JP2022144837A - Traverser and tongue rail unit for railway vehicle - Google Patents

Abstract

To provide a railway vehicle traverser provided with the tongue rail, by which a deformation or a breakage of a tongue rail is suppressed even if rail heights in a workplace are irregular-sized, when a workpiece is moved via the tongue rail.SOLUTION: In a railway vehicle traverser (1) which has a base part (2) with floor surface rails (104) and tongue rails (10) arranged on the base part (2) and moves along a movement rail (R2) between plural rails (R1), the tongue rail (10) is divided into a main tongue (11) and a tip tongue (12), and a rear end part (11a) of the main tongue (11) is installed on the base part (2). The tip tongue (12) has a rear end part (12a) rotatably held by the tip part (11c) of the main tongue (11), rotates against the main tongue (11) according to the height of the rail (R1) and makes a rail abutment face (12u) contact with the rail (R1).SELECTED DRAWING: Figure 1

Description

There is an application for the application of Article 30, Paragraph 2 of the Patent Law.

TECHNICAL FIELD The technical field disclosed in the present specification relates to a railway vehicle traverser and a tongue rail unit for conveying a work.

In general, in order to perform overhaul inspection and repair of railway vehicles, it is necessary to separate the body and bogie of the railway vehicle. Work is carried out to replace it with a temporary bogie to run on the rail that has been removed. Then, after the car body and the bogie are subjected to disassembly inspection and necessary maintenance, the work of replacing the temporary bogie put on the railroad car with the car bogie is performed. At this time, the railway vehicle traverser is used as a means to move the railway vehicle during inspection and repair, transfer the temporary truck that is no longer needed after replacement to the return line, or transfer the necessary temporary truck. do.

For example, as shown in FIG. 11, the railroad vehicle traverser 100 is moved on the moving rail R2 toward the workshop where the railroad vehicle is disassembled, repaired, etc., and faces the railroad vehicle 101 waiting on the corresponding rail R1. stop at the desired position. Then, the tip portion of the tongue rail 110 attached to the side end portion of the railroad vehicle traverser 100 is brought into contact with the upper surface of the rail R1. As a result, the temporary bogies 102b and 103b of the railway vehicle 101 waiting on the rail R1 can move onto the floor rail 104 of the railway vehicle traverser 100 via the tongue rail 110. FIG. The tip of the tongue rail 110 is generally tapered (see Patent Document 1, for example).

JP 2017-185905 A

For example, as shown in FIG. 11, there are cases where a plurality of (for example, 50) numbered tracks are provided for the moving rail R2 in a workshop where a railroad vehicle is overhauled, repaired, or the like. Conventionally, the tongue rail 110 has been provided in the railway vehicle traverser 100 on the assumption that the height of the rail R1 of each track is constant. However, in reality, the height of each rail R1 varies depending on the condition of the site, usage conditions, and the like. In this case, depending on the height of the rail R1, the tip of the tapered tongue rail 110 may not be able to properly contact the rail R1, and may be plastically deformed or damaged during movement of the workpiece. rice field.

To provide a technology capable of suppressing deformation and breakage of a tongue rail in a railway vehicle traverser provided with a tongue rail, even if rail heights in a workshop are uneven when a workpiece is moved via the tongue rail. for the purpose.

One aspect of the present invention is (1) a railway that includes a base portion having a floor rail and a tongue rail disposed on the base portion, and that moves between a plurality of rails along a moving rail In the vehicle traverser, the tongue rail is divided into a main tongue and a tip tongue, the main tongue being held at its rear end by the base, and the tip tongue extending from the rear end to the tip. The main tongue has a tapered shape whose thickness becomes thinner toward a portion thereof, the rear end portion of which is rotatably held by the front end portion of the main tongue, and a rail contact surface capable of contacting the rail. characterized by

In the railway vehicle traverser with the above configuration, even if the heights of the rails are different, the tip tongue rotates with respect to the main tongue according to the height of the rails, so that the rail contact surface contacts each rail. can be brought into contact. As a result, the tapered tongue rail is less likely to be deformed or damaged when the workpiece is moved via the tongue rail.

