement pin 32, which is separated from a plurality of driving wheels 31 mounted at equal intervals on an outer periphery of the driving wheel 31 and has a convexity for forming concavo-convex engagement with respect to an engagement hole 2b. The engagement pin 32 has a rounded surface provided to prompt smooth insertion into the engagement hole 2b by gradually reducing a diameter over a tip end from a base end. The plurality of engagement pins 32 are always in concave-convex engagement at any angle phases of the drive wheel 3 with respect to the engagement hole 2b.SELECTED DRAWING: Figure 2

Description

The present invention relates to, for example, a rail carrier for transporting people and goods along rails laid in a citrus garden, a forest, or the like, and a rail transport method.

Conventionally, rail carriers have been used on slopes such as citrus gardens and forests. A rail for the rail carrier to travel is laid on the slope, and the slope angle of the laid rail may range from an uphill angle of 45 degrees to a downhill angle of 45 degrees.

And so far, we have improved the durability by keeping in mind the rail carrier equipped with a 4-stroke engine and avoiding the drawback of engine seizure caused by exceeding the allowable inclination angle of the engine. Proposals have been made for this (see, for example, Patent Document 1).

Specifically, the applicant provides the technology and the like described in Patent Document 1 to rotate the sensor for detecting the inclination of the single rail carrier, the sensor for detecting the rotation position of the engine, and the engine. We have realized a configuration that does not require the use of electric components such as electric cylinders and control boards that control them. As a result, the service life of parts such as the engine tilting device is shortened due to vibration, etc., and we have established a technology that can effectively avoid maintenance such as replacement as appropriate.

JP-A-2018-002015

However, the applicant paid attention to the fact that there are other problems to be solved in addition to the technique described in Patent Document 1 in order to more effectively improve the durability of the rail carrier itself. .. Specifically, the rail carrier must have a configuration that engages with the rail side. The applicant paid attention to the fact that effectively improving the durability of the part responsible for such a configuration contributes to more effectively increasing the durability of the rail carrier itself.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a rail carrier and a rail transport method capable of more effectively enhancing the durability of the rail.

The present invention includes a drive source having an output shaft for rotating output and a driving wheel that is directly or indirectly connected to the output shaft to rotate, and is attached to an engaging portion of a rail installed in a sloped place. A rail carrier in which drive wheels engage and move, and the drive wheels are mounted on the outer periphery of the drive wheel main body in a disk shape and a plurality of the drive wheels at equal intervals. It is separate from the main body and is provided with a convex portion that engages with the engaging portion in a concavo-convex manner, and the convex portion is inserted into and removed from the engaging portion by gradually reducing the diameter from the base end to the tip end. A rail carrier having a rounded surface provided for smooth facilitation and having a plurality of the convex portions engaged with the engaging portion in any angle phase at all times, and a rail carrier using the same. It is characterized by being a rail transportation method.

INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide a rail carrier and a rail transport method capable of increasing durability more effectively.

Front view according to this embodiment. The right side view. The external view of the rail unit which concerns on the same embodiment. Configuration explanatory view of the same rail unit. A side view showing a main part of FIG. Configuration explanatory view according to the same embodiment. The operation explanatory drawing which concerns on the same embodiment. Same as above. Same as above. The figure which shows the table and the figure for demonstrating one Example of this invention. Same as above. Same as above. Same as above.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The present embodiment describes a rail transport system including a single rail carrier 1 which is a rail carrier corresponding to the present invention, and a rail unit 2U having a single rail 2 that determines a traveling direction of the single rail carrier 1. ..

FIG. 1 is a partial cross-sectional front view of a single rail carrier 1 which is a horizontal rail carrier, FIG. 2 is a right side view of the horizontal single rail carrier 1, and FIG. 3 is an external view of the rail unit 2U. FIG. 4 shows a front view showing only the rail unit 2U. FIG. 5 is a configuration explanatory view showing an enlarged portion A, which is a main part of FIG. FIG. 6 is an explanatory diagram of parts constituting the main part. 7 to 9 are explanatory views of the operation of the main part.

