JP3538174B2 - Motorized monorail with tilt angle control - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a riding monorail provided on a sloping road such as a residential area in a hill, where an elderly person or an assistant can ride in a wheelchair and easily travel on a slope. . In Onomichi and Nagasaki, the hills immediately follow the sea, and houses line up from the middle of the hill to the top. There are houses on both sides of the narrow and steep road that cannot be reached by car. As the age increases, the feet are gradually getting heavier as the age goes up and down.

[0002] In the case of getting sick after years and going to a hospital with the help of a wheelchair, it is hard for both the person and the caregiver to go up and down the slender small diameter. It can be said that Japanese town blocks have not been designed to be wheelchair friendly at all.

The roads of old residential areas built in the past are narrow and there is no room for cars. I have to walk. If you have difficulty walking, you have no choice but to rely on a wheelchair. Even if it is narrow, there is no problem if it is flat and horizontal, but it is difficult to pass on a slope with a wheelchair. And if it is on the stairs, you cannot go in a wheelchair.

[0004] The inventor of the present invention intends to propose a riding monorail as a completely new means of transportation in a suburban residential area with many hills. The present invention relates to a novel mechanism for holding a monorail bogie horizontally.

[0005]

2. Description of the Related Art Speaking of a monorail for passengers, one might imagine a monorail between Hamamatsucho and Haneda, but it is a paid urban transport that runs with a large number of passengers on a horizontal road set on an elevated road. Means. Flat roads and tires are used and rely on friction to move up and down even on the slightest slopes.

[0006] The present invention is not a monorail as an urban transportation means for carrying a large number of commuters, but a small two-seater riding monorail as an alternative to walking. Such small-sized riding monorails have not been realized yet, but as the number of elderly people increases, small-sized riding monorails are considered to be extremely useful as a means of traffic.

However, a small riding electric monorail as such a walking alternative has not yet been realized. Rails need to be laid on existing narrow streets in town, but that is not easy.

[0008] Originally, the monorail of the present applicant was called a single-rail carrier, and was an unmanned carrier used for transporting agricultural products, fertilizer, wood, and the like in agricultural work and forestry in mountainous areas. There is one rail and a rack on the side. Since the driving vehicle has a driving pinion, it can safely go up and down even at a steep slope of 45 degrees.

[0009] The speed is slower than that of a pedestrian. However, it can be run on such hills and mountainless roads without any means, and it is a useful transportation because it is small. In a mountainous area, there is a high degree of freedom in laying rails, so that it is relatively free to decide whether to keep the slope constant or to bend.

[0010] Although the single-rail carrier was basically unmanned, it was also used as a means for transporting workers to forestry sites. In that case, it was necessary to increase the strength of the rail and the load resistance. Power vehicles and bogies were separated and single-rail vehicles became larger. In many cases, single-rail vehicles installed in remote areas in the mountains cannot be connected to power lines, and power vehicles driven by an engine carried by using gasoline (mixed oil containing lubricating oil) as a fuel were used. In that case, since electricity cannot be used, a device for performing fine control cannot be mounted. The start at the starting point is performed by manual lever switching, key switch operation, and the like, and the stopping at the end point is performed by hitting the automatic stop lever when a stopper placed under the ground hangs down from the motor vehicle.

However, in the case of a small-sized single-rail carrier in a city area, a power line can be drawn. Although it may be a cost consideration, a monorail for urban use can provide various functions because electricity can be used.

The following monorails have been proposed by the present inventor as an alternative to walking in a residential area.

(1) Japanese Patent Application No. 2000-343045 "Suspended suspension type single-rail carrier" This was first proposed as a means of transportation in the suburbs of a city. A single rail is erected in the air, an electric powered vehicle is mounted on the aerial rail, and a passenger trolley is suspended therefrom.

(2) Japanese Patent Application No. 2001-253921 "Ground-type riding single-rail carrier" This is also intended to be installed on a narrow hill in a residential area near a city and to be an alternative to walking. Rails will be installed low above the ground, not in the air. This is because the rail laying cost is lower.
The mounting structure of the horizontal rail support has been devised so that it can be laid even on narrow winding roads.

Let's take the older one. Originally, single-rail carriers were developed as unmanned luggage carriers. The technical accumulation of riding single-rail vehicles has been delayed as long as the use of single-rail vehicles has been banned by the Ministry of Agriculture and Forestry. However, only a small number of riding single-rail vehicles have been proposed and manufactured by the present applicant.

(3) Japanese Patent Publication No. 1-24099 (Japanese Patent Application No.
This is a single-seat seat mounted on a motor vehicle and a luggage carrier connected behind it. When the inclination angle of the rail changes, the seat tilts back and forth. Therefore, an arm extending above the seat is provided, a pin is mounted on the arm, and the chair is suspended by the pin. An arc-shaped rack with serrations is provided under the chair so that a plunger fits into the teeth of the rack from below. When the chair is tilted back and forth, the plunger is retracted and the chair is freely suspended. The chair hangs down in the direction of gravity and automatically corrects the tilt, so the plunger again engages the rack at that position. In such a manner, the inclination of the chair (seat) is corrected. It can be called a swing type.

(4) Japanese Patent Publication No. 1-26611 (Japanese Patent Application No.
No. 8-166844) This also has a single-seat seat on a motor vehicle and a luggage carrier connected behind. The problem is that if the inclination angle of the rail changes, the seat will tilt back and forth. However, a swing type with an arm on a chair raises the center of gravity and becomes a large device. Therefore, an arc-shaped short guide rail is fixed on the motor vehicle, and two pairs of front and rear guide rollers are provided under the chair so that the guide rollers roll on the arc-shaped guide rail. Temporarily fixing the position with the plunger is the same as described above. Since the guide roller rolls on the arc-shaped guide rail, the angle can be corrected substantially in the same manner as a swing.

(5) Japanese Patent Publication No. 1-26622 (Japanese Patent Application No.
No. 8-183800) This also has a single-seat seat on a motor vehicle and a luggage carrier connected behind. The problem is that if the inclination angle of the rail changes, the seat will tilt back and forth. However, a swing type with an arm on a chair raises the center of gravity and becomes a large device. Therefore, opposite to (4), two guide rollers are provided on the front and back of the motor vehicle, a short arc-shaped guide rail is fixed under the chair, and two pairs of front and rear guide rollers are attached under the chair. The rollers rotate back and forth on the guide rail. Temporarily fixing the position with the plunger is the same as described above. Since the guide roller rolls on the arc-shaped guide rail, the angle can be corrected substantially in the same manner as a swing.

Since these are gasoline engine driven and cannot use electricity, a delicate control device cannot be mounted. It becomes purely dynamic. In the case of the conventional examples (4) and (5), since the arc-shaped guide rail is located below the center of gravity, the guide roller does not easily turn around for circular sliding. Since the prior art (3) is suspended from above, the center of gravity becomes higher and heavier by the mechanism. What is common to all three is that they are directly adjusted by gravity, so when you hang deeply on a chair and when you hang it shallowly,
The adjustment position differs depending on the height of the back. That is why it is not always horizontal. It is not safe to remove the plunger while driving and adjust the angle. It is a single person and cannot have a wheelchair.

[0020]

The object of the present invention is to provide a free short-distance riding monorail for partially reducing the difficulty of passing elderly people or persons with physical disabilities through narrow slopes in residential areas. It is. Since the existing road is narrow and steep, the single-rail carrier, which has been developed and manufactured by the present applicant, seems to be the most suitable means of transportation.