(2) The railcar traverser described in (1) has a restriction mechanism that restricts the tip tongue from rotating beyond a specific position toward the side where the rail is located, the restriction mechanism comprising: Preferably, said specific position is adjustable.

In the railway vehicle traverser having the above configuration, the restriction mechanism that restricts the turning of the tip tongue beyond a specific position to the side where the rail is located can adjust the specific position. Adjusting the specific position for the tallest rail in the middle keeps the tip tongs from scraping the ground.

(3) In the railway vehicle traverser described in (1) or (2), the main tongue is rotatably held by the base portion, and biases the main tongue to the side opposite to the rail. With a biasing mechanism, when the tongue rail is not in use, a second inclination angle at which the upper surface of the main tongue is inclined with respect to the upper surface of the floor rail is such that the upper surface of the tip tongue is inclined with respect to the main tongue. It is preferably smaller than the first inclination angle with respect to the upper surface.

In the railroad vehicle traverser configured as described above, when the heights of a plurality of rails are different, the tip tongue and the main tongue rotate individually according to the height of the rail, and the contact surface of the tip tongue is securely attached to each rail. can be abutted. At this time, the first tilt angle and the second tilt angle change relatively, and the tilt of the main tongue increases. However, since the second angle of inclination is smaller than the first angle of inclination when the tongue rail is not used, the inclination of the main tongue during movement of the workpiece is suppressed, and the workload when moving the workpiece via the tongue rail is reduced. can be suppressed.

(4) In the railway vehicle traverser according to any one of (1) to (3), each of the plurality of rails has a rail starting point and a rail inflection point a predetermined distance from the rail starting point. and the tip tongue rotates relative to the main tongue in accordance with the gradient of the rail to bring the rail contact surface into contact with the rail. .

In the railway vehicle traverser having the above configuration, the tip tongue rotates with respect to the main tongue in accordance with the slope of the rail, and the rail contact surface is easily brought into contact with the rail.

(5) A tongue rail that is attached to the railway vehicle traverser in a state where the tongue rail is arranged on an extension line of a floor rail provided on the railway vehicle traverser that moves along a moving rail between a plurality of rails. In the unit, the tongue rail is divided into a main tongue and a tip tongue, the rear end of the main tongue being held by the railroad vehicle traverser, the tip tongue being tapered, The rear end portion is rotatably held by the front end portion of the main tongue, and has a rail contact surface capable of contacting the plurality of rails.

In the tongue rail with the above configuration, even if the heights of the rails are different, the tip tongue rotates with respect to the main tongue according to the height of the rail on which the work is waiting, so that the rail contact surface can be adjusted. It can be brought into contact with each rail. As a result, the tapered tongue rail is less likely to be deformed or damaged when the workpiece is moved via the tongue rail.

Therefore, according to the present invention, in a railway vehicle traverser provided with a tongue rail, when a workpiece is moved via the tongue rail, deformation and damage of the tongue rail can be suppressed even if the rail heights in the workshop are uneven. technology can be realized.

1 is a front view of a railway traverser according to one aspect of the present invention; FIG. FIG. 2 is a plan view of the railway traverser shown in FIG. 1; It is an external appearance perspective view of a tongue rail unit. It is a top view of a tongue rail unit. It is a front view of a tongue rail unit. 5 is an enlarged view of part A in FIG. 4; FIG. FIG. 5 is an enlarged view of a B portion in FIG. 4; FIG. 6 is an enlarged view of a C portion in FIG. 5; It is a figure which shows an example of the positional relationship of a tongue rail and a rail. FIG. 10 is a diagram showing another example of the positional relationship between the tongue rail and the rail; 1 is a plan view of a railroad vehicle traverser and its surrounding rails; FIG. FIG. 5 is a diagram showing an example of the positional relationship between conventional tongue rails and rails. FIG. 5 is a diagram showing another example of the positional relationship between conventional tongue rails and rails.