<Structure of rail unit>
First, prior to the configuration description of the single rail carrier 1 according to the present embodiment, the configuration of the rail unit 2U having the single rail 2 that supports the single rail carrier 1 from below will be described.

As shown in FIGS. 1 to 4, the rail unit 2U is mainly composed of the single rail 2 engaged with the single rail carrier 1 side. The rail unit 2U is supported by the single rail 2, the support mechanism 20 for supporting the single rail 2 from the ground, and the support mechanism 20, and the load of the single rail carrier 1 is substantially all from both sides of the single rail 2. It has an auxiliary rail 21 to receive.

As shown in FIGS. 3 and 4, the single rail 2 is formed, for example, by extruding a steel material into a rectangular shape in a cross-sectional view, or by bending a long steel plate into a rectangular shape in a cross-sectional view. A rail body 2a having a square pipe shape, an engaging hole 2b having a perfect circular shape on the bottom surface provided at equal intervals on the bottom surface of the rail body 2a, and a cross section of a material at the edge of the engaging hole 2b. It has an exposed engaging end face 2c.

In the present embodiment, the engaging hole 2b has a perfect circular shape in bottom view (plan view), but of course, it may be formed in an elliptical shape. Further, the engaging hole 2b tends to be gradually deformed into a vertically long elliptical shape along the traveling direction due to the use of the single rail carrier 1 over time.

As shown in FIGS. 3 and 4, the auxiliary rail 21 has a metal round pipe shape or a solid round bar shape having a substantially perfect circular shape in a cross-sectional view, that is, a cross-sectional view circular shape. The auxiliary rails 21 are arranged in pairs with a predetermined interval from the single rail 2. Further, in the present embodiment, the auxiliary rail 21 is arranged below the single rail 2 by a predetermined dimension. As a result, the rail unit 2U has a substantially chevron shape when viewed from the front.

In addition, the auxiliary rail 21 has a curved surface on the upper surface side due to the circular shape in cross-sectional view. As a result, even if the single rail carrier 1 causes some lateral shake during traveling, the single rail carrier 1 can be stably supported. Further, the fact that the auxiliary pipe has a circular shape in cross-sectional view makes it difficult for the auxiliary pipe to be deformed in cross-sectional view even when a large load is applied.

As shown in FIGS. 3 and 4, the support mechanism 20 includes a grounding plate 22 installed on the ground, a grounding column 23 fixed to the grounding plate 22, and a horizontal frame arranged at the upper end of the grounding column 23. 24, the main support 25 and the auxiliary support 26 erected from the horizontal frame 24, and attached to the upper ends of the main support 25 and the auxiliary support 26, supporting the single rail 2 and the auxiliary rail 21 in the required directions, respectively. It has a main bracket 27 and an auxiliary bracket 28 to be obtained.

The ground plate 22 is a metal plate having a rectangular shape in a plan view, which is installed on the ground. By fixing the grounding column 23 while maintaining a constant area in a plan view, the grounding plate 22 effectively avoids the problem that not only the grounding column 23 but also the entire rail unit 2U sinks unnecessarily due to the load. There is.

The grounding column 23 is a metal column that is firmly fixed to the grounding plate 22 at an intermediate position and can stably support the upper side of the grounding plate 22 by embedding the lower side of the grounding plate 22 in the ground.

The horizontal frame 24 is a metal frame extending from the upper end of the ground support column 23 in a direction orthogonal to the extending direction of the single rail 22. Above the horizontal frame 24, a main support 25 extending upward from the center of the front view of the horizontal frame 24, an auxiliary support 26 erected upward from the vicinity of both sides, and a single support column 25 arranged at the upper end of the main support column 25. A main bracket 27 that can open the lower surface of the single rail 2 by cantilevering the rail 2 and an auxiliary bracket 28 that is arranged at the upper end of the auxiliary column 26 and supports the auxiliary rail 21 from below are arranged.

