JP4251465B2 - Double-gauge truck - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a multi-rail transport vehicle that travels on a multi-rail comprising a main rail at a central high place and two sub-rails at left and right low places.
[0002]
[Prior art]
The rail-type transport vehicle obtains a weight supporting force, a driving force, and a steering force from the rail. In other words, an upper roller is placed on the rail to support the weight of the vehicle body, and a rack or the like is attached to the lower surface of the rail, and a lower roller having teeth meshing with it is applied to act as a driving force (including braking force). The same applies hereinafter. Further, the rail is sandwiched between both rollers, and a ridge along the both side surfaces of the rail is formed to follow the direction of the rail.
[0003]
By the way, the rail includes not only a single rail, but also a multiple rail composed of a main rail at a central high place and two sub-rails at left and right low places. The purpose of the multi-rail is to increase the load carrying capacity by sharing each force, and in this sense, the driving force and the steering force are obtained from the main rail, and the weight support force and the steering force are obtained from the sub rail, respectively. I am doing so.
[0004]
On the other hand, there are two types of rail-type transport vehicles: a tow vehicle and a load-carrying cart (hereinafter referred to as a cart), and the above relationship is the same even for a multi-rail transport vehicle that travels on multiple rails. is there. In this case, there are two types of tow trucks that receive weight support from the main rail and those that receive from the sub rail. In the former, the driving force and steering force are obtained from the main rail in addition to the weight support. In the latter case, the driving force and the steering force are obtained from the main rail, and the weight supporting force and the steering force are obtained from the sub rail. Further, the cart obtains steering force from the main rail and weight support force and steering force from the sub rail, respectively.
[0005]
[Problems to be solved by the invention]
Therefore, if there is an laying error or the like on these three rails, the steerability is disturbed and the rollers are squeezed and knurled, resulting in increased running resistance and derailment.
The present invention solves such a problem, and obtains the steering force from the main rail in a unified manner.
[0006]
[Means for Solving the Problems]
Under the above-mentioned problems, the present invention is a multi- rail transportation that travels by pulling a cargo-carrying carriage with a tow truck guided by a main rail at a central high place laid on the ground and two sub-rails at left and right low places. In a car, a center roller set that follows the main rail and a side roller set that supports the weight on the side rail are attached to the body of the load carrying cart, respectively, and the side roller set can be rotated in a horizontal plane around the vertical axis that faces vertically. And the left and right side roller sets and the central roller set are individually connected by connecting rods extending horizontally, and the connecting rod is connected to the side roller set side or the central roller set side. The present invention provides a multi-rail transportation vehicle characterized in that a ball joint is provided at a connection point .
[0007]
By connecting the central roller set and the side roller set with individual connecting rods , the steering force can be obtained only from the central main rail. There is no itchiness or kinking. Therefore, the running resistance cannot be increased or derailed. In addition, the laying accuracy of each rail is sufficient, and the laying cost can be reduced. In addition, by providing a ball joint at the connecting point between the connecting rod and each roller set, rail installation errors can be further absorbed .
[0008]
Further, the present invention provides a means in which the side roller set has one or a plurality of rollers mounted on the subrail in the above-described configuration, and this roller has no wrinkles wider than the width of the subrail. If no stagnation or knurling occurs in each roller, the roller does not need a heel for obtaining a steering force, and a heelless roller having a width that does not derail is sufficient. Therefore, an unpleasant sound is not generated when the bag hits the rail, and resistance cannot be increased. In addition, the wrinkle-free roller is inexpensive to manufacture.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 7 is a side view of a multi-rail transport vehicle showing an example of the present invention, and FIG. 8 is a cross-sectional view of the main part of a drive unit of a tow truck. The multi-rail transport vehicle shown in this example is laid on the ground. In addition, a main rail 12 is laid at an intermediate height between the two sub rails 10, and a carriage 16 that travels on the sub rail 10 is pulled by a towing vehicle 14 that obtains driving force by the main rail 12. In this case, both the sub rail 10 and the main rail 12 employ square pipes, the sub rail 10 is laid on a base 18 laid on the ground, and the main rail 12 is laid with uprights 20.