An embodiment of a railroad vehicle traverser and a tongue rail unit according to the present invention will be described in detail below with reference to the accompanying drawings. This specification discloses a rail vehicle traverser with a tongue rail unit attached.

<Schematic configuration of traverser for railway vehicle>
First, a schematic configuration of the traverser for railway vehicles will be described. FIG. 1 is a front view of a railway traverser 1 (hereinafter referred to as "traverser 1") according to one aspect of the present invention. 2 is a plan view of the traverser 1 shown in FIG. 1. FIG. It should be noted that the same reference numerals as in FIG. 11 are used for the same configurations as in the prior art. The traverser 1 is composed of a base portion 2 , a side wall portion 3 and a roof portion 4 , and a work W can be carried in through an end opening 5 provided on the end portion side of the base portion 2 . The work W is, for example, a railroad vehicle, a vehicle bogie, or a temporary bogie.

As shown in FIG. 1 , a plurality of traversing wheels 6 are provided on the lower portion of the base portion 2 . The traversing wheels 6 are provided for traveling on a moving rail R2 laid on the site of a workshop for overhauling, repairing, etc. of a railway vehicle, and are connected to a motor (not shown) to allow the traverser 1 to travel. can be made The traverser 1 has a tongue rail unit 7 attached to a side end corresponding to the end opening 5 .

As shown in FIG. 2, a side end portion of the base portion 2 is provided with a mounting portion 2a extending in the horizontal direction. Two floor rails 104 are arranged on the upper part of the base part 2 . The floor rail 104 is arranged up to the end of the mounting portion 2a. The tongue rail unit 7 has two tongue rails 10 and is attached to the mounting portion 2a so that they are arranged on an extension line of the floor rail 104. As shown in FIG.

As shown in FIG. 1, a rail R1 is laid on the ground so as to be perpendicular to the moving rail R2. The rail R1 is arranged at a position lower than the floor rail 104. As shown in FIG. The traverser 1 is provided with the tongue rail 10 so as to be inclined with respect to the height difference between the floor rail 104 and the rail R1. A work W is moved between the traverser 1 and the rail R1 via the tongue rail 10. - 特許庁

<Configuration of tongue rail unit>
Next, the configuration of the tongue rail unit 7 will be described. 3 is an external perspective view of the tongue rail unit 7. FIG. In the tongue rail unit 7, biasing mechanisms 30 are arranged outside the two tongue rails 10, respectively. The tongue rail 10 is divided into a main tongue 11 and a tip tongue 12 . The tip tongue 12 is formed in a tapered shape in which the thickness decreases from the rear end toward the tip, and is rotatably held by the main tongue 11 . The two tongue rails 10 are integrated by connecting the main tongues 11 to each other via the connecting bar 21 and connecting the tip tongues 12 to each other via the connecting bar 22 . The connection structure between the main tongue 11 and the tip tongue 12 and the biasing mechanism 30 will be described later.

4 is a plan view of the tongue rail unit 7. FIG. 5 is a front view of the tongue rail unit 7. FIG. As shown in FIGS. 4 and 5, the tongue rail 10 has a tongue rail mounting pin 17 disposed at the rear end portion 11a of the main tongue 11 via a boss member 18 (see FIGS. 7 and 8). It is rotatably attached to the attachment portion 2 a of the base portion 2 via the rail attachment pin 17 . The biasing mechanism 30 is fixed to the mounting portion 2a using a bolt 39. As shown in FIG. The biasing mechanism 30 supports the tongue rail 10 via the movable bracket 42 .