In the single-rail carrier, a traveling device is provided on a rail, and a bogie frame is provided thereon, so that the inclination of the rail is equal to the inclination of the bogie. Here, the inclination is a problem. In the case of a riding single-rail carrier, the length of the rail will be several hundred meters at most because it is a traffic assisting means on a short slope. Therefore, the inclination angle may not change much. If the inclination angle variation is small, even if the inclination angle itself is large, the seat should be able to maintain substantially horizontal if the seat is appropriately inclined from the beginning.

However, it is sufficient if the inclination angle is the same from the beginning to the end of the rail. Otherwise, the seat is inclined.
If the seat is oriented upwards, even if the slope increases slightly, it will only slide backwards and will not slide down. So there will be no inconvenience. However, it is conceivable that they are in wheelchairs because they are elderly and physically handicapped. When a caregiver is traveling with a wheelchair on the wheelchair, the wheelchair moves when the cart is tilted. Of course, even if it moves back and forth, it does not fall back and forth because of the fence (cover), but it may fall to the side.

Even if a mooring device for a wheelchair is attached, the wheelchair tilts and becomes unstable due to a change in the tilt angle. It is even more important that the floor be level when using a wheelchair. Since we are carrying elderly people with reduced physical function, we must pay special attention to safety. Therefore, an object of the present invention is to provide a monorail that can always maintain the floor of a bogie horizontally in a small riding monorail provided in a residential area.

[0024]

SUMMARY OF THE INVENTION An electric monorail for riding is provided with a traveling device frame provided on a traveling device traveling on the rail, and a bogie having a wheelchair storage space, a seat, a floor, a roof, and the like is attached to the bogie frame, and the vehicle is driven. The device frame and the bogie frame are pivotally connected by a central axis at an upper part (upward due to the inclination of the rail), and a lower pivot that can move back and forth with respect to the traveling device frame is provided. The lower pivot is connected to the nut of the rotating ball screw, the upper pivot is provided in the part of the bogie frame, the upper pivot and the lower pivot are connected by the angle adjustment arm, and the ball screw is rotated forward and reverse to adjust the position of the lower pivot. To change the included angle θ between the bogie frame and the traveling device frame.

The truck is provided with a tilt angle detection unit to determine the tilt of the truck, and the control panel sends a forward / reverse rotation signal to the motor from the signal of the truck tilt angle to rotate the ball screw to appropriately set the included angle θ. And hold the trolley horizontally. This fine adjustment of the inclination angle is automatically made at any time during traveling.

In the case of a monorail, the angle of inclination Ψ of the road is advantageously determined as a function of the route, since the rail is advantageously short without branches. Once the change θ (z) of the included angle θ for holding the carriage horizontally as a function of the distance z from the starting point and the end point of the monorail by the trial operation is stored in the control panel, In such a case, a suitable included angle θ (z) may be output. In that case, the tilt angle detection unit does not play a positive role, but can be used to monitor the change in the functional relationship of θ (z) due to aging or errors.

Alternatively, if a tilt angle detecting device capable of accurately obtaining the tilt angle Φ of the bogie is used, the bogie frame is laid on the traveling device frame (while θ = 0).
A method is also possible in which the vehicle travels on a rail and the inclination angle Φ (z) of the rail is determined along the path z. The data may be stored in the control panel and controlled so that θ (z) = Φ (z). In that case, after the inclination angle data Φ (z) is first obtained, the inclination angle detecting device is no longer necessary.

[0028]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention provides a bogie frame for supporting a bogie and a traveling machine frame attached to a traveling device separately, and the bogie frame and the traveling device frame are rotatably combined about a central axis as a bogie. An upper pivot fixed to the frame and a lower pivot provided on the traveling device frame so as to be movable in the front-rear direction are connected by an angle adjusting arm, and the lower pivot is connected to the traveling device frame by a screw block screwed to a ball screw rotated by a motor. By moving it back and forth, the inclination of the angle adjustment arm is changed, so that the included angle θ between the bogie frame and the traveling device frame is changed, and the tilt of the bogie is obtained by the tilt angle detection device, and the bogie frame becomes horizontal. To do.

There are several possible modes depending on the function of the tilt angle detecting device. A. In the case of a tilt angle detecting device capable of continuously measuring the tilt angle from the horizontal, in this case, the tilt angle detecting device A is attached to either the bogie or the traveling device.
May be attached.

A1. When it is attached to a bogie, the tilt of the bogie frame is controlled so that the tilt angle Φ becomes zero.

A2. When mounted on the traveling device, the inclination angle Ψ of the traveling device is obtained, and the inclination of the bogie frame is controlled so that the included angle θ between the bogie frame and the traveling device frame becomes θ = Ψ. Any of them may be used.

B. In the case of a tilt angle detecting device that detects only a deviation from the horizontal, in this case, the tilt angle of the bogie frame is controlled such that the tilt angle detecting device is attached to the bogie side so that the tilt angle becomes zero.

The above-described method measures the inclination angle and immediately corrects the inclination of the bogie frame. In addition to such an immediate correction of always measuring the inclination angle, there may be a means of storing the inclination angle fluctuation in a control device in the control panel and using the data to correct the inclination angle. Since the starting point and the ending point of the monorail do not have a branch and the starting point and the ending point are determined, the inclination angle Ψ (z) of the rail is first determined as a function of the distance z from the starting point and stored in the control device memory. After that time, the inclination angle can be controlled using the data. In that case, the inclination angle detection sensor is no longer necessary, but the inclination angle of the rail may change slightly, so that it can be used for fine adjustment.

[0034]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. FIG. 1 is a right side view of the entire riding monorail. The right side shows the running state on the terrain where the left side is high. The rail is inclined upward and the bogie is almost horizontal. In other words, the bogie is rising to the right. The gist of the present invention is a mechanism for holding the carriage so horizontally. FIG. 2 is a front view of the same electric monorail, in which the bogie and the traveling unit are both horizontal, and does not correspond to FIG.

This is a two-seater monorail and is an auxiliary means for city traffic. In particular, it is an auxiliary means of walking when the elderly people with weak legs are going uphill and downhill on the road. Speed is slower than humans usually walk. In FIG. 1, a riding monorail 1 includes an upper carriage 2 and a lower traveling device. The traveling device is composed of electric powered vehicles 3, 4 and a frame that supports them. The electric powered vehicles 3 and 4 are provided identically in front and rear. Each of them has an electric motor and a drive pinion and is a drive source independently.

Since the vehicle is a two-seater, it is very heavy, and the load on the rack is undesirably increased with a single electric powered vehicle. Thus, two electric powered vehicles are provided.
Since the motors are not synchronized, the phase relationship of the drive pinions is free. Therefore, the phase of the drive pinion is automatically adjusted by the load, and the traction force is equally distributed to the front and rear motor vehicles 3,4.

The rail 5 is a square rail formed by bending an iron plate into a square shape. Rail 5 is 60mm x 60mm x
It is 3.2 mmt and is connected in units of 6 m. A cutting rack 6 is welded to the side of the rail 5 so that the teeth face downward. The incisor rack is a rack formed by cutting a steel bar material as a raw material. Until now, the single-rail carrier of the present applicant has often been obtained by bending a band plate in a wavy shape and welding it to the side of the rail. Here, instead of this, a cutting tooth rack is used. The incisor rack has a higher manufacturing cost but is more robust and safe, has a higher engagement ratio with the drive pinion, and has lower noise.

Although the rail 5 itself is laid long on the ground, a single rail suffices so that it does not take up a width and the manufacturing cost and the laying cost can be reduced. However, in order to support the vehicle body with one rail, the traveling device must also hold the lower surface of the rail. As a result, the rail cannot be placed directly on the ground, and the rail is held at a position slightly higher than the ground.