[0010]
The towing vehicle 14 in this example obtains a driving force and a steering force with the main rail 12 and a weight supporting force with the sub rail 10. First, a driving force is obtained by attaching a rack 22 to the lower surface of the main rail 12 and meshing the towing vehicle 14 with the rack 22 (pins 24 are arranged on the pitch circumference at the same pitch as the rack 22). 26 is provided, which is obtained by being driven by the engine 28. The drive wheel 26 is provided with a hook having hooks 26 a along both sides of the main rail 12.
[0011]
Further, the steering force is provided on the upper surface of the main rail 12 by rolling the upper surface of the main rail 12 with hooks 30a along the both sides thereof, and the rolling wheel 30 and the drive wheel 26 move the main rail 12 from above and below. I'm getting it. With this configuration, the main rail 12 bears the weight of the towing vehicle 14 to some extent.
[0012]
On the other hand, the main weight supporting force is that two rollers 34 mounted on the subrail 10 are attached between the side plates 32 disposed on both sides of the upper side of the subrail 10, and this is fixed to the pin 38 with respect to the attachment material 36. A roller set 40 that can be rotated in a vertical plane around is attached to the towing vehicle 14. Therefore, the main rail 12 is not so heavily loaded, and the strength of the column 20 is not so required. The tow vehicle 14 pulls the carriage 16 with a tow bar 42 having a universal joint mechanism.
[0013]
1 is a side view of the carriage 16, FIG. 2 is a plan view, and FIG. 3 is a rear view. The carriage 16 is weight-supported by the subrail 10 and is given a steering force by the main rail 12. First, with regard to the structure of weight support, a side roller set 44 that is weight-supported by the subrail 10 is provided, and the side roller set 44 is attached to the vehicle body (frame frame) 46 of the carriage 16.
[0014]
FIG. 4 is a cross-sectional view of the side roller set 44. The side roller set 44 is attached to the lower end of the longitudinal axis 48 with side plates 52 disposed on both sides above the subrail 10 via pins 50. Two rollers 54 mounted on the subrail 10 are attached to the side plate 52. In this case, the side plate 52 copes with the gradient of the subrail 10 so as to be able to rotate in a vertical plane including the subrail 10 around the pin 50.
[0015]
In the present invention, the vertical axis 48 described above is rotatably fitted to a boss 56 inserted in the frame frame 46. Therefore, the side roller set 44 can be rotated in the horizontal plane about the vertical axis 48 independently of the carriage 16.
[0016]
On the other hand, with respect to the configuration for imparting the steering force, a central roller set 58 that follows the main rail 12 is provided, and the central roller set 58 is attached to the frame frame 46 or the like. In this case, the central roller set 58 is obtained by attaching an upper roller 60 and a lower roller 62 with hooks having hooks 60a and 62a that are in contact with the upper and lower surfaces along both sides of the main rail 12 to a base plate 64 or the like. It consists of.
[0017]
FIG. 6 is a side view of the central roller set 58. The central roller set 58 is attached to a bracket 66 provided on the frame frame 46 by two horizontal shafts 70 and 72 via a link 68. ing. Therefore, even if the distance between the carriage 16 and the main rail 12 is different due to laying errors or the like, the link 68 can freely rotate around the two horizontal axes 70 and 72 in the vertical plane. In addition, the main rail 12 does not bear the weight of the carriage 16, which is advantageous in strength. Thus, the central roller set 58 follows the upper and lower and left and right turns of the main rail 12, and the carriage 16 is steered accordingly.
[0018]
In the present invention, the central roller set 58 and the side roller set 44 are connected by the connecting rod 74, and the steering force received by the central roller set 58 is transmitted to the side roller set 44. FIG. 5 is a plan view of the connecting rod 74. Arms 76 and 78 are provided in front or rear of the central roller set 58 and the side roller set 44, respectively. The arms 76 and 78 and the connecting rod 74 are connected to pins 80 and 82, respectively. It is pivotally attached.