<Regarding the connection structure between the main tongue 11 and the tip tongue 12>
FIG. 6 is an enlarged view of part A in FIG. An engagement groove 11d is formed in the tip portion 11c of the main tongue 11. As shown in FIG. The engaging groove 11d is formed along the entire length direction of the main tongue 11 from the tip end surface of the main tongue 11, and the upper surface of the main tongue 11 (hereinafter referred to as "main tongue upper surface") 11s (see FIG. 5). It opens to the lower surface (hereinafter referred to as "main tongue lower surface") 11u (see FIG. 5). The rear end portion 12a of the tip tongue 12 is provided with an engagement projection 12b that is inserted into the engagement groove 11d. The tip tongue 12 is held by the main tongue 11 so as to be rotatable about the hinge pin 13 by arranging the hinge pin 13 so as to pass through the tip portion 11 c and the engaging protrusion 12 b of the main tongue 11 .

As shown in FIG. 5, the tip tongue 12 generates a moment to rotate in the positive direction (counterclockwise in the drawing) K1 around the hinge pin 13 with respect to the main tongue 11 due to its own weight. Rotation in the direction K1 is restricted by a stop pin 14 and an adjusting screw 15. As shown in FIG. Stop pin 14 and adjusting screw 15 are an example of a "limiting mechanism." The positive direction K1 is an example of "the side on which the rail is located".

That is, as shown in FIG. 6, the stop pin 14 is arranged on the outer side surface of the tip tongue 12 . The adjusting screw 15 is arranged on the outer side surface of the main tongue 11 at a position corresponding to the stop pin 14 . As shown in FIG. 5, the tip tongue 12 can rotate in the forward direction K1 under its own weight until the stop pin 14 contacts the adjusting screw 15. As shown in FIG. The position of the tip tongue 12 when the rotation in the positive direction K1 is restricted by the contact between the stop pin 14 and the adjusting screw 15 is referred to as the "tip tongue initial position." The tip tongue initial position is an example of a "specific position".

The tip tongue initial position is adjusted by adjusting the tightening amount of the nut 15 a of the adjusting screw 15 . By adjusting the tip tongue initial position, the first inclination angle θ1 at which the upper surface 12s of the tip tongue 12 (hereinafter referred to as the “tip tongue upper surface”) is inclined with respect to the main tongue upper surface 11s is also adjusted. The first inclination angle θ1 is desirably an angle at which the workpiece W can be easily moved by hand push, and is preferably set within a range of, for example, 6° or more and 8° or less. Note that the tip tongue 12 can be rotated in the reverse direction (clockwise in the drawing) K2 from the tip tongue initial position around the hinge pin 13 . The reverse direction K2 is an example of "the side opposite to the rail".

<Regarding the configuration of the biasing mechanism 30>
As shown in FIGS. 3-5, the biasing mechanism 30 includes a fixed bracket 31, a plurality of spring assemblies 41, a movable bracket 42, and a spring force adjusting screw 43. As shown in FIG.

7 is an enlarged view of the B portion of FIG. 4. FIG. FIG. 8 is an enlarged view of part C in FIG. The fixed bracket 31 has an upper plate 32 and a lower plate 33 connected via reinforcing plates 34 , 35 , 36 and a fixing plate 37 , and a spring assembly 41 is fixed to the lower plate 33 . As shown in FIG. 4, the fixed bracket 31 is not fixed to the tongue rail 10 but is fixed to the mounting portion 2a of the base portion 2 using bolts 39. As shown in FIG.

As shown in FIGS. 7 and 8, the spring assembly 41 has a spring 411 housed in a spring case 412 . A spring retainer 413 is arranged above the spring 411 so as to be movable along the compression direction or extension direction of the spring 411 .

As shown in FIGS. 3 and 4, the movable bracket 42 is arranged to cover the spring assembly 41 from above. The movable bracket 42 is not fixed to the mounting portion 2 a of the base portion 2 , but is fixed to the main tongue 11 using fixing bolts 49 . As shown in FIGS. 7 and 8 , the spring force adjusting screw 43 is fixed to the movable bracket 42 at a position corresponding to the spring assembly 41 . The tip of the spring force adjusting screw 43 is always in contact with the spring retainer 413 .