Then, in the present embodiment, the single rail carrier 1 is movably mounted above the rail unit 2U.

<Overall configuration of single rail carrier>
Subsequently, the configuration of the single rail carrier 1 which is the rail carrier according to the present embodiment, which can suitably travel on the rail unit 2U described above, will be described.

The single rail carrier 1 is a carrier that travels on the single rail 2 laid on a slope, and a part of the drive wheel 3 is inserted into the engaging hole 2b that is the engaging portion on the single rail 2 side from below. By rotating while engaging with the engaging hole 2b, that is, it is possible to stably advance, retract, and stop even on an inclined surface without slipping down. In this way, the single rail carrier 1 is usually connected to a passenger trolley or a luggage trolley (not shown) carrying a worker and tow them.

As shown in FIGS. 1 and 2, the single rail carrier 1 includes a main body 10 having a strong box shape, drive wheels 3 arranged below the center of the front view with respect to the main body 10, and the drive wheels. It is provided with training wheels 4 arranged on both sides of the front view of No. 3 and seats 5 for boarding a user who is assembled to the main body 10 and operates the single rail carrier 1.

The appearance of the main body 10 has a substantially rectangular parallelepiped shape. Inside the main body 10, a change holding mechanism that supports the engine 10a as a drive source and the engine 10a while maintaining a substantially constant angle even if the inclination angle of the single rail carrier 1 changes due to a change in the inclination of the ground. It has a power transmission mechanism 11 that transmits the output of the engine 10a to the drive wheels 3 while converting it into an appropriate speed and torque, an auxiliary arm 12 for rotatably supporting the auxiliary wheels 4, and the like.

As the engine 10a, for example, in the present embodiment, a 4-stroke engine is used from the viewpoint of fuel efficiency, exhaust gas pollution, noise, and other environmental factors. Of course, a motor driven by battery power is used as a drive source. It does not deny the composition.

As shown in FIG. 2, the seat 5 is provided in a pre-tilted posture with respect to the main body 10 so as to correspond to the inclination of the ground. In the present embodiment, the specific configuration is not shown or described, but it does not deny the aspect of providing the function of appropriately changing or adjusting the angle at which the seat 5 is tilted with respect to the main body 10. ..

As shown in FIGS. 1 and 2, the power transmission mechanism 11 mainly includes a speed reducer for transmitting the power of the engine 10a to the drive wheels 3. Various existing configurations can be appropriately applied to this reducer, and as an example thereof, an aspect in which an input shaft for inputting power of the engine 10a is provided parallel to the output shaft of the engine 10a is used. Can be mentioned. Although illustration and detailed description are omitted, the power transmission mechanism 11 connects the input shaft connected to the engine 10a to the drive wheels 3 by an appropriate gear and pulley belt mechanism, and is driven by rotation of the input shaft. The wheel 3 can be rotated while maintaining an appropriate speed and torque.

As shown in FIG. 1, the auxiliary wheels 4 are provided on both sides of the drive wheels 3 in a front view pair, and form a roller shape positioned at the tip of the auxiliary arm 12 on the main body 10 side. The plan view dimensions of the training wheels 4 are wider than the auxiliary rails 21 so that they can be suitably supported by the auxiliary rails 21 even if they are slightly displaced laterally, and the displacement is quickly returned, for example, 3. The dimensions are set to be more than double the width.

In the single rail carrier 1 according to the present embodiment, the auxiliary frames projecting downward from both side ends of the main body 10 rotatably support the auxiliary wheels 4, and the auxiliary wheels 4 come into contact with the auxiliary rails 21 from above. As a result, the auxiliary arm 12 is configured to receive substantially all the load of the single rail carrier 1.