The lower surface of the rail 5 is held on the ground at regular intervals. The mechanism for that will be described. The upper end of the vertical rail receiver 7 receives the lower surface of the rail 5. The lower end of the vertical rail support 7 is supported by the horizontal rail support 8. The vertical rail receiver 7 holds the trolley duct 9 in addition to the rail 5 slightly below the rail 5. Both ends of the horizontal rail receiver 8 are held by the support posts 10.
The column 10 stands vertically on the ground 12 by means of an anti-sinking plate 11. The subsidence prevention plate 11 prevents the column 10 from gradually sinking into the ground.

A two-hole plate 13 is provided at the upper end of the vertical rail support 7.
Are welded. A tapped plate 14 is welded to the lower surface of the rail 5 at an intermediate position between the joints of the rails 5. The support is fixed to the anti-sinking plate 11, and the support 1
The horizontal rail receiver 8 is mounted on the vertical rail 0, and the vertical rail receiver 7 is mounted thereon. Then, the tapped plate 14 of the rail 5 is placed on the two-hole plate 13 and fixed with bolts. The rail support mechanism will be described in detail with reference to FIG.

The upper structure of the riding monorail 1 is a trolley 2, but what supports the entire trolley 2 is a rectangular trolley frame 15. The feature of this monorail is that the bogie frame 15 and the traveling device frame 30 are separate bodies and can be mutually inclined.
Two seats 16 are provided on the bogie frame 15. At least one is foldable, and once folded, the wheelchair 17 can be placed in the open space. In this figure, the right seat is built-in and the left seat is flip-up. A mechanism for fixing a wheelchair is provided behind the folded seat. Since a caregiver may ride behind, up to three people can ride.

The front, rear and side portions are covered with covers 18 and 19. Handrails 20, 21 pivotally supported at the upper end of the cover
There is a side opening in a state where it is lowered horizontally. The handrails 20, 21 are opened when the passenger lifts them by hand, and the entrance is opened, and the passenger can get off. A front operation panel 22 and a rear operation panel 23 are provided immediately above the cover 18. The operation panel is operated by an elderly passenger, who can give simple instructions such as departure and emergency stop. The monorail has no divergence and only one track, so there is only one starting point and one ending point. At the starting point and the ending point, the vehicle stops automatically. However, when the vehicle stops at the intermediate point, a stop instruction can also be given. The emergency stop when the speed becomes excessive is automatically performed, but otherwise the passenger can perform the emergency stop.

Further, an A control panel 24 is installed on the downhill side of the vehicle body. A B control panel 25 is installed on the uphill side. The B control panel 25 controls the inverter. Although the passengers do not switch speeds (though it is not possible), at the time of start-up and immediately before the stop, the speed is continuously varied to start and stop smoothly. For that purpose, an inverter is used. The power source is a 200V three-phase AC, but it is not used directly, but is converted to DC once, and the speed is continuously changed as a variable frequency AC.

Below the truck 2, a front bumper 26 and a rear bumper 27 are provided. If there are obstacles near the rails, they will be eliminated to protect the car body. An angle adjustment detection device 28 is installed somewhere on the cart 2. This is a mechanism for detecting the deviation of the cart from the horizontal. The inclination of the truck 2 is thereby detected, and the carriage frame 15 is raised and lowered so that the inclination approaches zero. The angle detecting mechanism and the bogie frame elevating mechanism will be described later.

The upper part of the carriage 2 is covered by a transparent plastic roof 29. Immediately below the bogie frame 15, there is a traveling device frame 30 that is separate from the bogie frame 15.
The traveling device frame 30 and the bogie frame 15 share one axis (the center axis 40) and can rotate with each other. A vertical angle adjusting arm 31 is provided between the bogie frame 15 and the traveling device frame 30.

The angle adjusting arm 31 and the bogie frame 15 are rotatably connected by an upper pivot 32. Angle adjustment arm 3
1 and the traveling device frame 30 are rotatably connected by a lower pivot 33. The angle θ of the truck with respect to the traveling device is adjusted by a triangle formed by three members of the truck frame 15, the angle adjusting arm 31, and the traveling device frame 30. The upper electric powered vehicle 3 is attached to the attachment plate 34 of the traveling device frame 30.

The lower electric motor vehicle 4 is mounted on a mounting plate 35 of the traveling device frame 30. The upper and lower electric powered vehicles 3 and 4 have electromagnetic brakes 36 and 37 and a rotation detector 3.
8, 39 are attached to the right side. Electric motors 42, 42 are provided on the left side of the electric powered vehicles 3, 4 in a well-balanced manner. A discharge resistor 4 is provided at an intermediate portion of the traveling device frame 30.
1 is installed.

A trolley duct 9 is held beside the rail 5 in parallel with the rail. Therefore, the trolley duct support angle 43 extends laterally from the vertical rail receiver 7 and the trolley duct 9 is fixed below the trolley duct support angle. The trolley duct 9 has a downward U-shaped cross section. In the trolley duct 9, a power trolley 44 and a signal trolley 45 are installed side by side downward. Now that the overview has been described, the structure of the lower traveling device will be described.

FIG. 3 is a front view of the motor vehicle, and FIG. 4 is a right side view. The traveling section and the power transmission section are provided inside a frame 50 made of Al alloy. The frame 50 includes an A case 51 at the left end, a B case 52 at the center, and a C case 53 at the right end in FIG. This is a frame formed by combining three cases. The A case 51 is provided with a current collector for exchanging power and signals with the electric motor 42 and the trolley described above. The electromagnetic brake 37 and the rotation detecting unit 39 are attached to the C case 53.

The frame 50 is provided so as to straddle the rail 5. The front and rear upper wheels, front and rear lower wheels, drive pinions, and the like are rotatably supported by the frame 50. An upper wheel 55 having a concave portion 54 is provided above the frame 50. There are flanges on both sides so that they contact the upper surface of the rail 5 and do not come off the rail. The upper wheel 55 is a free wheel. The upper wheels are located back and forth, but can be slightly displaced up and down with respect to the frame. Front plate 5 outside the upper wheel
6 covered.

The connection between the frame 50 and the traveling device frame 30 is designed to enable the right, left, up and down directions. Since the rail sometimes has a curved portion, the frame and the traveling device frame 30
Must be able to rotate relative to each other. A T-shaped shaft 58 is inserted into a vertical bearing 57 fixed to the left and right A case 51 and the B case 52 so as to be able to rotate left and right. A horizontal shaft 59 is fixed on the T-shaped shaft 58. Both ends of the horizontal shaft 59 have a small diameter portion, and the small diameter portion is rotatably held by a horizontal bearing 60. Lateral bearing 60 is bolt 61
And the nut 62 is fixed to the mounting plate 63. The mounting plate 63 is welded to both sides of the traveling device frame 30 described above. Since the mounting plate 63 can be rotated back and forth with respect to the T-shaped shaft 59, the frame 50 can be tilted back and forth with respect to the traveling device frame 30 and rotated around the vertical axis.

The B case 52 and the C case 53 constitute a reduction gear case 64. A lower left wheel 65 and a lower right wheel 6 are located between the A case 51 and the B case 52 and below the rail 5.
The lower rail 6 is sandwiched from both sides. The lower wheels 65, 66 are one-sided wheels. Since the rail 5 is supported from below by the vertical rail receiver 7, lower right and left wheels are required to pass the rail. A concentric drive pinion 67 is provided inside the lower right wheel 66. As shown in FIG. 3, the drive pinion 67 meshes with the rack 6 on the side of the rail 5. The left and right lower wheels are idle wheels, while the drive pinion 67 is a power wheel. Electric motor 42
The monorail runs through the rack 6 by rotating the drive pinion 67 by decelerating and transmitting the drive force.

The front surface of the motor with brake 42 is fixed to both flanges 70 fixed to the A case 51 by bolts 71. The motor shaft is connected to the starting gear shaft of the gear transmission mechanism inside the reduction gear case 64 in the frame 50.