The biasing mechanism 30 transmits the spring force of the spring 411 to the tongue rail 10 via the spring retainer 413, the spring force adjusting screw 43 and the movable bracket 42, and urges the main tongue 11 of the tongue rail 10 in the opposite direction K2. force. That is, the biasing mechanism 30 biases the main tongue 11 of the tongue rail 10 to the side opposite to the rail R1. The main tongue 11 is positioned so that the biasing force of the biasing mechanism 30 and the weight of the tongue rail 10 are balanced when no load is applied to the tongue rail 10 in the positive direction K1 (the side where the rail R1 is located). The rotation in the positive direction K1 about the tongue rail mounting pin 17 is restricted. The position of the main tongs 11 at this time is referred to as the "main tongs initial position".

As shown in FIG. 5 , the tongue rail 10 rotates in the forward direction K1 while compressing the spring 411 of the biasing mechanism 30, whereby the upper surface 11s of the main tongue is inclined with respect to the upper surface 104s of the floor rail 104. 2 Displace the tilt angle θ2. When the main tongue 11 and the tip tongue 12 are at the main tongue initial position and the tip tongue initial position, respectively, the second tilt angle θ2 is set smaller than the first tilt angle θ1.

<Regarding the adjustment of the tip tong initial position>
For example, as shown in FIG. 11 described above, when a plurality of numbered tracks are provided for the moving rail R2, depending on the condition of the site and usage conditions, etc., the rails R1 (R1a, R1b, R1c) constituting the numbered tracks Height may vary.

Specifically, as shown in FIGS. 9 and 10, the rail R1 has a rail starting point P1 and a predetermined distance away from the rail starting point P1 in order to prevent interference with the tongue rail 10 when the traverser 1 moves. , and the rail inflection point P2 at which the rail R1 laid substantially horizontally begins to incline toward the rail starting point P1, and the upper surface S is inclined with respect to the upper surface of the moving rail R2. . In this embodiment, the rail R1a shown in FIG. 9 has a slope θ101a at which the upper surface Sa is inclined with respect to the upper surface of the moving rail R2 between the rail starting point P1a and the rail inflection point P2a among the plurality of rails R1. , shall be the smallest. Further, for example, the rail R1b shown in FIG. 10 has the greatest gradient θ101b at which the upper surface Sb is inclined with respect to the upper surface of the moving rail R2 between the rail starting point P1b and the rail inflection point P2b among the plurality of rails R1. Make it big. In this case, in the rails R1a and R1b, a height difference occurs between the positions of the upper surfaces Sa and Sb with respect to the moving rail R2.

In the tongue rail 10, the lower surface 12u of the tip tongue 12 (hereinafter referred to as "tip tongue lower surface") is slightly inclined so as not to come into contact with the rail R1a, which is taller than the plurality of rails R1, even when the traverser moves and vibrates. The initial position of the tip tongs is adjusted by the adjusting screw 15 so as to have a sufficient clearance. The tip tongue lower surface 12u is an example of a "rail contact surface".

<Explanation of operation of traverser>
Next, the operation of the traverser 1 will be explained. The traverser 1 moves along a moving rail R2 shown in FIG. 11, like the conventional traverser 100 for railway vehicles. At this time, the tongue rail 10 has the main tongue 11 and the tip tongue 12 arranged at the main tongue initial position and the tip tongue initial position, respectively, and moves without interfering with each rail R1. The traverser 1 stops, for example, at the rail R1a on which the work W stands by, and the work W is moved from the rail R1a to the floor rail 104 via the tongue rail 10 .