The single-rail carrier 1 according to the present embodiment includes a drive source having an output shaft that rotates and outputs, and a drive wheel 3 that is directly or indirectly connected to the output shaft and rotates, and is installed in a place with a slope. A rail carrier in which the drive wheels 3 engage and move in the engaging holes 2b, which are the engaging portions of the single rail 2 that is the rail, and the drive wheels 3 form a disk-shaped drive wheel main body that rotates. The barrel drive wheel 31 and a plurality of drive wheels 31 attached to the outer periphery of the drive wheel 31 at equal intervals are separated from each other, and are provided with a convex engaging pin 32 that engages unevenly with the engaging hole 2b. A rounded surface (smooth engaging surface) provided on the engaging pin 32 to facilitate insertion and removal into the engaging hole 2b by gradually reducing the thickness of the drive wheel 3 in the circumferential direction from the base end to the tip end. The driving wheel 3 that rotates with respect to the engaging hole 2b is characterized in that a plurality of engaging pins 32 are always concavely engaged with each other in any angular phase. In other words, the drive wheel 3 is characterized by having a rounded surface (smooth engaging surface) provided to facilitate insertion and removal into the engaging hole 2b by gradually reducing the diameter. ..

Hereinafter, the configuration of the drive wheels 3 will be mainly described with respect to the specific configuration of the single rail carrier 1.

As shown in FIG. 1, a plurality of drive wheels 3 are provided in the substantially center of the front view in a manner in which a plurality of drive wheels 3 are brought close to each other in the present embodiment. The drive wheels 3 are a drive wheel 31 in which a driving force is transmitted while being pivotally supported by the power transmission mechanism 11 described above, that is, a drive wheel main body of the present invention, and an engaging pin 32 that is interchangeably attached to the drive wheel 31, for example. That is, it has an engaging portion of the present invention.

As shown in FIGS. 1 and 2, the drive wheel 31 has a disc-shaped wheel body 33 pivotally supported by the power transmission mechanism 11 and pin fixing holes 34 provided at equal intervals on the outer circumference of the wheel body 33. And a flange 34.

The wheel body 33 has, for example, a disk shape having a diameter set to 290 mm, and has a contact surface 33a that can come into contact with the single rail 2 from below. As shown in FIGS. 1 and 2, the pin fixing holes 34 are bored so that 12 or more engaging pins 32 can be attached to the drive wheel 31 and 20 can be attached at equal angular intervals in the present embodiment. It is a female screw hole.

As shown in FIGS. 1 and 2, the flange 34 has a plate shape that is integrally provided on both sides of the wheel body 33 so as to project in the radial direction. The flange 34 guides the single rail 2 from both sides in order to prevent the drive wheels 3 from shifting laterally from the single rail 2.

As shown in FIGS. 5 and 6, the engaging pin 32 is attached to the contact surface 33a, which is the outer peripheral surface of the wheel body 33. The engaging pin 32 corresponds to the convex portion according to the present invention.

As shown in FIG. 6, the engaging pin 32 has a male screw portion 36 that is screwed into the pin fixing hole 34 on the base end side and a surface that protrudes radially from the male screw portion 36 and has a front end side. It has a flange portion 37 arranged so as to be substantially flush with the 33a, and a pin body 38 protruding from the collar portion 37 so as to engage with the engagement hole 2b of the single rail 2.

The pin body 38 has a straight surface 38a that protrudes substantially in a cylindrical shape from the flange portion 37, a rounded surface 38b that is tapered from the straight surface 38a while drawing a side view curve, and the rounded surface 38b. It has a tip plane 38c formed at the tip.

Here, in the single rail carrier 1 according to the present embodiment, as shown in FIGS. 5 and 7 to 9, the drive wheels 3 always have a plurality of engaging pins in any angular phase with respect to the engaging holes 2b. 32 is unevenly engaged. Specifically, 20 engaging pins 32, which are convex portions, are attached to the outer circumference of the wheel body 33 having a diameter of 290 mm at equal angular intervals. As a result, as shown in the figure, the engaging pin 32, which is the engaging pin 32, always engages with the engaging holes 2b, which are three or more engaging portions, in any angular phase.