A mechanism for supporting the current collector is provided outside the lower part of the A case 51. Mounting plate 72 is bolt 7
3 secures the side of the A case 51. Mounting plate 7
Below 2 is welded a horizontal arm 74 extending in the normal direction.
A vertical arm 75 is welded downward to the tip of the horizontal arm 74. A square arm 76 is welded to the lower end of the vertical arm 75 in a horizontal inward direction with the diagonal direction vertical. The square arm 76 has a split signal collecting block 77 having a triangular groove and a power collecting block 7 for power.
8 is fixed.

As shown in FIG. 4, current collecting blocks 77 and 78
Holds the horizontal shoe 79 elastically behind. The shoe 79 slides on the trolleys 44 and 45 to transmit power and signals. Shoe 79 is an S-shaped bent current collecting arm 8
0. A standing piece 83 is fixed to the current collecting block 78, and a stop piece 82 on the upper part of the standing piece 83 and a hole 84 at the end of the current collecting arm 80 are connected by a spring 81.

Since the spring 81 raises the current collecting arm 80, the shoe 79 slides on the trolley with an appropriate pressure. A cord 85 is protruded from the shoe 79, and a terminal 86 is connected to the side arm 74, the vertical arm 75, and the square arm 76 from the control device.
Connected to the cord provided.

The rail support structure will be described with reference to FIG.
It has already been mentioned that the tapped plate 14 welded to the lower surface of the rail and the two-hole plate 13 at the top of the vertical rail receiver 7 are bolted together. The vertical rail support 7 is welded at its lower end to a hexagonal vertical rail support socket 90. The vertical rail receiving socket 90 can move the left and right on the horizontal rail receiving 8 by loosening the bolt 91. Also, the bolt 91 can be tightened and fixed at an arbitrary position.

The lateral rail receiver 8 has bolts 94 and 95 at both ends.
, And is fixed to the horizontal rail receiving brackets 92 and 93.
The lateral rail receiving brackets 92 and 93 are adjusted and fixed to appropriate heights by bolts 96 and 97 on the support 10 erected from the ground. The column 10 passes through the hole of the anti-sinking plate 11 and the tip is buried in the ground. The strut 10 and the subsidence prevention plate 11 are fixed by bolts 98 to prevent the strut pipe from squatting deeply into the ground.

The internal structure of the frame will be described with reference to FIG. The aforementioned T-shaped shaft 58 comprises a wide dish-shaped upper flange and a shaft body 99 below the upper flange. The shaft body 99 is rotatably supported in the vertical bearing 57 by the angular bearing 100 in the upper neck portion. A collar 101 is provided at an intermediate portion of the vertical bearing 57.
Is provided. Angular bearing 1 below shaft body 99
There is a structure 02 for rotatably holding the vertical bearing 57.

The screw part 103 at the lower end of the shaft body part 99 is inserted into a hole of the dish-shaped jig 105 and fixed by a fixing bolt 104. The dish-shaped jig 105 strongly presses the inner ring of the lower angular bearing 102. Supporting the outer rings of the angular bearings 100 and 102 is a cylindrical vertical bearing 57.

The right side of the vertical bearing 57 is supported by a bolt 106 penetrating through the B case 52. A through hole 107 is formed in the B case 52 for this purpose. The vertical bearing 57 has a screw hole 10
8 is drilled, and the tip of the bolt 106 is screwed.

The left side of the vertical bearing 57 is supported by a bolt 109 penetrating through the A case 51. Therefore, a counterbore hole 110 and a through hole 111 are formed in the A case 51. The vertical bearing 57 is provided with a screw hole 112. Bolt 10
6, 109, the upright bearing 57 is firmly fixed to the frame 50.

Next, upper case A case 51 and B case 52
A description will be given of the attachment to. The upper axle 120 having the detent portion 119 formed near the right end is an eccentric shaft. It has a large diameter at the center to support the upper wheels. The left and right sides are small-diameter shafts, and the left end is a male screw part 121, which is an A case 51
And is fixed by a washer and a nut 122. Inner rings of the bearings 123 are fixed to the intermediate portion.

The outer rings of the bearings 123, 123 are fitted into recesses on both sides of the upper wheel 55. The B case 52 and the C case 53 penetrate at the right narrow portion 124 of the upper axle 120. An adjusting plate 127 for raising and lowering the eccentric shaft, a washer and a nut 126 are inserted from the right end screw portion 125, and the adjusting plate 127 is brought into contact with the rotation preventing portion 119. Then, the nut 126 is screwed in to fix the upper axle to the B case 52 and the C case 53.

Since the large axle 120 is eccentric, the upper axle 120 can be displaced up and down by turning the adjusting plate 127. The adjustment plate 127 is fixed by a set screw 128. The driving force of the electric motor 42 is transmitted to a gear reduction mechanism (not shown) inside the reduction gear case by a connecting shaft (not shown). The reduction gear case is filled with lubricating oil.

In FIG. 5, gears and gear shafts in the intermediate portion are omitted. FIG. 5 shows only the last D-axis 131. The D gear 130 meshes with the preceding gear. The D gear 130 is in a reduction gear case (a space between the B case and the C case) and is immersed in lubricating oil. Bearing 132
Accordingly, the D shaft 131 is rotatably supported by the C case 53. The D shaft 131 is supported by the B case 52 by the bearing 133. In order to confine the lubricating oil inside the reduction gear case, an oil seal 134 is interposed in the through hole of the B case of the D axis, and an oil seal 135 is also interposed in the through hole of the C case.

The right shaft end 136 of the D-axis 131 becomes thinner and has a rotation preventing mechanism such as a serration, and the gear-shaped rotation detector 137 is fixed. A proximity sensor 138 is provided directly below the rotation detector 137 so as to be opposed by an L-shaped bracket 139. The L-shaped fitting 139 is fixed to a side surface of the C case 53 by a bolt 141.

FIG. 6 is a cross-sectional view of the rotation detector 39 shown in FIG. 5, and the relationship between the rotation detector 137 and the sensor 138 can be clearly understood. The proximity sensor 138 has a sensor code 140 so as to extract a proximity signal. The lid of the rotation detecting unit 39 is attached to the side surface of the C case 53 by a fixing bolt 142.

In FIG. 5, the left end of the D-axis 131 is on the left side of the B case and on the right side of the rail 5 and the vertical rail receiver 7. A bearing 146 is provided at the left shaft end 145 of the D-axis, and the lower right wheel 66 is mounted thereon. Due to the bearing 146, the lower wheel 66 is a free wheel.

The lower axle 150 on the left is short,
1, a lower left wheel 65 is rotatably provided. The lower axle 150 has a male screw portion 151 at the left end. The lower axle shaft 150 can be fixed to the A case by inserting a washer and a nut 153 through the male screw part 151 into the through hole 152 of the A case and tightening the nut. Axle 15
The lower wheel 65 is attached to the wheel 0 via a bearing 154. The lower wheel 65 is a free wheel.

That is, the lower left wheel 65, the lower right wheel 66, and the upper wheel 55 are all idle wheels, and the upper axle 120, the lower axle 131,
The lower axle 150 and the like are fixed shafts.

Next, the tilting mechanism will be described with reference to FIGS. 7 to 10, the traveling device frame 30 and its accompanying parts are drawn by solid lines, and the bogie frame 15 thereon and its accompanying parts are drawn by broken lines.

The lower traveling device frame 30 is composed of longitudinal rails 200 and 201 parallel to the left and right running directions and a horizontal rail connecting these left and right longitudinal rails. The crossbar is the first from the bottom
The horizontal rail 202, the second horizontal rail 203, the third horizontal rail 204, the fourth horizontal rail 205, and the fifth horizontal rail 206 are combined.
The connection between the traveling device frame 30 and the traveling device (electric powered vehicle) including the T-shaped shaft and the cylindrical bearing has already been described.