The conventional tongue rail 110 is composed of one component, and is attached to the railway vehicle traverser 100 on the assumption that the height of the upper surface S of the plurality of rails R1 is constant or the gradient θ101 is constant. Therefore, as shown in FIG. 12, the tip portion of the conventional tongue rail 110 has the thinnest thickness in the vertical direction with respect to the rail R1a, which has the highest height among the plurality of rails R1 or has the smallest gradient θ101a. In some cases, the lower surface 111u of the tip portion 111 is brought into contact with the upper surface Sa in a state in which the tip 111a is lifted from the upper surface Sa. When trying to move the work W from the rail R1a to the railroad vehicle traverser 100 via the tongue rail 110 in this state, there is a risk that the work W will be caught by the tip portion 111 and will not be placed on the tongue rail 110 . In addition, there is a possibility that the weight of the work W causes the tip portion 111 to be plastically deformed or damaged.

However, in the tongue rail 10 of this embodiment, as shown in FIG. 9, the tip tongue initial position of the tip tongue 12 is adjusted to correspond to the rail R1a having the highest height among the plurality of rails R1. Therefore, when the workpiece W is moved from the rail R1a to the floor rail 104 via the tongue rail 10, the tip portion of the tongue rail 10 does not rise from the rail R1a, and the entire lower surface 12u of the tip tongue lies on the upper surface Sa of the rail R1a. abut. Therefore, the work W can be smoothly moved from the rail R1a to the tip tongue 12 when moving the work. Further, since the tongue rail 10 receives the load of the work W by the entire tip tongue lower surface 12u, the tip tongue 12 is not plastically deformed or damaged.

Here, the tip tongue 12 is engaged with the main tongue 11 via the hinge pin 13 in a state in which the engagement protrusion 12b is engaged with the engagement groove 11d of the main tongue 11. As shown in FIG. Therefore, when the tip tongue lower surface 12u contacts the rail R1a, the tip portion 11c of the main tongue 11 also contacts the upper surface Sa of the rail R1a. During movement of the workpiece, the tip tongue 12 and the main tongue 11 maintain the tip tongue initial position and the main tongue initial position, respectively, and the first tilt angle θ1 is greater than the second tilt angle θ2. That is, the tip tongue 12 is more inclined than the main tongue 11 . However, the workpiece W can be moved to the main tongs 11 by the power of the temporary carriage or by being pulled by an external device (vehicle carriage). Since the main tongue 11 is gently inclined, the workpiece W can be moved to the floor rail 104 with less force than the conventional tongue rail 110 inclined at a constant angle. Therefore, the tongue rail 10 can reduce the workload when placing the work W on the traverser 1 compared to the conventional tongue rail 110 .

Further, when the work W is waiting on the rail R1b, the traverser 1 moves to the rail R1b. Also in this case, the workpiece W is moved from the rail R1b to the floor rail 104 via the tongue rail 10. As shown in FIG.

As shown in FIG. 13, in the conventional tongue rail 110, only the tip portion 111a of the rail R1b, which has the lowest height or the largest gradient θ101b among the plurality of rails R1, is brought into contact with the upper surface Sb. , the lower surface 111u behind the tip portion 111a may not be brought into contact with the upper surface Sb. In this case, the tip 111 of the conventional tongue rail 110 may be plastically deformed or damaged when the workpiece is moved.

However, in the tongue rail 10 of the present embodiment, the tip tongue 12 rotates in the opposite direction K2 (see FIG. 5) with respect to the main tongue 11 corresponding to the upper surface Sb of the rail R1b, and the lower surface 12u of the tip tongue moves toward the upper surface Sb. Since it can be brought into contact with the workpiece, it is less likely to be plastically deformed or damaged when the workpiece is moved.