Further, to be specifically described with reference to FIGS. 8 and 9, the engaging pin 32 always has three engaging pins 32 with respect to the engaging hole 2b which is the engaging portion on the single rail 2 side. Are intertwined. To be described in detail with reference to the figure, the engaging pin 32 on the front side in the traveling direction due to the rotational operation of the drive wheel 3 first has an engaging hole 2b while the rounded surface 38b is close to the engaging end surface 2c of the engaging hole 2b. It is inserted inside. Then, the engaging pin 32 is gradually deeply inserted into the engaging hole 2b while the rounded surface 38b is in sliding contact with the engaging end surface 2c of the engaging hole 2b. At this time, the driving force from the engine 10a is gradually and strongly transmitted from the rounded surface 38b to the engaging end surface 2c.

After that, as shown by the engaging pin 32 at the upper end of the figure, the engaging end surface 2c of the single rail 2 comes into contact with the straight surface 38a of the engaging pin 32. Then, the straight surface 38a presses the engaging end surface 2c along the traveling direction so as to accurately transmit the driving force from the engine 10a in the surface direction orthogonal to the thickness direction of the material of the single rail 2. The engaging pin 32 at this time transmits the driving force from the engine 10a to the single rail 2 in the largest manner.

Then, the engaging pin 32 on the rear side in the traveling direction from the upper end of the figure continues to transmit the driving force from the engine 10a while sliding from the straight surface 38a to the rounded surface 38b with respect to the engaging end surface 2c, and then engages. It is separated from the engaging hole 2b which is a part.
In this way, in these plurality of engaging pins 32, the next engaging pin 32 becomes the next engaging hole 2b before the engaging pin 32 engaged with the engaging hole 2b comes out of the engaging hole 2b at least. Arranged at intervals of engagement. The rounded surface is formed as a rounded surface in which the space between the base end and the tip is convex outward, and the degree of curvature of the rounded surface is such that the engaging pin 32 engaged with the engaging hole 2b is engaged. The distance between the junction point and the engagement point of the next engagement pin 32 that is engaged with the next engagement hole 2b is the arrangement distance of the two adjacent engagement holes 2b in any angular phase. It has a structure that matches or almost matches with.

As described above, in the single rail carrier 1 according to the present embodiment, the diameter of the wheel body 33 provided on the drive wheel 3, the angular distance of the engagement pin 32, which is the engagement pin 32 attached to the wheel body 33, The quantity is adjusted accordingly. As a result, regardless of the angular phase of the drive wheels 3, a plurality of engagement pins 32 provided on the drive wheels 3 are always engaged with each other, specifically, three single rails 2 by uneven engagement. The state is maintained. As a result, the driving force from the engine 10a is distributed to the plurality of engaging pins 32 without being concentrated at a specific location, and is transmitted to the single rail 2 without waste along the traveling direction. As a result, both the stable running of the single rail carrier 1 and the good durability of the single rail 2 are achieved.

Further, in the present embodiment, since the engaging pin 32, which is a convex portion, always engages with three or more engaging holes 2b in any angular phase, the concentration of torque and load during traveling is further suppressed. Therefore, the durability of the single rail 2 and the drive wheel 3 is more effectively enhanced. More specifically, when climbing and descending a steep slope, the load of the single rail carrier 1 and the loading platform connected to the single rail carrier 1 and the loaded material is the contact between the plurality of engaging pins 32 and the engaging holes 2b. It affects the contact area. If this load is applied to one engaging pin 32 and the engaging hole 2b, the engaging hole 2b portion of the rail body 2a may be deformed by the load. On the other hand, in the present embodiment, since a plurality of engaging pins 32 are always engaged with the engaging holes 2b, the load is dispersed and the rail main body 2a and the engaging pins 32 can be prevented from being deformed. it can.