The problem here is the tiltable connection between the traveling device frame 30 and the bogie frame 15. There are actually two central shafts 40 that connect the two, and the base is a flange 207,
Reference numeral 208 denotes a bolt which is fixed to the left and right longitudinal bars 200 and 201 of the traveling device frame 30 by bolts.

Between the third horizontal rail 204 and the fourth horizontal rail 205, intermediate connecting rails 209 and 210 are provided in the longitudinal direction. The front and rear ends are welded to the horizontal bars 204 and 205. The U-shaped motor mounting plate 2 is provided between the joint bars 209 and 210.
12. The brace 213 is attached.

The joint bars 209 and 210 on the side next to them have ball screw supporting bearings 214 and 215 with screws 216 and 21.
7 fixed. A ball screw support shaft 218 is provided rotatably supported at both ends by ball screw support bearings 214 and 215. The ball screw support shaft 218 is welded to the ball screw support block 219 at the center. Therefore, the ball screw support shaft 218 and the ball screw support block 219 are integrally and rotatably supported by the bearings 214 and 215.

The geared motor 220 is mounted on the motor mounting plate 212.
Are fixed by screws 221. Geared motor 22
Numeral 0 turns the ball screw 224 forward and backward.
The motor shaft is coupled to the ball screw 224 via the coupling 222 and the joint bolt 223. An angle adjustment moving nut 225 is screwed in front of the ball screw 224. When the ball screw 224 rotates forward and backward, the angle adjusting moving nut 225 is displaced forward and backward. The angle adjustment moving nut 225 is supported from left and right by lower pivot rods 226, 226.

The lower pivot rods 226, 226 are angled by the angle adjusting arm 31 by the angle adjusting moving nut bearings 227, 228.
Being pivoted to. Bearings 227, 22 for angle adjustment moving nut
8 is fixed to the angle adjusting arm 31 by screws 229 and 230. Since the height of the ball screw 224 cannot be maintained by itself, a guide roller is provided on the extension of the lower pivot rods 226, 226, which will be described later with reference to FIGS.

It is necessary to limit the range of movement of the angle adjusting arm 31. Therefore, the bogie frame 15 immediately above the position of the angle adjusting arm 31 when the bogie frame 15 is lowered
The lower limit sensor 232 is attached to the portion (FIG. 10). An upper limit sensor 234 is attached immediately below the position of the angle adjustment arm 31 when the bogie frame 15 is lifted. The angle adjustment arm 31 includes a lower limit sensor 232 and an upper limit sensor 234.
, The signal is transmitted to the control panel, and further displacement in the same direction is prohibited. Therefore, the angle adjustment arm 31 has the upper limit sensor 234 and the lower limit sensor 2
It rotates only between 32.

What has been described above relates to the lower traveling device frame 30 of the two frames. Next, the upper bogie frame 15
Is described. The bogie frame 15 is a rectangular frame similar in shape to the traveling device frame 30, but is a larger frame than the traveling device frame 30. The bogie frame 15 is indicated by a broken line because it is on the traveling device frame 30 and the vertical relationship is difficult to understand when indicated by a solid line.

The bogie frame 15 includes a long bar 250 and a sixth horizontal bar 25.
1, a second horizontal bar 254, a third horizontal bar 255, and a fourth horizontal bar 25 are formed in a rectangular outer frame including a long bar 252 and a first horizontal bar 253.
6. The fifth horizontal bar 257 is provided in the horizontal direction. However, the height of the horizontal bar is not uniform before and after. The first horizontal bar 253, the second horizontal bar 254, the third horizontal bar 255, and the fourth horizontal bar 256 are provided at the same height as the long bars 250, 252, and the end faces are welded to the inner surfaces of the long bars 250, 252. You. However, the fifth horizontal bar 257 and the sixth horizontal bar 251 on the rear side are long bars 250, 2
52. Fifth and sixth horizontal bars 257, 251
Is slightly raised in order to prevent the traveling device frame 30 behind the center shaft 40 from hitting the bogie frame 15.

Between the fifth horizontal bar 257 and the sixth horizontal bar 251, raised vertical bars 258 and 259 are provided in the longitudinal direction. Between the first horizontal bar 253 and the second horizontal bar 254 on the opposite side, vertical bars 260 and 261 parallel to the longitudinal direction are provided. This is an L-shaped angle. Between the third horizontal bar 255 and the fourth horizontal bar 256 in the middle part, longitudinal connecting bars 262, 26 are parallel in the longitudinal direction.
3 is fixed.

Intermediate bars 264 and 265 are provided between the second horizontal bar 254 and the third horizontal bar 255 in parallel in the longitudinal direction. The upper end of the angle adjusting arm 31 is fixed to the upper pivot 32. Both ends 278 and 279 of the upper pivot 32 are supported by inner rings of bearings 266 and 267 for adjusting the inclination angle. Bearing cases for holding the outer rings of the inclination angle adjusting bearings 266 and 267 are fixed to the intermediate rods 264 and 265 by bolts.
Therefore, the upward force of the angle adjusting arm 31 is applied to the bearings 266, 2
Pushing up the intermediate rods 264 and 265 via 67, the bogie frame 1
5 will be lifted.

The upper shaft 32 and the center shaft 40 do not move back and forth. Therefore, it is sufficient to fix the bogie frame 15 to the traveling device frame 30 by bearings. However, the lower pivot 33 is a little different, it must be displaced back and forth while supporting the load of the trolley. Rollers 272 and 273 are provided at both ends of the lower pivot 33 so as to be able to move back and forth. Roller guides 270, 271 having a U-shaped cross section are provided inside the longitudinal bars 200, 201 of the traveling device frame 30 in parallel in the longitudinal direction (FIGS. 8, 9). Rollers 272 and 273 at both ends of the lower pivot 33 roll inside the roller guides 270 and 271.

When the motor 220 is rotated, the ball screw 2
24 rotates, and the angle adjustment moving nut 225 moves back and forth. Similarly, the lower pivot 33 moves, so that the lower end of the angle adjusting arm 31 moves back and forth. Angle adjustment arm 3
The upper end of 1 is connected to the upper pivot 32, and the upper pivot 32 is connected to the bogie frame 15 by the angle adjusting bearings 266, 267, so that the bogie frame 15 rises or falls.

As shown in FIG. 11, the center of the central axis 40 is expressed by M, the center of the lower axis 33 is expressed by Q, and the center of the upper axis 32 is expressed by T. Triangle MQT of force by Axis and Central Axis
Is formed. TQ = part of the angle adjusting arm 31
k is a constant length. TM = h which is a part of the bogie frame 15
Is also a fixed length. However, the distance MQ = x between the lower axis Q and the central axis M can be changed within a certain range by the rotation of the motor 220. The angle between the bogie frame 15 and the traveling device frame 30 is defined as an inclination angle θ. Θ varies to some extent as a function of x.

When the ball screw is a right-hand screw, when the motor is rotated clockwise, the lower pivot Q is drawn toward the motor 220, so that the bogie frame 15 is raised.

Conversely, when the motor is rotated counterclockwise, the lower pivot Q is separated from the motor 220, so that the bogie frame 15 is lowered.

