JP5737872B2 - Engine tilting device for single rail conveyor - Google Patents

Description

  [Technical Field] The present invention relates to an engine tilting apparatus that is composed only of a mechanical structure without using an electric circuit in an apparatus for restoring engine tilt of a single rail transporter.

  A single-rail transporter equipped with a 4-cycle engine has the drawback that continuous transport beyond the allowable tilt of the engine causes seizure of the engine due to poor lubrication of the engine oil, so that climbing and descending slopes are limited. . In order to solve this, even if the inclination of the rail changes, it is necessary that the engine be maintained within a horizontal or allowable inclination range. In order to maintain the life of the engine, the single rail transporter needs to rotate the engine back and forth with respect to the traveling direction. For this reason, the invention shown in Patent Document 2 in which the engine is configured in a pendulum state, and Claims 5 to 6 shown in Patent Document 3 have the engine output shaft as a rotation center, In the invention in which the expansion cylinder or worm mechanism is operated by the output of the tilt sensor so that the engine is always horizontal, the invention shown in Patent Document 2 is provided with a weight on the lower surface of the engine to maintain the level, or in Patent Document 1 An invention has been disclosed in which a rotatable engine is rotated horizontally or within an allowable inclination via an expansion / contraction cylinder regardless of the inclination of the rail.

  However, in order to put the engine into a pendulum state, it is necessary to configure the rotation center of the engine shown in Patent Document 2 above the engine, and to provide power transmission by providing an intermediate shaft at the rotation center. There are disadvantages of increased cost and weight. When the engine output shaft is used as the rotation center, a heavy weight is required to hold the engine horizontally against the driving reaction force at the maximum engine load, and an increase in the weight of the airframe is a drawback.

  Further, when the engine can be rotated regardless of the inclination of the rail and the engine is rotated by the telescopic cylinder, automatic control is required for the single rail transporter that operates unattended. For this reason, it is necessary to provide an inclination sensor, and to configure an electric control circuit that detects and automatically controls the expansion / contraction position of the expansion / contraction cylinder. The small single-rail transporter has a disadvantage that it is used in a rainy condition and is poor in use environment and inferior in usability due to reliability, durability, and cost increase of electrical components.

JP 2008-126778 A JP 2003-182565 A JP 2002-120716 A JP-A-11-208459 JP-A-10-194115 Japanese Unexamined Patent Publication No. 60-060059

  The present invention is a single rail transporter equipped with a versatile four-cycle engine, and it is possible to change the rail without using electric parts from the change of the traction force acting on the connecting rod connecting the cargo cart towed by the driving vehicle. A lightweight, low-cost approach to avoid engine trouble by roughly judging the relationship between tilt and aircraft, whether it is horizontal, head-up, or head-down, and turning the engine to within the allowable tilt range. It is.

  The problem to be solved is that in the case of automatic control in which the engine can be rotated regardless of the inclination of the rail and the engine is rotated by the telescopic cylinder, the engine is inclined due to the inclination of the rail which becomes an obstacle to avoid engine trouble. It is a point which cannot be rotated without using an electrical component to the inclination angle range of an engine.

The present invention makes the engine neutral, forward tilted, and tilted backward by the change in the force acting on the connecting rod that connects the power vehicle and the luggage cart due to the change in the rail tilt when the single rail transporter travels on the slope. The most important feature is that the vehicle is rotated intermittently.
As shown in FIG. 1, when the single rail transporter travels in a horizontal state, in the forward movement, a pulling force corresponding to the rolling resistance corresponding to the luggage cart and the weight of the luggage is applied to the connecting can. Although acting, this force is extremely small compared to the tensile force and compressive force acting when running on slopes.
The reason for this is that, firstly, when the single rail transporter climbs up and down in the head-up state as shown in FIG. 2 and FIG. A tensile force according to the weight of the load acts, and the force is proportional to the inclination. Secondly, as shown in FIG. 3 and FIG. 6, when climbing and rearward in a head-down state, a compressing force according to the luggage cart and the weight of the luggage acts on the connecting can and the force is proportional to the inclination.

The allowable inclination angle of a 4-cycle gasoline engine is generally about ± 20 degrees in normal operation and about ± 30 degrees in instantaneous operation. In the case of a single rail transporter, the rail inclination angle is about 45 degrees at the maximum for safety in installation and operation of the rail, so it is necessary to incline the engine by 25 degrees in order to run the 45 degree rail without engine trouble. In the state where the engine is inclined 25 degrees, the inclination angle of the rail is allowed up to 5 degrees.
Accordingly, if the engine is rotated at three inclinations of about −25 degrees, 0 degrees, and +25 degrees corresponding to the inclination of the rails −45 degrees to −5 degrees, −5 degrees to +5 degrees, +5 degrees to +45 degrees, Engine trouble does not occur with all rail slopes.