Further, in the present embodiment, the durability of the single rail 2 and the drive wheel 3 is increased by applying a configuration in which 12 or more, more accurately 20 are attached to the drive wheel 31 which is the drive wheel 31. The sex is further enhanced effectively.

Further, in the present embodiment, by applying a configuration in which two driving wheels are provided along the moving direction, that is, the advancing / retreating direction, not only the durability of the driving wheels 3 can be further improved, but also the direction along the traveling direction. The tilt and rattling in the above are effectively suppressed together with other configurations such as the auxiliary wheel 4.

In the present embodiment, the drive wheels 3 are provided substantially in the center of the front view, and the auxiliary wheels 4 are provided on both sides of the drive wheels 3, so that unnecessary inclination and rattling in the direction orthogonal to the traveling direction can be achieved. It can be effectively suppressed.

Further, by applying the configuration in which the training wheels 4 are in contact with the auxiliary rail 21 having a circular shape in cross-sectional view from above, the auxiliary rail 21 is a single rail carrier when it corresponds to the inclination in the direction orthogonal to the traveling direction. The load on one side can be suitably received.

In particular, in the present embodiment, the auxiliary wheels 4 are configured to receive almost all the load on the single rail carrier 1, thereby effectively improving the power transmission efficiency from the drive wheels 3 to the single rail 2. ..

In addition, in the present embodiment, by applying a configuration in which the drive wheels 3 are inserted into the engagement holes 2b of the single rail 2 from below to engage in unevenness, the drive wheels 3 are fitted with the single rail carrier 1 itself. It is realized that the durability of the drive wheels 3 and the single rail 2 can be further improved by suppressing the transmission loss of the driving force due to the direct application of the load due to the load or the load.

The present invention is not limited to this embodiment.
For example, the rail carrier is not limited to a single rail, and may be an appropriate rail carrier that moves along a plurality of rails, such as a rail carrier that moves along a plurality of rails.
Further, the engagement between the drive wheel and the rail is not limited to the protrusion of the drive wheel and the hole of the rail, but the outer peripheral ribs provided on the outer circumference of the drive wheel at equal intervals and parallel to the axial direction and the corrugated shape provided on the rail. An appropriate structure such as a structure in which irregularities are engaged can be used.

Examples of the present invention will be described below. However, the description of the embodiment does not limit the present invention in any way.

In the present embodiment, within the scope of the claims of the present invention, the drive wheel diameter is increased, and three engaging pins are unevenly engaged with the engaging holes of the rail which is a single rail during traveling. Using 2 and Comparative Example 1 in which the drive wheel diameter is smaller than that of Examples 1 and 2 and only one engaging pin is unevenly engaged with the engaging hole during traveling, which is not included in the range of the present invention, a plurality of the driving wheels are used. A comparative test was conducted.

First, as a table in FIG. 10 (A), a single rail is shown in FIGS. (B) and (C), and Test 1 will be described.
Here, for each of the tests described below, the drive wheels and rail holes, which should normally be performed, are not lubricated at all. This is intended to carry out each of these tests in a condition where the durability is poor. In each of these tests, the purpose is to grasp the difference between each example and the comparative example in a short period of time, in other words, at a stage where the number of runs is small. That is, when the drive wheels and rail holes are lubricated as usual in each of these Examples and Comparative Examples, it is assumed that all of these Examples and Comparative Examples have stable running and durability for a long period of time. Needless to say, it will be. Further, each drive wheel or the like used in Test 1 is created for the test, and the drive wheel or the like actually used is not limited to this.

<Test 1>
The test results for the examples of the present invention will be described below.
In this test 1, the drive wheel diameter was increased as Example 1 (16 pins), the friction of the rail hole was confirmed, and the drive wheel diameter, which was the above-mentioned comparative example, was reduced (about 0.565 of Examples 1 and 2). Comparison with the one in the doubled mode was performed by measuring the outer diameter (larger diameter) and inner diameter (smaller diameter) of the engaging hole and examining the appearance of the engaging hole of the single rail.