From the cosine theorem for the inclination angle θ of the bogie frame 15

[0090]

(Equation 1)

Can be obtained by When this is differentiated with respect to time, a change of the inclination angle θ with respect to the propulsion speed dx / dt of the ball screw by the motor can be found. Multiply both sides by 2kx and pay the denominator to differentiate the time

[0092]

(Equation 2)

[0093]

[Equation 3]

The above is true. If the motor speed is constant, dx / dt will also be constant. In that case, x is hco
When the vehicle frame 15 is lifted when it is close to sθ, that is, when the bogie frame 15 is lifted, x moves away from hcosθ,
It can be seen that the descent speed increases when the bogie frame 15 is lowered. In particular, since the denominator includes sin θ, the descent speed increases when the bogie frame 15 overlaps the traveling device frame 30. The same applies to the ascending speed. When θ is small, the ascending speed becomes large. The included angle θ, the force applied to the ball screw, and the force applied to the motor will be discussed in detail later.

The angle adjustment detecting device will be described with reference to FIGS. A base 280 supported in the vertical direction is fixed to the front surface of the back plate of the box 285 by fixing bolts 281, 282, 283, 284. The weight 286 is fixed to the lower half of the circular cam plate 287 by set screws 289 and 290. The disc-shaped cam plate 287 has a wide through hole 288 in the central boss portion in a direction perpendicular to the surface.

The bearing 291 is inserted into the through hole 288, and the outer ring is fixed to the cam plate 287. Bearing 291
The center fixing screw 292 is inserted through the inner ring of the. The male screw portion 293 at the tip of the center fixing screw 292 is inserted into the through hole 295 of the base plate 280, and is fixed on the back side by the nut 294. A collar 296 is interposed between the inner ring of the bearing 291 and the base plate 280 to determine the axial position of the bearing.

The bearing 291 is prevented from falling out of the through hole 288 of the cam plate 287 by the fitting wheel 297.
The weight 286 is a square metal plate and can rotate with a cam plate 287 within a certain range. Since the resistance of the bearing 291 is small, the weight 286 is directed in the direction of gravity.

When the angle adjustment detecting device 28 is mounted vertically to the bogie frame 15, the direction of the weight 286 and the base plate 280
Is made equal to the inclination angle θ of the bogie frame 15. Therefore, if the inclination of the weight 286 and the cam plate 287 is known, the inclination of the bogie frame 15 can be known.

Just above the cam plate 287,
The sensor 298 is fixed to the base plate 280 by a screw 299. The sensor 298 has a gap 300 at the lower end.
Whether or not something exists in the gap 300 can be detected.
The cam plate 287 has a thin circumferential edge 301 along the circumference, and a notch 302 is provided on the opposite side of the weight 286.

The peripheral edge 301 of the cam plate 287 is provided so as to enter the gap 300 of the sensor 298. This does not detect the inclination angle continuously. Is there a notch 302 or a peripheral arc 301 in the sensor gap 300? It only distinguishes the two states. The sensor may distinguish the notch 302 and the peripheral edge 301 by electromagnetic induction. Further, the notch may be distinguished from the peripheral arc by a combination of the light emitting element and the light receiving element. It just needs to be able to distinguish the two states.

If the weight 286 faces the direction of gravity, the bogie frame 15
Is not horizontal, the notch 302 only needs to be present in the gap 300 of the sensor 298.

When the inclination angle of the rail changes and the bogie frame 15 deviates from the horizontal position, and the notch 302 deviates from the gap 300, the motor 220 rotates to finely adjust the angle and return the bogie frame 15 to the horizontal position. 14 and 15 show a state where the weight 286 is shifted from the horizontal. In this case, it is immediately apparent that the peripheral edge 301 exists in the gap 300 and is off the slope.

The tilt angle adjusting mechanism of the present invention includes a bogie frame 15,
By changing the inclination angle of the triangle of the force formed by the center axis M, the upper pivot axis T, and the lower pivot axis Q which are the intersections of the traveling device frame 30 and the angle adjusting arm 31, the included angle θ between the bogie frame 15 and the traveling device frame 30 is changed. I try to change it. Angle adjustment arm 3
As 1 rotates, the included angle θ varies non-linearly.

FIG. 16 shows a simplified force triangle. T
M indicates a bogie frame, which is kept horizontal. MQ indicates a traveling device frame. QT corresponds to the angle adjustment arm 31. The angle between the bogie frame 15 and the traveling device frame 30 is defined as the included angle θ, which corresponds to ΔTMQ.

ΔTQM = φ A straight line parallel to the TM is drawn from the lower pivot axis Q, and a perpendicular foot lowered from the point M to the straight line is defined as S. Let H be the foot of a perpendicular that has dropped from T to the same straight line. It is assumed that TM = h, TQ = k, and MQ = x. k is constant with the effective length of the angle adjusting arm 31, and h is constant with the distance between the upper axis and the central axis of the bogie frame 15. However, since the MQ fluctuates, x is set.

For the sake of simplicity, let us assume that a total load W is applied to point T. Actually, there is a center of gravity above TM and T
There is no point. However, if there is a center of gravity between the TMs, it causes the load to be shared between the points T and M at an internal division ratio that internally divides the TMs. No matter how much load is applied to the center point M, it does not burden the ball screw or the motor. The load on the ball screw and the motor is the gravity applied to the point T. So for simplicity it is assumed that the total weight is at point T.

A total load W is applied to the upper pivot T in the vertical direction.
If no force is applied in the middle of the rod member, the rotational moment is zero, so the force applied to the rod is always parallel to the rod.
Since the load W is applied vertically downward, 0 <(θ + φ) <9
If 0 °, compressive force is applied to TM and TQ, and tensile force is applied to QM. (Θ + φ)> 90 °, tensile force is applied to TM, T
A compressive force is applied to Q and MQ.

Here, let's promise that the compression force has a minus sign and the tensile force has a plus sign.

The rod-direction force acting on TM = h is represented by the capital letter H.
Then, the bar-direction force acting on TQ = k is represented by an uppercase K, and MQ =
The bar direction force on x is represented by a capital letter X.

[0110]   Angle adjusting arm 31; rod direction (compression) force K-Wcosec (θ + φ)                       Horizontal component -Wcot (θ + φ)                       Normal drag -W

[0111]   Bogie frame 15; Rod direction (compression; horizontal) force H-Wcot (θ + φ)

[0112]   Traveling device frame 30: Rod direction (tensile) force X + Wcot (θ + φ) sec θ                       Horizontal component force + Wcot (θ + φ)                       Normal drag + Wcot (θ + φ) tanθ

Is obtained. Angle adjusting arm 31 and bogie frame 15
Since the effective length is determined (TM = h, TQ = k), there is a problem with the traveling apparatus frame 30 whose length varies with the motor. The distance between the lower axis and the center axis of the traveling device frame 30 is represented by MQ =
x. x is a variable, and if the number of rotations of the motor is constant, its rate of change over time is not constant. When the inclination angle θ is large, the angle adjustment arm 31 becomes close to vertical, so that the change in load with respect to a constant change in x is small. Therefore, the load on the motor is small. From the sine theorem

[0114]

(Equation 4)

Holds. In the limit of short x, from FIG. 11, θ + φ is close to 90 to 100 degrees. In this case, the tensile force X applied to the MQ is also small. The compression force of the bogie frame 15 is also small.

Conversely, as x becomes longer, both θ and φ become smaller. When θ and φ decrease, cosec (θ + φ) and cot
(Θ + φ) increases. The rod direction force K of the angle adjusting arm 31 = −Wcosec (θ + φ), the rod direction force H of the bogie frame 15
= −Wcot (θ + φ), rod force X of traveling device frame 30 =
+ Wcot (θ + φ) sec θ monotonically increases.

Since θ and φ are small, the force applied in the bar direction becomes larger than the original weight W. The angle adjusting arm 31 and the bogie frame 15 may be made of a material having a certain strength or more. The problem is the force X applied to the QM of the traveling device frame 30 that gives a variable length by the rotation of the motor. Included angle θ
Is large (when the rail inclination angle is large), the tensile force X between QM is small. However, when the included angle θ becomes small, X becomes extremely large.