The engine is configured to be rotatable in the direction of travel, and when the pulling force and pushing force applied to the connecting canister are below a certain level, the pulling force and pushing force can be offset by the force of the compression spring so that the connecting canister does not move. The neutral position where the engine does not rotate is maintained. When the connecting cane is pulled backward in conjunction with the movement of the connecting cane in the direction of travel, the engine leans forward to a 25 degree forward leaning posture by the rod. When the connecting can is pushed forward, the rod is tilted back to a 25-degree back posture by the rod. The present invention realizes three types of engine inclinations, the neutral attitude, the forward inclination attitude, and the rearward inclination attitude, and prevents engine trouble by freely responding to changes in the inclination of the rail.
That is, according to the present invention, the tilting direction of the rail can be always tilted and rotated by roughly judging the horizontal state, the head-up state, and the head-down state by using the change in the force applied to the connecting carriage of the driving vehicle and the luggage cart by the change in the inclination direction of the rail Therefore, the most important feature is to realize three-position engine tilt without using electrical components.

The engine tilting device of the single-rail transporter according to the present invention has a rolling resistance in accordance with the load carrier and the load weight in the forward direction when the single-rail transporter travels in a horizontal state due to a change in the rail tilt. A pulling force of a minute acts. When the single rail transporter travels in a horizontal state, a compressive force acts on the reverse side when traveling backward, but this force is extremely small compared to a tensile force and a compressive force that act on a sloping ground .
Head However, climbing shifts from a horizontal state to a head up state, if the descending slope, a tensile force is applied in accordance with the baggage trolley and luggage weight in the consolidated cans to connect the motor vehicle and luggage cart, also a horizontal state climbing the operation proceeds to down state, the compressive force if the corresponding luggage trolley and luggage weight in the consolidated cans to descending slope acts.
Further compressive force acting on the pulling force or the connecting cans acting coupling cans to connect the motor vehicle and luggage cart, by a change in these forces, horizontal state of the engine during traveling when rail is horizontal, the engine running If the rail is uphill with the head tilted up, or if the rail is downhill with the engine tilted forward or head down , the engine will be allowed to rotate intermittently to either the engine tilt of the rear tilt of the engine. Since it travels in a range, there is an advantage that it is possible to prevent engine trouble without using electric parts.

FIG. 1 is an explanatory view showing a method of implementing an engine tilting device in a single rail transporter when the rail is horizontal. Example 1 FIG. 2 is an explanatory diagram showing an implementation method of an engine tilting device in a single rail transporter when the rail is climbing. Example 1 FIG. 3 is an explanatory diagram showing an implementation method of an engine tilting device in a single rail transporter when the rail is downhill. Example 1 FIG. 4 is a rear view showing a method of implementing the engine tilting device in the single rail transporter with the engine output shaft as the rotation center. Example 1 FIG. 5 is an explanatory view showing an implementation method of an engine tilting device in a single rail transporter that travels uphill by pulling a luggage truck when the rail is uphill. Example 1 FIG. 6 is an explanatory diagram showing a method of implementing an engine tilting device in a single rail transporter that travels downhill by pulling a luggage truck when the rail is downhill. Example 1

  The present invention utilizes the fact that the force acting on the connecting cannula for connecting the power vehicle and the cargo cart changes due to the change in the rail inclination, and the change in the force causes the horizontal state as shown in FIG. As shown in FIG. 5, the head is raised and the head is lowered as shown in FIGS. 3 and 6, and the engine posture is intermittently rotated to the neutral, forward tilt, and rear tilt states relative to the rail. This has been achieved without the use of electrical components.

  1 to 3 are side views of an embodiment of the device of the present invention. Reference numeral 3 is a rod, 4 is a rod receiver, 5a is a collar (front), 5b is a collar (rear), and 6a is a compression spring ( 4) shows a compression spring (rear), and FIG. 4 shows an engine support shaft frame (left) (right) in order to provide a centrifugal clutch 8 on the output shaft 7 of the engine of the single rail carrier and to provide a rotation center. 5 is a rear view of an embodiment in which bearings (left) and (right) are provided, FIG. 5 is a side view in which a single rail transporter travels on an inclined ground in a head-up state and FIG. 6 is a head-down state.

  An engine support shaft frame (left) 19a and an engine support shaft frame (right) 19b are fastened to the front left and right of the power vehicle frame 13, and a bearing (left) 18a is provided on the engine support shaft frame (left) 19a. The output shaft 7 is supported, the engine 1 is fastened to the engine base 2, and an engine support shaft 17 fixed to the engine base 2 is provided on the right side of the engine at the center of the engine output shaft 7. The engine 1 is pivotally supported by a bearing (right) 18b provided on an engine support shaft frame (right) 19b. The engine 1 is integrated with the engine base 2 and is rotatable in the advancing direction around the engine output shaft 7 as a rotation center. Has been.

  The engine output shaft 7 is provided with a centrifugal clutch 8, and power is transmitted to the input shaft 10 of the speed reducer 11 by the belt 9, and driving is performed with driving force 12 provided on the final shaft of the speed reducer 11.