That is, for example, as shown by the two-dot chain line in FIG. 10, the initial position of the tongue rail 10 is set corresponding to the rail R1a having the highest height among the plurality of rails R1. In some cases, it is separated from the upper surface Sb of the rail R1b. In the tongue rail 10, when the work load acts on the hinge pin 13 side due to the movement of the work W, and only the tip end of the tip tongue 12 is brought into contact with the upper surface Sb of the rail R1b, the reaction force of the rail R1b is applied to the tip end. acts in the opposite direction K2. As a result, the tip tongue 12 rotates about the hinge pin 13 from the tip tongue initial position in the opposite direction K2. At this time, the rear end portion 12a of the tip tongue 12 presses the tip portion 11c of the main tongue 11 through the hinge pin 13 in the positive direction K1. Therefore, the main tongue 11 rotates about the tongue rail mounting pin 17 in the forward direction K1 while compressing the spring 411 of the biasing mechanism 30 . When the tip tongue lower surface 12u comes into contact with the upper surface Sb of the rail R1b, the tip tongue 12 will no longer rotate in the reverse direction K2, and the main tongue 11 will not rotate in the forward direction K1 either. In this state, the work W is moved to the floor rail 104 from the rail R1b. Since the tongue rail 10 receives the load of the workpiece W on the lower surface 12u of the tip tongue when the workpiece is moved, the tongue rail 10 is less likely to be plastically deformed or damaged.

Here, the rotation of the tip tongue 12 in the reverse direction K2 reduces the first tilt angle θ1, while the rotation of the main tongue 11 in the forward direction K1 increases the second tilt angle θ2. That is, the first tilt angle θ1 and the second tilt angle θ2 change relative to each other as the tip tongue 12 and the main tongue 11 rotate. Since the first inclination angle θ1 is small, the top surface 12s of the tip tongue is gently connected to the top surface Sb of the rail R1b, and the workpiece W can be easily placed on the tip tongue 12 from the rail R1b. Further, since the second tilt angle θ2 is smaller than the first tilt angle θ1 when the tongue rail is not used, the first tilt angle θ1 and the second tilt angle θ2 change relatively when the workpiece is moved, and the main tongue 11 Even if the inclination of the rail R1b increases, the inclination can be suppressed to the same extent as the inclination of the conventional tongue rail 110 with respect to the height difference between the rail R1b and the floor rail 104. Moreover, since the main tongue 11 is shorter than the conventional tongue rail 110, the movement distance of the workpiece at the inclination can be shortened. Therefore, the tongue rail 10 can reduce the workload when placing the work W on the traverser 1 compared to the conventional tongue rail 110 .

After the work W moves to the floor rail 104, the traverser 1 moves to the next rail R1. In this case, the main tongue 11 is urged by the urging mechanism 30 to return to the main tongue initial position, and the tip tongue 12 lifted by the movement of the main tongue 11 returns to the tip tongue initial position by its own weight. can move the tongue rail 10 along the moving rail R2 without interfering with the rail R1.

When the height of rail R1c is between rail R1a and rail R1b, or when rail R1c gradient θ101 is greater than rail R1a gradient θ101a and less than rail R1b gradient θ101b, tongue rail 10 is: With respect to the rail R1c, the tip tongue 12 rotates about the hinge pin 13 in the opposite direction K2 in response to the reaction force of the rail R1c, and the bottom surface 12u of the tip tongue contacts the rail R1c. At this time, the main tongue 11 rotates as required. Therefore, in the tongue rail 10, the tip tongue 12 can be rotated to the side opposite to the rail R1 with respect to the rails R1 having different heights, and the tip tongue lower surface 12u can be easily brought into contact with each rail R1.

When the workpiece W is lowered from the floor rail 104 to the rail R1a or the rail R1b via the tongue rail 10, the procedure described above may be reversed.

As described above, in the traverser 1 of this embodiment, even when the heights of the rails R1 are different, the tip tongue 12 rotates with respect to the main tongue 11 according to the height of the rail R1, thereby The tongue lower surface 12u can be brought into contact with each rail R1. As a result, when the workpiece W is moved via the tongue rail 10, the tapered tongue rail 10 is less likely to be deformed or damaged. Therefore, according to the traverser 1 of the present embodiment, when moving the work W via the tongue rail 10, deformation and damage of the tongue rail 10 can be suppressed even if the rail heights in the workplace are uneven.