The maximum values of θ and φ are assumed to be θ _max and φ _max . At this time, X takes a minimum value X _min .

X _min = + Wcot (θ _max + φ _max ) sec θ _max (5)

The minimum values of θ and φ are θ _min and φ _min . At this time, X takes a maximum value _Xmax .

X _max = + Wcot (θ _min + φ _min ) secθ _min (6)

For example, θ _max = 32 °, φ _max = 6
Assuming 8 ゜ (FIG. 11), X _min = −0.21 W (7)

For example, θ _min = 10 °, φ _min = 1
Assuming 6 ゜ (FIG. 10), X _max = + 2.08 W (8)

In other words, when the rail inclination angle is large and the included angle θ is large, X is a small compressive force of about -0.2 times its own weight, but the rail inclined angle is small (close to horizontal) and the included angle is small. When θ is small, X has a large load of about +2 times its own weight. This means that the strength of the support for the ball screw and the lower pivot must be considerably increased.

However, that is not all. The load applied to the motor also becomes maximum when θ and φ take the minimum. The motor load is given by the time derivative of X because the motor turns the ball screw, thereby reducing and extending QM. It includes the time derivative of θ, φ. Assuming that the number of rotations of the motor is constant, it is easier to understand by expressing x = QM by the time derivative of x. Therefore, the time derivative of x and θ,
The relationship of the time derivative of φ is obtained in advance. Equation (4) can be rewritten as follows.

[0126]         hcosecφ = kcosecθ = xcosec (θ + φ) (9)

By differentiating this,

[0128] -Hcosecφcotφdφ = -kcosecθcotθdθ = -xcosec (θ + φ) cot (θ + φ) (dθ + dφ) + cosec (θ + φ) dx (10)

Equation (9) is replaced by equation (10).
Divided by

[0130] −cotφdφ = −cotθdθ = −cot (θ + φ) (dθ + dφ) + dx / x (1 1)

The following relationship is obtained. From the equation before equation (11)

[0132]       dφ = cotθtanφdθ (12)       dφ + dθ = sin (θ + φ) cosecθsecφdθ (13)

Is as follows. From the latter half of equation (11)

[0134] dx / x = ｛cot (θ + φ) -cotθ｝ dθ + cot (θ + φ) dφ         = −sinφcosecθcosec (θ + φ) dθ + cot (θ + φ) cotθtanφdθ           = -Tanφcosecθcosec (θ + φ) ｛cosφ-cos (θ + φ) cosθ｝         = -Tanφcosecθcosec (θ + φ) sin (θ + φ) sinθ         = -Tanφdθ (14)

This is the result. Force X applied to ball screw
(X = Wcot (θ + φ ) secθ) derivative of ^{dX = W {-cosec 2 (θ} + φ) secθ (dφ + dθ) + cot (θ + φ) secθtan θdθ} = W {-cosec (θ + φ) secθcosecθsecφdθ + cot (θ + φ) secθtanθd θ} = - W ｛tanφsec ² θ + cot (θ + φ)｝ cosecθdθ (15)

Is obtained. If this is replaced by dx / x,

DX = W ｛sec ² θ + cotφcot (θ + φ)｝ cosecθ (dx / x) (16)

The magnification is greatly different when θ and φ take the maximum value and when they take the minimum value. The variation in force when taking the minimum value may be too large. For example, as in the previous example

For example, θ _max = 32 °, φ _max =
Assuming 68 ゜ (FIG. 11),

DX _min = 2.49 (dx / x _min ) (17)

X _min is the length of MQ = x when the included angle θ is maximized as shown in FIG. 11, and takes the minimum value. This is because when the included angle is large as shown in FIG.
It represents a change dX in the tensile force applied to the ball screw when it fluctuates by x. For example, θ _min = 10 °, φ
Assuming _min = 16 ゜ (FIG. 10),

DX _max = 47 (dx / x _max ) (18)

X _max is the length of MQ = x when the included angle θ is minimum as shown in FIG. 10, and takes the maximum value. This is because when the included angle is small as shown in FIG.
It represents a change dX in the tensile force applied to the ball screw when it fluctuates by x.

Since x _max and x _min are different, equation (17)
And (18) cannot be directly compared. Is x
Assuming that _min / x _max is about 0.7, the change in the ball screw tensile force caused by the same ball screw displacement dx is 13 times as large.

That is, when the included angle θ is small and immediately before FIG. 10, the tensile force of the ball screw itself is large (about twice the own weight). In addition, the rate of increase in the tensile force of the ball screw, which is increased by the rotation of the motor / ball screw, is 13 times. In other words, the motor load when lifting the angle adjustment arm 31 is heavy, and the strength of the ball screw must be designed in such a case.

Since the point of emphasis of the present invention is on the control of the tilt angle, its mechanism has mainly been described. Other structures such as rails,
Table 1 summarizes the rack, gear mechanism, power system, control system, and the like.

[0147]

[Table 1]

[0148]

As described above, it would be advantageous if a small riding monorail could be used as an alternative to walking for elderly people, laid on a part of a narrow road on a slope where houses are lined up. In such a case, the seat is inclined because of the slope. If you have a backrest on the slope side, it will not slide down, but the slope angle of the rail will vary depending on the road and may not be constant.

According to the present invention, the inclination of the bogie frame 15 is made variable with respect to the traveling apparatus frame 30, a tilt angle adjusting device including a motor and a ball screw is provided, and a sensor for sensing the tilt angle is provided. The bogie frame 15 can always be kept flat because the inclination angle adjusting device is driven so as to eliminate the problem.
The monorail can be operated even at a steep inclination of 45 degrees, but since it is laid on the side of a road in an urban area, its inclination angle is at most 20 to 30 degrees. With such an inclination, it is possible to always keep the bogie frame 15 horizontal by the device of the present invention. Since the cart is held horizontally, elderly people and attendants can ride with confidence. It can be a safe and useful means of transportation.

Considering the convenience of getting on and off, it is desirable that the bogie is horizontal at the start and end points. If the starting point and the ending point are located at the horizontal value, the middle is a slope, so the inclination angle of the rail always changes. A wheelchair-equipped vehicle becomes unstable even at an inclination of 10 degrees. According to the present invention, the carriage can be made horizontal regardless of the inclination of the rail, so that there is no fear that the carriage will be biased even if it is put on a wheelchair.

[Brief description of the drawings]

FIG. 1 is a right side view of a state in which a bogie unit is running on an inclined rail of an inclined angle control riding monorail according to an embodiment of the present invention while maintaining a horizontal position.

FIG. 2 is a rear view of the tilt angle control riding monorail according to the embodiment of the present invention, in which a rail and a bogie are parallel to each other.

FIG. 3 is a front view of a portion of the electric powered vehicle below the bogie.

FIG. 4 is a right side view of a portion of the electric powered vehicle below the bogie.

FIG. 5 is a longitudinal sectional view of the traveling device of the electric powered vehicle cut along a plane including an upper wheel and a lower wheel without including a power transmission system.

FIG. 6 is a vertical sectional side view of a rotation detection unit.

FIG. 7 is a perspective view showing a combination of a bogie frame and a traveling device frame having a bogie frame and a tilting device capable of lifting the bogie frame at an arbitrary angle with respect to the traveling device frame; FIG. 3 is a plan view showing a certain state.

FIG. 8 is a longitudinal sectional front view taken along the upper pivot 32 of the combined portion of the bogie frame 15 and the traveling device frame 30.

FIG. 9 is a longitudinal sectional front view of the combined portion of the bogie frame 15 and the traveling device frame 30 cut at the ball screw support block 219;

FIG. 10 is a perspective view of a combination of a bogie frame and a traveling device frame having a bogie frame 15 tilting device capable of lifting the bogie frame at an arbitrary angle with respect to the traveling device frame; FIG. 4 is a right side view showing a state at a certain time.