[0019]
In this case, a ball joint is incorporated at a connection point where one or both of the pins 80 and 82 are joined so that the central roller set 58 and the side roller set 44 can be rotated relative to each other. This is to cope with an installation error in the height direction of the sub rail 10 and the main rail 12. Further, the length of the connecting rod 74 can be adjusted by a screw or the like. This is for adjusting the orientation of each of the central roller set 58 and the side roller set 44.
[0020]
As mentioned above, although embodiment of this invention was described, this invention is implemented in the aspect variously modified besides this. For example, in the above description, the mechanism in which the side roller set and the central roller set are connected by the connecting rod is incorporated in the carriage, but this may be incorporated in the towing vehicle. Further, although the number of rollers constituting the side roller set and the central roller set is two, one or three or more may be used.
[0021]
In addition, the lower roller of the main rail provided on the carriage may be engaged with the rack so that a braking force can be applied thereto. A hitch mechanism for pulling the next carriage is provided behind the carriage. Furthermore, some of the above-mentioned towing vehicles are provided with passenger equipment on which a driver rides.
[0022]
【The invention's effect】
As described above, according to the present invention, since the steering force is obtained only from the central main rail, even if there is a laying error in each rail, no stagnation or bending occurs between the rollers. Therefore, there is no risk of running resistance increasing or derailment. Moreover, since high accuracy is not required for the installation of each rail, the installation cost can be reduced. On the other hand, if no stagnation or knurling occurs on each roller, the roller does not need a squirrel to obtain steering force, and the sword hits the rail, causing an unpleasant noise or increasing resistance. The manufacturing cost is also low.
[Brief description of the drawings]
FIG. 1 is a side view of a carriage of a multi-rail transport vehicle showing an example of the present invention.
FIG. 2 is a plan view of a carriage of a multi-rail transport vehicle showing an example of the present invention.
FIG. 3 is a rear view of a carriage of a multi-rail transport vehicle showing an example of the present invention.
FIG. 4 is a cross-sectional view of a side roller set showing an example of the present invention.
FIG. 5 is a plan view of a connecting rod showing an example of the present invention.
FIG. 6 is a side view of a central roller set showing an example of the present invention.
FIG. 7 is a side view of a multi-rail transport vehicle showing an example of the present invention.
FIG. 8 is a cross-sectional view of a drive unit of a tow vehicle of a multi-rail transport vehicle showing an example of the present invention.
[Explanation of symbols]
10 Sub rail 12 Main rail 14 Traction vehicle 16 Bogie 44 Side roller set 46 Car body 48 Vertical axis 58 Central roller set 70 Horizontal axis 72 Horizontal axis 74 Connecting rod

Claims (4)

In a multi-gauge type transport vehicle that is guided by a main rail at a central high place laid on the ground and two sub-rails at the left and right sides and towed the load carrying cart with a towing vehicle, the main body of the load carrying cart A central roller set that follows the rail and a side roller set that supports the weight of the side rail are attached, making the side roller set pivotable in a horizontal plane around the vertical axis that is vertically oriented, and extending the vertical axis upward. The left and right side roller sets and the central roller set are individually connected by connecting rods that extend horizontally, and a ball joint is provided at the connecting point on the side roller set side or the central roller set side of the connecting rod. A featured multi-gauge type transport vehicle. Side roller set is one having one or more rollers resting on the sub rail, double rail type transportation vehicle according to claim 1 having the roller in those without flange has wider than the width of the sub rail. The multi-rail transport vehicle according to claim 1 or 2, wherein the central roller set is rotatable in a vertical plane around a horizontal axis oriented horizontally.   The multi-rail transport vehicle according to any one of claims 1 to 3, wherein the vehicle body incorporating a mechanism in which the central roller set and the side roller set are connected by a connecting rod is a towing vehicle.

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