It should be noted that the present invention is not limited to the above embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, the tongue rail unit 7 can be configured to be stored in a flipped-up state or configured to be disassembled/assembled as necessary, so that the traverser 1 can be moved smoothly. .

It is not necessary to provide the gradient θ101 for the plurality of rails R1. Also in this case, the initial position of the tip tongue may be adjusted according to the rail R1 having the highest upper surface S among the plurality of rails R1. However, if the slope θ101 is provided on the rail R1 and the tip tongue 12 rotates with respect to the main tongue 11 corresponding to the slope θ101 as in the above embodiment, the top surface S of the rail R1 having different heights can be adjusted. It becomes easier to bring the lower surface 12u of the tip tongue into contact with.

The adjustment screw 15 may be a normal screw so that the tip tongue 12 can be restricted from rotating in the forward direction beyond the tip tongue initial position, but the tip tongue initial position cannot be adjusted. However, by using the adjustment screw 15 as in the above embodiment to adjust the initial position of the tip tongue, it becomes easier to bring the tip tongue lower surface 12u into contact with rails of different heights.

In the above embodiment, the stop pin 14 and the adjusting screw 15 are used as an example of the limit mechanism, but the structure of the limit mechanism may be different. Alternatively, the stop pin 14 and the adjusting screw 15 may be provided at different positions, such as providing the stop pin 14 on the main tongue 11 and the adjusting screw 15 on the tip tongue 12 .

In the above embodiment, the spring force of the spring 411 urges the tongue rail 10 to the side opposite to the rail R1, but the tongue rail 10 may be urged by an air cylinder or a hydraulic cylinder. The biasing mechanism 30 may differ from the above embodiment in the number of spring assemblies 41, the structure of the fixing bracket 31, and the like.

1 traverser for railway vehicle 2 base portion 10 tongue rail 11 main tongue 12 tip tongue 12u tip tongue lower surface 104 floor rail R1, R1a, R1b rail

Claims (5)

A railway vehicle traverser that includes a base section that includes a floor rail and a tongue rail that is disposed on the base section, and that moves along a moving rail between a plurality of rails,
The tongue rail is divided into a main tongue and a tip tongue,
The main tongue has a rear end portion held by the base portion,
The tip tongue is formed in a tapered shape in which the thickness decreases from the rear end to the tip, and the rear end is rotatably held by the tip of the main tongue and contacts the rail. having a possible rail contact surface,
A traverser for railway vehicles characterized by: In the railway vehicle traverser according to claim 1,
Having a restriction mechanism that restricts the tip tongue from rotating to the side where the rail is located beyond a specific position;
wherein the limit mechanism is adjustable in the specific position;
A traverser for railway vehicles characterized by: In the railway vehicle traverser according to claim 1 or claim 2,
The main tongue is rotatably held on the base,
a biasing mechanism that biases the main tongue to the side opposite to the rail;
When the tongue rail is not used, the second tilt angle at which the top surface of the main tongue is tilted with respect to the top surface of the floor rail is the second tilt angle at which the top surface of the tip tongue is tilted with respect to the top surface of the main tongue. less than one tilt angle,
A traverser for railway vehicles characterized by: In the railway vehicle traverser according to any one of claims 1 to 3,
each of the plurality of rails has a slope between a rail starting point and a rail inflection point at a predetermined distance from the rail starting point;
the tip tongue rotates with respect to the main tongue in accordance with the slope of the rail to bring the rail contact surface into contact with the rail;
A traverser for railway vehicles characterized by: A tongue rail unit attached to a railway vehicle traverser with a tongue rail disposed on an extension line of a floor rail provided on the railway vehicle traverser that moves along a moving rail between a plurality of rails,
The tongue rail is divided into a main tongue and a tip tongue,
The main tongue has a rear end portion held by the railway vehicle traverser,
The tip tongue is formed in a tapered shape, the rear end portion is rotatably held by the tip portion of the main tongue, and has a rail contact surface capable of contacting the plurality of rails.
A tongue rail unit characterized by:

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