<Result>
As shown in FIGS. (A) and (C), with a small drive wheel, deformation (dent inward) increases from around 150 times, and deformation rather than friction causes deformation at 295 times. I caused a flutter.
Here, "hatatsuki" refers to a phenomenon in which the rail carrier cannot normally travel due to distortion on the rail side or the like.

On the other hand, as shown in FIGS. (A) and (B), in the embodiment in which the drive wheel diameter was increased in Example 1, there was no deformation and the vehicle was in a state where it could run even if it exceeded 300 times only by friction. That is, when the drive wheel diameter is larger than that of the conventionally used comparative example as in the first embodiment, when the engaging pin enters the engaging hole, a plurality of engaging pins always enter the engaging hole. This is probably because the sliding area has decreased and the load on each engagement hole has decreased.

<Test 2>
Subsequently, under the same conditions as in Test 1, the load capacity was increased to 1000 kg, the deformation of the engaging hole was confirmed, and the test 2 was compared with the previous comparative example in which the drive wheel diameter was reduced. I will write the explanation of.

<Result (loading 1000 kg, no lubrication)>
As shown in FIGS. 11 (A) and 11 (A) as a table, as shown in FIGS. (B) and (C), the rail is deformed even when the rail is traveled 100 times in Example 1 (large drive wheel diameter). (Dent) was seen, but there was no rattling. On the other hand, in the comparative example, fluttering occurred after 49 runs. This is because, as shown in the above-described embodiment and FIGS. 7 to 9, in the first embodiment, the engaging pins before and after the one engaging pin at the upper end, that is, a total of three engaging pins are engaged, so that the durability is durable. Seems to be improving.

<Test 3>
Subsequently, the test 3 will be described with reference to FIGS. 12 and 13.
In the test 3, as schematically shown in FIG. 12A, the wear of the rail is confirmed by using Example 2 in which the shape of the engaging pin is changed with respect to Example 1.

In the second embodiment, as shown in FIG. 12 (A), a straight surface is provided at the base of the pin to increase the diameter of the tip plane which is the pin tip of the engaging pin. The purpose is to increase the contact (area) of the engaging pins before and after the engaging pins with respect to the engaging holes and reduce the load while making the configuration in which a plurality of engaging pins always hit the holes as in the first embodiment. Check if it is.

<Result>
In this test 3, as shown in FIG. 12 (B), the same test as described above was performed with a large drive wheel diameter and a load capacity of 500 kg and 1000 kg.

As shown in FIGS. 12C and 12D, the difference between the outer diameter and the inner diameter of the single rail, that is, the difference in friction is reduced. This is largely due to the shape of the pin. Of course, the pins before and after pin 1 also hit the holes, and since the load is applied by a total of 3 pins, the friction is small as in the first embodiment, but it means that the friction is further reduced in the second embodiment.

Then, FIG. 12 (E) illustrates the single rail according to Example 1 after the test in the above test 2, and FIG. 12 (F) illustrates the single rail according to Example 2 after the test in the test 3. As a result, a comparison was made between Example 1 and Example 2. As described above, it can be seen that in the second embodiment, the deformation of the engaging hole is further suppressed as compared with the first embodiment.

<Test 4>
In this test 4, when a load of 1000 kg is loaded, a drive wheel having a large drive wheel diameter with the engagement pin according to the second embodiment is run on the underlay rail on which the engagement pin is unevenly engaged from below. We confirmed the contact condition and the wear of the single rail.

<Result>
13 (A) shows the diameter of the engaging hole, and FIGS. 13 (B) and 13 (C) show the appearance of the single rail. In this way, there was almost no deformation of the single rail. The amount of friction is also extremely reduced as compared with Test 3, and it can be said that good results have been obtained. As for the engaging pin, no deformation due to abnormal contact or extremely worn part was confirmed.