FIG. 11 is a perspective view of a combination of a bogie frame and a traveling device frame having a bogie frame and a tilting device capable of lifting the bogie frame at an arbitrary angle with respect to the traveling device frame; FIG. 4 is a vertical sectional side view showing a state at the time.

FIG. 12 is a front view of the tilt detection mechanism in a state where the weight and the cam plate are not tilted.

FIG. 13 is a vertical right side view of the tilt detection mechanism in a state where the weight and the cam plate are not tilted.

FIG. 14 is a front view of the tilt detection mechanism, showing a state in which the weight and the cam plate are tilted.

FIG. 15 is a longitudinal sectional side view showing a state in which the weight and the cam plate are inclined in the inclination detecting mechanism.

FIG. 16 is a diagram showing a rod-direction force, a horizontal component force, and a vertical component force in a triangular force composed of the bogie frame 15, the traveling device frame 30, and the angle adjusting arm 31.

[Explanation of symbols]

1 Passenger monorail 2 bogies 3 Electric powered vehicle 4 Electric powered vehicle 5 rails 6 racks 7 Stand rail support 8 Horizontal rail support 9 trolley duct 10 props 11 Anti-sinking plate 12 ground 13 2 hole plate 14 Plate with tap 15 bogie frame 16 seats 17 Wheelchair 18 Cover 19 Cover 20 handrails 21 Handrail 22 Front operation panel 23 Rear operation panel 24 A control panel 25 B control panel 26 Front bumper 27 Rear bumper 28 Angle adjustment detector 29 Roof 30 Traveling equipment frame 31 Angle adjustment arm 32 Upper Axis 33 Lower Axis 34 Mounting plate 35 Mounting plate 36 Electromagnetic brake 37 Electromagnetic brake 38 Rotation detector 39 Rotation detector 40 center axis 41 Discharge resistance 42 Motor with brake 43 Trolley duct support angle 44 Power trolley 45 signal trolley 50 frames 51 A case 52 B case 53 C case 54 recess 55 upper wheel 56 Front plate 57 vertical bearing 58 T-shaft 59 horizontal axis 60 side bearing 61 bolt 62 nut 63 Mounting plate 64 Reduction gear case 65 Lower wheel 66 Lower wheel 67 drive pinion 70 Flange 71 volts 72 Mounting plate 73 volts 74 Side Arm 75 Vertical Arm 76 Square Arm 77 Current collection block 78 Current collection block 79 Shoes 80 Current collection arm 81 Spring 82 Stop Piece 83 Stand 84 holes 85 code 86 terminal 90 vertical rail socket 91 volts 92 Side rail bracket 93 Side rail support bracket 94 volts 95 volts 96 volts 97 volts 98 volts 99 Shaft 100 angular bearing 101 color 102 angular bearing 103 screw 104 Set bolt 105 dish-shaped jig 106 volts 107 Through hole 108 Screw hole 109 volts 110 Counterbore 111 Through hole 112 Screw hole 119 Non-rotating part 120 Upper axle 121 Male thread 122 nut 123 bearing 124 Small diameter part 125 thread 126 nut 127 adjustment plate 128 Set screw 130 D gear 131 D axis 132 bearing 133 bearing 134 oil seal 135 oil seal 136 Shaft end 137 Rotation detector 138 Proximity sensor 139 L-shaped bracket 140 Sensor code 141 volts 142 stop bolt 143 screw hole 144 splines 145 shaft end 146 bearing 150 Lower axle 151 Male thread 152 through hole 153 nut 154 bearing 200 Longitudinal bar 201 Longitudinal bar 202 1st crossbar 203 2nd crossbar 204 Third Yokobashi 205 4th crossbar 206 Fifth Yokobashi 207 Center shaft flange 208 Center shaft flange 209 Nakadashi Pier 210 Reinforcing Bar 212 Motor mounting plate 213 Brace 214 Ball screw support bearing 215 Ball screw support bearing 216 screw 217 screw 218 Ball screw support shaft 219 Ball screw support block 220 Geared motor 221 screw 222 coupling 223 joint bolt 224 ball screw 225 Angle adjustment moving nut 226 (33) Lower pivot 227 Lower pivot bearing 228 Lower pivot bearing 229 screw 230 screw 232 Lower limit sensor 234 Upper limit sensor 250 long bar 251 6th horizontal bar 252 long bar 253 1st horizontal bar 254 second horizontal bar 255 3rd horizontal bar 256 4th horizontal bar 257 5th horizontal bar 258 Vertical bar 259 Raised vertical bar 260 vertical bar 261 vertical bar 262 vertical connecting rod 263 vertical connecting rod 264 mediation rod 265 Mediation Stick 266 Bearing for tilt angle adjustment 267 Bearing for tilt angle adjustment 270 Roller Guide 271 Roller guide 272 roller 273 roller 278 Upper pivot end 279 Upper pivot end 280 board 281 Locking bolt 282 fixing bolt 283 fixing bolt 284 fixing bolt 285 box 286 weight 287 cam plate 288 Central through hole 289 Set screw 290 Set screw 291 Bearing 292 center fixing screw 293 male screw 294 nut 295 Through hole 296 colors 297 Fitting wheel 298 sensor 299 screw 300 gap 301 Circumference 302 Notch 303 code

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-5-220236 (JP, A) JP-A-2000-211890 (JP, A) JP-A-6-39652 (JP, U) JP-A 61-48864 (JP, U) JitsuHiraku Akira 60-44860 (JP, U) JitsuHiraku Akira 64-35174 (JP, U) PCT National flat 9-507201 (JP, a) (58 ) investigated the field (Int.Cl. ⁷ , DB name) B61B 13 / 02,13 / 04,13 / 06

Claims (2)

(57) [Claims] 1. A traveling device frame is provided on an electric motor vehicle traveling on one rail with a rack laid on the ground, and a traveling device frame supporting a truck having a seat, a wheelchair mounting portion, and a floor plate is referred to as a traveling device frame. Separately provided, the bogie frame and the traveling device frame are pivotally connected by the upper central axis, the upper pivot axis is fixed to the bogie frame below, and the traveling device frame is provided with a lower pivot shaft correspondingly movable in the longitudinal direction. The upper and lower pivots are connected by an angle adjusting arm, the lower pivot supporting the angle adjusting arm below is moved by a screw block screwed to a ball screw rotated by a motor, and the bogie frame is raised and lowered to prevent gravity. The trolley is controlled to be horizontal by determining the tilt of the trolley by the tilt detection device that detects the tilt, rotating the motor forward and reverse and adjusting the position of the lower pivot. Angle control electric monorail. 2. A traveling device frame is provided on an electric motor vehicle traveling on a single rail with a rack laid on the ground, and a traveling device frame supporting a truck having a seat, a wheelchair mounting portion and a floor plate is referred to as a traveling device frame. Separately provided, the bogie frame and the traveling device frame are pivotally connected by the upper central axis, the upper pivot axis is fixed to the bogie frame below, and the traveling device frame is provided with a lower pivot shaft correspondingly movable in the longitudinal direction. The upper and lower pivots are connected by an angle adjusting arm, the lower pivot supporting the angle adjusting arm below is moved by a screw block screwed to a ball screw rotated by a motor, and the bogie frame is raised and lowered. The inclination of the bogie is determined by an inclination detecting device that detects the inclination with respect to gravity during driving, and the inclination angle is stored as a function relating to the coordinate z defined along the rail, and thereafter the stored inclination angle The tilt angle control electric monorail is characterized in that, by knowing the rail tilt angle from the data described above, the truck is controlled to be horizontal by rotating the motor in the forward and reverse directions and adjusting the position of the lower pivot.