The lower part of the engine base 2 is connected to one end of a rod 3, the rod 3 is inserted into a rod receiver 4 fixed to a power vehicle frame 13, and the other end is connected to a connecting rod 15 via a connecting fitting 16. Yes.
At both ends of the rod receiver 4, a compression spring (front) 6a, a compression spring (rear) 6b, a collar (front) 5a, and a collar (rear) 5b are inserted into the rod 3, and a lock nut 20 is attached to the compression spring (front) 6a. The compression spring (rear) 6b is assembled in a state where it is compressed by a certain amount.

  The other end of the connecting can 15 is connected to a luggage cart via a connecting fitting. Due to the load of the cargo carriage, the connecting can 15 moves back and forth and left and right, and the rod 3 moves back and forth due to the forward movement of the connecting can 15 to rotate the engine 1 in the front and rear direction, and the collar 5 hits the rod receiver 4. And the engine rotation stops in that state.

a. When running with the rails close to horizontal, the action when the rails are close to horizontal will be explained. The engine need not tilt.
The compression spring (front) 6a and the compression spring (rear) 6b are compressed and assembled to a certain amount, and the reaction force of the compression springs 6a and 6b can make the movement of the connecting can 15 minute. Naturally, the force acting on the connecting can 15 varies depending on whether the carriage is empty or loaded. However, the spring reaction force may be increased by increasing the spring constant to some extent. Although the rotation start of the engine 1 is delayed, there is no practical problem because a tilt of ± 20 degrees is allowed even when the engine 1 is in a neutral state. In addition, this compression spring has an effect of preventing the engine from rotating suddenly by a large force applied to the connecting rod 15 by the inertial force at the time of starting and stopping.
The compression spring may be replaced with an elastic body such as a tension spring, a gas damper, or a hydraulic damper.

b. Climbing in the head up rail is inclined, by a weighted rail is of approaches and truck and luggage to the steep slope when you downhill, consolidated cans 15 begins to be pulled with a large force. When a force greater than the reaction force of the compression spring 6a in front of the rod receiver 4 begins to work, the connecting can 15 starts pulling the rod 3 to turn the engine to a forward leaning posture and keeps the engine 1 until the collar 5a hits the rod receiver 4. Rotate. The color 5a is set so that the engine inclination angle at this time is 25 degrees. Thereafter, if the maximum inclination of the rail is 45 degrees, the engine can be driven without trouble at an engine inclination angle of 25 degrees. The compression spring 6b behind the rod receiver 4 becomes a free length immediately after the compression state and is in a state where no reaction force is applied.

b. Uphill with the head down by rail is inclined, when the rail when the downhill approaches the steep, connected cans 15 by the weight of the truck and load begins to be compressed with a large force. When a force greater than the reaction force of the compression spring 6b behind the rod receiver 4 starts to work, the connecting cannula 15 starts to rotate the engine 1 in a backward tilted state by pushing the rod 3 until the collar 5b hits the rod receiver 4. Rotate. The engine inclination angle at this time is about 25 degrees.

  As shown in the above description, the engine tilting device of the single rail transporter is an engine tilting device that responds to a change in rail tilt of ± 45 degrees, does not use electrical components, is lightweight, low cost, simple in structure, and maintainability Will also be excellent.

1 Engine 2 Engine base 3 Rod 4 Rod receiver 5a Color (front)
5b Color (after)
6a Compression spring (front)
6b Compression spring (rear)
7 Engine output shaft 8 Centrifugal clutch

9 Belt 10 Reducer input shaft 11 Reducer 12 Drive wheel 13 Motor vehicle frame 14 Start stop lever

15 Connecting rod 16 Connecting bracket 17 Engine support shaft 18a Bearing (left)
18b Bearing (Right)

19a Support shaft frame (left)
19b Support shaft frame (right)
20 Lock nut

Claims (2)

And power transmission reduction gear from the engine, and a motor vehicle to obtain a thrust drive wheel provided on the last shaft of the reduction gear, and connecting the carriage for loading luggage into the motor vehicle rear consolidated Kan (15), advancing the engine When the connecting cannula (15) is pulled rearward in conjunction with the movement of the connecting cane (15) in the moving direction, the engine tilts forward, and the connecting cane (15) moves forward. when pressed to the engine is tilted backward, the engine base (2) below is connected to one end of a rod (3), the rod (3) receives the rod is secured to the motor vehicle frame (13) (4) The other end is connected to a connecting rod (15) via a connecting fitting (16) , and a compression spring (front) (6a) and a compression spring (rear) (6b) are connected to both ends of the rod receiver (4 ). And color (front) (5a), color (back) (5b) An engine tilting device for a single rail transporter, which is inserted into a rod (3) and connected to an engine and a connecting rod ( 15) with a rod (3) . A single-rail transport comprising the compression spring of claim 1 assembled with a compression spring (front) (6a) and a compression spring (rear) (6b) compressed by a certain amount by a lock nut (20) . Machine tilting device.

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