<Conclusion>
By making the drive wheel diameter larger than that of the comparative example as in the first and second embodiments, when the engaging pin enters the engaging hole, the sliding area is reduced and the load on the single rail as the rail is reduced. The amount of friction is also reduced. Deformation of the single rail (dent inward) is also reduced.

Further, when the shape of the pin was changed, the front and rear pins were also subjected to the load along the advancing / retreating direction, and the amount of friction between the pin and the rail was also reduced, and good results were obtained as shown in the figure.

According to the present invention, rails are laid in places where there are no roads, such as the transportation industry in mountainous cultivated areas such as citrus gardens, the transportation industry for materials and people during construction of steel towers, bridges, roads, etc. It can be used in various industries that transport people and goods by means of a carrier.

1 ... Rail carrier (single rail carrier)
2 ... Single rail 2b ... Engagement part (engagement hole)
2U ... Rail unit 3 ... Drive wheel 32 ... Convex part (engagement pin)
38a ... Straight surface 38b ... R surface

Claims (10)

A drive source with an output shaft that rotates and outputs
It is provided with a driving wheel that is directly or indirectly connected to the output shaft and rotates.
It is a rail carrier that moves by engaging the drive wheels with the engaging part of the rail installed in a place with a slope.
The drive wheel main body having a disk shape that rotates and the drive wheel main body is separated from the drive wheel main body that is attached to the outer periphery of the drive wheel main body at equal intervals, and is unevenly engaged with the engaging portion. With a convex part to
The convex portion has a smooth engaging surface provided to facilitate insertion and removal to the engaging portion by gradually reducing the thickness of the drive wheel body in the circumferential direction from the base end to the tip end. A rail carrier in which a plurality of the convex portions are always concavely engaged with the engaging portion at any angle phase of the drive wheels. Claim that the plurality of the convex portions are arranged at intervals at which the next convex portion engages with the engaging portion at least before the convex portion engaged with the engaging portion comes out of the engaging portion. The rail carrier described in 1. The smooth engaging surface is formed as a rounded surface in which the space between the base end and the tip end is convex outward.
The degree of curvature of the rounded surface is determined by the distance between the engaging point of the convex portion engaged with the engaging portion and the engaging point of the next convex portion engaged with the next engaging portion. The rail carrier according to claim 2, wherein the rail carrier has a configuration that matches or substantially matches the arrangement distance of the two adjacent engaging portions in any angular phase. The rail carrier according to claim 1, 2 or 3, wherein the convex portions are always engaged with the engaging portions in any angle phase. The rail carrier according to any one of claims 1 to 4, wherein 12 or more of the convex portions are attached to the drive wheel main body. The rail carrier according to any one of claims 1 to 5, wherein a plurality of drive wheels are provided along the moving direction. The rail carrier according to any one of claims 1 to 6, wherein the drive wheels are provided substantially in the center of the front view, and auxiliary wheels are further provided on both sides of the drive wheels. The rail carrier according to claim 7, wherein the training wheels are in contact with an auxiliary rail having a circular shape in cross-sectional view from above. The rail carrier according to any one of claims 1 to 8, wherein the convex portion engages with the engaging portion in an uneven manner from below. A drive source having an output shaft for rotating output, a speed reducer having an input shaft for inputting output from the output shaft, and a driving wheel connected to the speed reducer and rotating are provided and installed in a sloped place. It is a rail transportation method that uses a rail carrier that moves by engaging the drive wheels with the engaged portion of the rail.
The rail carrier
The drive wheel main body having a disk shape that rotates and the drive wheel main body is separated from the drive wheel main body that is attached to the outer periphery of the drive wheel main body at equal intervals, and is unevenly engaged with the engaging portion. With a convex part to
The convex portion has a rounded surface provided to facilitate insertion and removal from the engaging portion by gradually reducing the diameter from the base end to the tip, and the driving wheel is provided with respect to the engaging portion. A rail transportation method in which a plurality of the convex portions are always engaged with each other in any angle phase.